UENR0623-02 (en-us)

June 2016

Systems Operation
Testing and Adjusting
854E-E34TA, 854F-E34T and 854F-
E34TA Industrial Engines
JR (Engine)
JS (Engine)
JT (Engine)
JV (Engine)

This document has been printed from SPI2. NOT FOR RESALE
 Important Safety Information
Most accidents that involve product operation, maintenance and repair are caused by failure to
observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially
hazardous situations before an accident occurs. A person must be alert to potential hazards. This
person should also have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard
warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows:

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

When replacement parts are required for this

product Perkins recommends using Perkins
replacement parts.
Failure to heed this warning can lead to prema-
ture failures, product damage, personal injury or
death.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 3
Table of Contents

Table of Contents Connecting Rod - Inspect.....................................80

Cylinder Block - Inspect .......................................80
Cylinder Head - Inspect .......................................81
Systems Operation Section Piston Height - Inspect.........................................81
Flywheel - Inspect ...............................................82
Flywheel Housing - Inspect ..................................83
General Information Gear Group - Inspect ...........................................85
Introduction ..........................................................4 Crankshaft Pulley - Check....................................85
Engine Operation Electrical System
Basic Engine.........................................................9 Alternator - Test...................................................87
Air Inlet and Exhaust System ...............................12 Battery - Test ......................................................89
Clean Emissions Module .....................................17 Charging System - Test .......................................89
Cooling System ..................................................19 V-Belt - Test ........................................................90
Lubrication System .............................................21 Electric Starting System - Test..............................90
Electrical System ................................................21
Cleanliness of Fuel System Components ..............22
Fuel Injection .....................................................23 Index Section
Electronic Control System ...................................31
Power Sources ...................................................45 Index..................................................................94
Glossary of Electronic Control Terms ....................49

Testing and Adjusting Section

Fuel System
Fuel System - Inspect ..........................................55
Air in Fuel - Test ..................................................55
Finding Top Center Position for No. 1 Piston .........57
Fuel Injection Timing - Check ...............................57
Fuel Quality - Test ...............................................58
Fuel System - Prime ............................................59
Fuel System Pressure - Test ................................60
Gear Group (Front) - Time ...................................63

Air Inlet and Exhaust System

Air Inlet and Exhaust System - Inspect ..................64
Turbocharger - Inspect ........................................64
Exhaust Cooler (NRS) - Test ................................67
Diesel Particulate Filter - Clean ............................68
Compression - Test .............................................69
Engine Valve Lash - Inspect .................................69
Valve Depth - Inspect...........................................71
Valve Guide - Inspect...........................................71

Lubrication System
Engine Oil Pressure - Test ...................................73
Engine Oil Pump - Inspect....................................73
Excessive Bearing Wear - Inspect ........................73
Excessive Engine Oil Consumption - Inspect.........73
Increased Engine Oil Temperature - Inspect ..........74

Cooling System
Cooling System - Check ......................................75
Cooling System - Inspect .....................................75
Cooling System - Test..........................................76
Engine Oil Cooler - Inspect ..................................77
Water Temperature Regulator - Test .....................78
Water Pump - Inspect ..........................................78

Basic Engine
Position the Valve Mechanism Before Maintenance
Procedures .......................................................79
Piston Ring Groove - Inspect................................79

This document has been printed from SPI2. NOT FOR RESALE
 4 UENR0623-02
General Information

Systems Operation Section

General Information

i06718957

Introduction

The following model views show a typical industrial

engine. Due to individual applications, your engine
may appear different from the illustrations.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 5
General Information

Illustration 1 g02317613
Typical example
(1) Clean Emissions Module (CEM) (6) Air intake from air filter (11) Oil drain plug
(2) Oil gauge (Dipstick) (7) Alternator (12) Starting motor
(3) Electronic Control Module (ECM) (8) Coolant intake connection (13) Flywheel housing
(4) Air inlet connection from charge cooler (9) Air outlet connection from turbocharger (14) Flywheel
(5) Coolant outlet connection (10) Turbocharger

This document has been printed from SPI2. NOT FOR RESALE
 6 UENR0623-02
General Information

Illustration 2 g03343018
Typical example
(15) Front lifting eye (19) Oil filter (23) Crankcase breather
(16) Oil filler cap (20) Fuel priming pump (24) Water pump
(17) Rear lifting eyes (21) Primary fuel filter
(18) Secondary fuel filter (22) Fuel injection pump

Note: The primary fuel filter (21) may be supplied

loose.

Note: The Electronic Control Module (ECM) (3) will

be mounted to the application.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 7
General Information

Illustration 3 g06082892
Typical example of an engine with top mounted aftertreatment

The 854E-E34TA, 854F-E34T, and 854F-E34TA The pistons have two compression rings and an oil
diesel engines are electronically controlled. The control ring. The groove for the top ring has a hard
854E-E34TA, 854F-E34T, and 854F-E34TA engines metal insert to reduce wear of the groove. The skirt
have an Electronic Control Module (ECM) that has a layer of graphite to reduce the risk of seizure
receives signals from the fuel injection pump and when the engine is new. The correct piston height is
other sensors to control the electronic unit injector. important to ensure that the piston does not contact
The fuel injection pump supplies fuel to the fuel the cylinder head. The correct piston height also
manifold (Rail). The fuel manifold (Rail) distributes ensures the efficient combustion of fuel which is
fuel to the electronic unit injectors. necessary to conform to requirements for emissions.
The four cylinders are arranged in-line. The cylinder The crankshaft has five main bearing journals. End
head assembly has one inlet valve and one exhaust play is controlled by thrust washers which are on both
valve for each cylinder. The port for the exhaust valve sides of the number 3 main bearing.
is on the right side of the cylinder head. The port for
the inlet valve is on the top of the cylinder head. Each The timing case is made of cast iron. Some of the
cylinder valve has a single valve spring. timing gears are stamped with timing marks to
ensure the correct assembly of the gears. When the
Each cylinder has a piston cooling jet that is installed number 1 piston is at a certain position, the marked
in the cylinder block. The piston cooling jet sprays teeth on the camshaft gear will align with the marks
engine oil onto the inner surface of the piston to cool that are on the gear on the crankshaft.
the piston. The pistons have a Quiescent combustion
chamber in the top of the piston to achieve clean There are no timing marks on the rear face of the
exhaust emissions. The piston pin is off-center to timing case.
reduce the noise level.
The crankshaft gear turns the camshaft gear which
then turns the following gears:

• the idler gear

• the idler gear for the engine oil pump
• the engine oil pump gear

This document has been printed from SPI2. NOT FOR RESALE
 8 UENR0623-02
General Information

• the accessory drive gear

• the fuel injection pump gear
The camshaft runs at half the rpm of the crankshaft.
The fuel injection pump runs at one and a half times
the speed as the crankshaft.
The fuel injection pump that is installed on the left
side of the engine is gear-driven from the timing
case. The internal fuel transfer pump is driven by the
fuel injection pump. The fuel transfer pump draws
low-pressure fuel from the primary fuel filter. The fuel
transfer pump delivers the fuel to the secondary filter.
The fuel then travels to the fuel injection pump.
The fuel injection pump increases the fuel to a
maximum pressure of 160 MPa (23200 psi). The fuel
injection pump delivers the fuel to the fuel manifold
(Rail). The fuel injection pump is not serviceable. The
engine uses speed sensors and the Electronic
Control Module (ECM) to control the engine speed.
For the specifications of the 854E-E34TA, 854F-
E34T, and 854F-E34T engines, refer to the
Specifications, “Engine Design”.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 9
Engine Operation

Engine Operation The cylinders are honed to a specially controlled

finish in order to ensure long life and low oil
consumption.
The cylinder block has five main bearings which
support the crankshaft. Thrust washers are installed
i04169549
on both sides of number 3 main bearing in order to
control the end play of the crankshaft. The thrust
Basic Engine washers can only be installed one way.
Passages supply the lubrication for the crankshaft
bearings. These passages are machined into the
Introduction cylinder block.
The eight major mechanical components of the basic Cooling passages are cast into the cylinder block in
engine are the following parts: order to allow the circulation of coolant.

• Cylinder block The cylinder block has a bush that is installed for the
front camshaft journal. The other camshaft journals
• Cylinder head run directly in the cylinder block.

• Pistons The engine has a cooling jet that is installed in the

cylinder block for each cylinder. The piston cooling jet
• Connecting rods sprays lubricating oil onto the inner surface of the
piston in order to cool the piston.
• Crankshaft
A Multi-Layered Steel (MLS) cylinder head gasket is
• Timing gear case and gears used between the engine block and the cylinder head
in order to seal combustion gases, water, and oil.
• Camshaft
Cylinder Head
Cylinder Block

Illustration 5 g02859418

Illustration 4 g02859296 Typical example

Typical example (1) Valve keepers
(2) Valve spring retainer
(3) Valve spring
The cast iron cylinder block for the engine has four
cylinders which are arranged in-line. The cylinder The engine has a cast iron cylinder head (4). There is
block is made of cast iron. The cylinder block one inlet valve and one exhaust valve for each
provides support for the full length of the cylinder cylinder.
bores. The cylinder bores are machined into the
block.

This document has been printed from SPI2. NOT FOR RESALE
 10 UENR0623-02
Engine Operation

The port for the inlet valve is on the top of the cylinder The connecting rods (4) are machined from forged
head. The port for the exhaust valve is on the right steel. The connecting rods have bearing caps (6) that
side of the cylinder head. The valve stems move in are fracture split. The bearing caps (6) on fracture
valve guides that are pressed into the cylinder head. split connecting rods (4) are retained with bolts (7).
There is a renewable oil seal that fits over the top of Connecting rods with bearing caps that are fracture
the valve guide. The valve seats and the valve guides split have the following characteristics:
are replaceable.
• The splitting produces an accurately matched
Pistons, Rings, and Connecting surface on each side of the fracture for improved
strength.
rods
• The correct connecting rod must be installed with
the correct bearing cap. Each connecting rod and
bearing cap have a unique serial number. When a
connecting rod is assembled the serial numbers
for the connecting rod and bearing cap must
match.

Crankshaft

Illustration 6 g02859336
Typical example
Illustration 7 g02841976
The pistons (3) have a Quiescent combustion Typical example
chamber in the top of the piston in order to provide an (1) Crankshaft gear
efficient mix of fuel and air. The piston pin (9) is off- (2) Crankshaft
center in order to reduce the noise level. The position (3) Crankshaft thrust washers
pin (9) is retained in the correct position by two
circlips (8). The crankshaft can be a spheroidal graphite iron
casting.
The pistons (3) have two compression rings (1) and
an oil control ring (2). The groove for the top ring has The crankshaft has five main journals. Thrust
a hard metal insert in order to reduce wear of the washers are installed on both sides of number 3 main
groove. The piston skirt has a coating of graphite in bearing in order to control the end play of the
order to reduce the risk of seizure when the engine is crankshaft.
new.
The crankshaft changes the linear energy of the
The correct piston height is important in order to pistons and connecting rods into rotary torque in
ensure that the piston does not contact the cylinder order to power external equipment.
head. The correct piston height also ensures the
efficient combustion of fuel which is necessary in A gear at the front of the crankshaft drives the timing
order to conform to requirements for emissions. gears. The crankshaft gear turns the idler gear which
then turns the following gears:
• Camshaft gear

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 11
Engine Operation

• Fuel injection pump and fuel transfer pump Camshaft

Lip type seals are used on both the front of the The engine has a single camshaft. The camshaft is
crankshaft and the rear of the crankshaft. made of cast iron. The camshaft lobes are chill
hardened.
A timing ring is installed to the crankshaft. The timing The camshaft is driven at the front end. As the
ring is used by the ECM in order to measure the camshaft turns, the camshaft lobes move the valve
engine speed and the engine position. system components. The valve system components
move the cylinder valves.
A timing ring for the balancer can be installed to the
crankshaft. The timing ring for the balancer drives the The camshaft gear must be timed to the crankshaft
balancer. gear. The relationship between the lobes and the
camshaft gear causes the valves in each cylinder to
Gears and Timing Gear Case open at the correct time. The relationship between
the lobes and the camshaft gear also causes the
valves in each cylinder to close at the correct time.

Illustration 8 g02859276
Typical example

The crankshaft oil seal is mounted in the cover of the

timing case. The timing case is made of cast iron.
The timing case cover is made from aluminum.
The timing gears are made of steel.
The crankshaft gear (5) drives the camshaft gear (4)
and an idler gear (6) for the engine oil pump. The
idler gear (6) for the engine oil pump drives the oil
pump gear (7). The camshaft gear (4) drives the idler
gear (2) and the accessory drive gear (3). The idler
gear (2) drives the fuel injection pump gear (1).
The camshaft gear rotates at half the engine speed.
The fuel injection pump gear rotates at one and a half
times engine speed.

This document has been printed from SPI2. NOT FOR RESALE
 12 UENR0623-02
Engine Operation

i04174031

Air Inlet and Exhaust System

Illustration 9 g02720982
Air inlet and exhaust system
(1) Aftercooler core (5) Wastegate actuator (9) Exhaust cooler (NRS)
(2) Air filter (6) Boost pressure chamber (10) Inlet manifold
(3) Diesel particulate filter (7) Exhaust gas valve (NRS) (11) Throttle valve
(4) Turbocharger (8) Wastegate regulator

The components of the air inlet and exhaust system • Inlet manifold
control the quality of air and the amount of air that is
available for combustion. The air inlet and exhaust • Cylinder head, injectors, and glow plugs
system consists of the following components:
• Valves and valve system components
• Air cleaner
• Piston and cylinder
• Exhaust cooler (NRS)
• Exhaust manifold
• Exhaust gas valve (NRS)
• Diesel oxidation catalyst
• Turbocharger
• Diesel particulate filter
• Aftercooler
• Throttle valve

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 13
Engine Operation

Air is drawn in through the air cleaner into the air inlet
of the turbocharger by the turbocharger compressor
wheel. The air is compressed to a pressure of about
150 kPa (22 psi) and the compression heats the air
to about 120° C (248° F) before the air is forced to
the aftercooler. As the air flows through the
aftercooler the temperature of the compressed air
lowers to about 55° C (131° F). Cooling of the inlet
air assists the combustion efficiency of the engine.
Increased combustion efficiency helps achieve the
following benefits:
• Lower fuel consumption

• Increased power output

• Reduced NOx emission
• Reduced particulate emission
From the aftercooler, air is forced into the inlet
manifold. Air flow from the inlet manifold to the
cylinders is controlled by inlet valves. There is one
inlet valve and one exhaust valve for each cylinder.
The inlet valve opens when the piston moves down
on the intake stroke. When the inlet valve opens,
cooled compressed air from the inlet port is forced
into the cylinder. The complete cycle consists of four
strokes:
• Inlet

• Compression
• Power

• Exhaust
On the compression stroke, the piston moves back
up the cylinder and the inlet valve closes. The cool
compressed air is compressed further. This
additional compression generates more heat.
Note: If the cold starting system is operating, the
glow plugs will also heat the air in the cylinder.
Just before the piston reaches the top center (TC)
position, the ECM operates the electronic unit
injector. Fuel is injected into the cylinder. The air/fuel
mixture ignites. The ignition of the gases initiates the
power stroke. Both the inlet and the exhaust valves
are closed and the expanding gases force the piston
downward toward the bottom center (BC) position.
From the BC position, the piston moves upward. This
initiates the exhaust stroke. The exhaust valve
opens. The exhaust gases are forced through the
open exhaust valve into the exhaust manifold.

This document has been printed from SPI2. NOT FOR RESALE
 14 UENR0623-02
Engine Operation

Illustration 10 g02720984
Typical example

The NOx Reduction System (NRS) operates with the Exhaust gases from the exhaust manifold enter the
transfer of the hot exhaust gas from the exhaust inlet of the turbocharger in order to turn the
manifold to the assembly of the exhaust gas valve. turbocharger turbine wheel. The turbine wheel is
connected to a shaft that rotates. The exhaust gases
The assembly of the exhaust gas valve consists of an pass from the turbocharger through the following
exhaust gas valve and an electronically controlled components: exhaust outlet, Diesel Oxidation
actuator. Catalyst (DOC), Diesel Particulate Filter (DPF) and
exhaust pipe.
As the electronically controlled actuator (7) starts to
open the flow of exhaust gas from the exhaust gas
valve mixes with the air flow from the charge air
aftercooler. The mixing of the exhaust gas and the air
flow from the charge air aftercooler reduces the
oxygen content of the gas mixture. This results in a
lower combustion temperature, so decreases the
production of NOx.
As the demand for more exhaust gas increases the
electronically controlled actuator opens further. The
further opening of the actuator increases the flow of
exhaust gas from the exhaust gas valve. As the
demand for exhaust gas decreases, the electronically
controlled actuator closes. This decreases the flow of
exhaust gas from the exhaust gas valve.
The hot exhaust gas is then cooled in the exhaust
cooler (6). The cooled gas then travels from the
exhaust cooler (6) to the inlet manifold.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 15
Engine Operation

Turbocharger

Illustration 12 g02720975
Typical example
Illustration 11 g00302786
(12) Line (boost pressure)
Typical example of a cross section of a turbocharger (13) Wastegate actuator
(1) Air intake (14) Actuating lever
(2) Compressor housing
(3) Compressor wheel
(4) Bearing
(5) Oil inlet port
(6) Bearing
(7) Turbine housing
(8) Turbine wheel
(9) Exhaust outlet
(10) Oil outlet port
(11) Exhaust inlet

The turbocharger is mounted on the outlet of the

exhaust manifold. The exhaust gas from the exhaust
manifold enters the exhaust inlet (11) and passes
through the turbine housing (7) of the turbocharger.
Energy from the exhaust gas causes the turbine
wheel (8) to rotate. The turbine wheel is connected
by a shaft to the compressor wheel (3).
As the turbine wheel rotates, the compressor wheel
is rotated. The rotation of the compressor wheel
causes the intake air to be pressurized through the
compressor housing (2) of the turbocharger.

Illustration 13 g02720981
Typical example
(15) Wastegate regulator

This document has been printed from SPI2. NOT FOR RESALE
 16 UENR0623-02
Engine Operation

When the load on the engine increases, more fuel is Crankcase Breather
injected into the cylinders. The combustion of this
additional fuel produces more exhaust gases. The NOTICE
additional exhaust gases cause the turbine and the The crankcase breather gases are part of the en-
compressor wheels of the turbocharger to turn faster. gines measured emissions output. Any tampering
As the compressor wheel turns faster, air is with the breather system could invalidate the engines
compressed to a higher pressure and more air is emissions compliance.
forced into the cylinders. The increased flow of air
into the cylinders allows the fuel to be burnt with The crankcase breather has a centrifugal separator.
greater efficiency. The more efficient burning of fuel The centrifugal separator has a special coating.
produces more power. Engine oil that has been separated from the breather
gas is returned to the timing case. The crankcase
A wastegate is installed on the turbine housing of the breather is driven by the shaft of the fuel injection
turbocharger. The wastegate is a valve that allows pump.
exhaust gas to bypass the turbine wheel of the
turbocharger. The operation of the wastegate is A heated connection may be installed on the pipe for
dependent on the pressurized air (boost pressure) the crankcase breather. The purpose of the heated
from the turbocharger compressor. The boost connection is to prevent the formation of ice in cold
pressure acts on a diaphragm. The diaphragm is climates, that could lead to an obstruction of the pipe.
spring loaded in the wastegate actuator which varies
the amount of exhaust gas that flows into the turbine. Valve System Components
The wastegate regulator (15) is controlled by the
engine electronic control module (ECM). The ECM
uses inputs from a number of engine sensors to
determine the optimum boost pressure. This will
achieve the best exhaust emissions and fuel
consumption at any given engine operating condition.
The ECM controls the wastegate regulator, that
regulates the boost pressure to the wastegate
actuator.
When high boost pressure is needed for the engine
performance, a signal is sent from the ECM to the
wastegate regulator. This causes high pressure in
the inlet manifold to act on the diaphragm within the
wastegate actuator (13). The actuating rod (14) acts
upon the actuating lever to close the valve in the
wastegate. When the valve in the wastegate is
closed, more exhaust gas is able to pass over the
turbine wheel. This results in an increase in the
speed of the turbocharger.
When low boost pressure is needed for the engine
performance, a signal is sent from the ECM to the
wastegate regulator. This causes high pressure in Illustration 14 g02720989
the air inlet pipe (12) to act on the diaphragm within
the wastegate actuator (13). The actuating rod (14) Valve system components
acts upon the actuating lever to open the valve in the (1) Rocker arm
wastegate. When the valve in the wastegate is (2) Pushrod
opened, more exhaust gas from the engine is able to (3) Lifter
(4) Camshaft
bypass the turbine wheel, resulting in a decrease in
the speed of the turbocharger. The valve system components control the flow of
The shaft that connects the turbine to the compressor inlet air into the cylinders during engine operation.
wheel rotates in bearings (4) and (6). The bearings The valve system components also control the flow
require oil under pressure for lubrication and cooling. of exhaust gases out of the cylinders during engine
The oil that flows to the lubricating oil inlet port (5) operation.
passes through the center of the turbocharger which The crankshaft gear drives the camshaft gear. The
retains the bearings. The oil exits the turbocharger camshaft must be timed to the crankshaft in order to
from the lubricating oil outlet port (10) and returns to get the correct relation between the piston movement
the oil pan. and the valve movement.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 17
Engine Operation

The camshaft has two camshaft lobes for each During reassembly of the rocker shaft the engine
cylinder. The lobes operate either the inlet valve or must be put into a safe position to avoid engine
the exhaust valve. As the camshaft turns, lobes on damage. After load is imposed on the lifters by
the camshaft cause the lifter to move the pushrod up reassembling the rocker assembly, the engine must
and down. Upward movement of the pushrod against be left in safe position for a safe period until the lifters
rocker arm results in a downward movement. have reduced to the correct length. Refer to
This action opens a pair of valves which compresses Disassembly and Assembly, “Rocker Shaft and
the valve springs. When the camshaft has rotated to Pushrod - Install” for the correct procedure.
the peak of the lobe, the valves are fully open. When
the camshaft rotates further, the two valve springs i05242096
under compression start to expand. The valve stems
are under tension of the springs. The stems are Clean Emissions Module
pushed upward. The continued rotation of the
camshaft causes the rocker arm, the pushrods and
the lifters to move downward until the lifter reaches
the bottom of the lobe. The valves are now closed. To meet current emissions legislation requirements, a
The cycle is repeated for all the valves on each small amount of certain chemical compounds that are
cylinder. emitted by the engine must not be allowed to enter
the atmosphere. The Clean Emissions Module
The rocker arm incorporates a hydraulic lash adjuster (CEM) that is installed to the engine is designed to
which removes valve lash from the valve mechanism. convert these chemical compounds into less harmful
The hydraulic lash adjuster uses engine lubricating compounds.
oil to compensate for wear of system components so
that no service adjustment of valve lash is needed. The Engine Aftertreatment System for the engine
consists of the following components.
The engine lubricating oil enters the hydraulic lash
adjuster through a non-return valve. The engine • Diesel Oxidation Catalyst (DOC)
lubricating oil increases the length of the hydraulic
lash adjuster until all valve lash is removed. If the • Diesel Particulate Filter (DPF)
engine is stationary for a prolonged period the valve
springs will cause the hydraulic lash adjuster to The Diesel Oxidation Catalyst (DOC) oxidizes the
shorten so that when the engine is started engine carbon monoxide and the hydrocarbons that are not
valve lash is present for the first few seconds. burnt in the exhaust gas into carbon dioxide and
water. The Diesel Oxidation Catalyst (DOC) is a
After cranking restores oil pressure the hydraulic lash through flow device that will continue to operate
adjuster increases in length and removes the valve during all normal engine operating conditions.
lash. When load is removed from a hydraulic lash
adjuster during service work by the removal of the The Diesel Particulate Filter (DPF) collects all solid
rocker shaft the hydraulic lash adjuster increases in particulate matter in the exhaust gas.
length to the maximum extent. Refer to Systems
Operation, Testing and Adjusting, “Position the Valve The solid particulate matter that is collected by the
Mechanism Before Maintenance Procedures” for the DPF consists of soot (carbon) from incomplete
correct procedure. combustion of the fuel and inorganic ash from the
combustion of any oil in the cylinder.

This document has been printed from SPI2. NOT FOR RESALE
 18 UENR0623-02
Engine Operation

Illustration 15 g03343187
A typical example of a CEM with a wall flow Diesel Particulate Filter (DPF)

For engines with a power rating of 55 kW or higher, a

wall flow Diesel Particulate Filter (DPF) is used.

Illustration 16 g03343192
A typical example of a CEM with a through flow Diesel Particulate Filter (DPF)

For engines with a power rating of 55 kW or lower, a

through flow Diesel Particulate Filter (DPF) is used.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 19
Engine Operation

The wall flow Diesel Particulate Filter (DPF) is • Exhaust gas cooler (NRS)
designed to contain all the ash up to the ash service
interval. Refer to Operation and Maintenance Manual • Cylinder head
for more information.
• Water temperature regulator (thermostat)
No ash service is required for the through flow Diesel
Particulate Filter (DPF).
The engine aftertreatment system is designed to
oxidize the soot in the DPF at the same rate as the
soot is produced by the engine. The oxidization of the
soot will occur when the engine is operating under
normal conditions. The soot in the DPF is constantly
monitored.
The regeneration system is passive with an
additional Oxy-Exotherm system. The Oxy-Exotherm
system operates by injecting fuel after the main fuel
injection period. The fuel is then burnt over a catalyst
to raise the temperature of the exhaust gases to
650° C (1202° F).
If the engine is operated in a way that produces more
soot than the oxidized soot, the engine management
system will automatically activate systems to raise
the exhaust temperature. The raising of the exhaust
temperature will ensure that more soot is oxidized
than the soot that is produced by the engine. The
oxidization of more soot returns the DPF to a reduced
level of soot. The systems are then deactivated when
the soot level has been reduced.
The engine ECM must know how much soot is in the
DPF. Measurement of soot is accomplished through
the following means:
• Soot Load Estimation Model that is based on
engine operating conditions

• Delta pressure measurement across the DPF

used to estimate the soot load by evaluation of the
flow resistance of the Diesel Particulate Filter
(DPF)
The Electronic Control Module (ECM) uses the soot
measurement information to determine if the engine
operating conditions need to be adjusted in order to
oxidize the soot at an increased rate.

i04169911

Cooling System

Introduction
The cooling system has the following components:
• Radiator
• Water pump

• Cylinder block
• Oil cooler

This document has been printed from SPI2. NOT FOR RESALE
 20 UENR0623-02
Engine Operation

Coolant Flow

Illustration 17 g02847496
Typical example
(1) Radiator (3) Exhaust gas cooler (NRS) (6) Water pump
(2) Water temperature regulator and (4) Cylinder head (7) Engine oil cooler
housing (5) Cylinder block

The coolant flows from the bottom of the radiator (1) The coolant flows forward through the cylinder head
to the engine oil cooler (7). The engine oil cooler (7) (4). Some coolant is diverted into the exhaust gas
is installed on the right-hand side of the engine. The cooler (NRS) (3) by a coolant pipe in the right-hand
coolant flows from the engine oil cooler (7) to the side of the cylinder block (5). The coolant then flows
water pump (6). from the exhaust gas cooler (NRS) (3) back to the
housing of the water temperature regulator (2).
The water pump (6) contains a rotary seal that uses
the engine coolant as a lubricating medium. This will
ensure that an adequate sealing film is created. The
sealing film is maintained in order to reduce heat
generation. Heat that is generated by the rotating
sealing faces under normal operating conditions
causes a small flow of coolant to be emitted into a
chamber. The water pump pumps the coolant
through a passage to the main coolant gallery in the
cylinder block (5).
Coolant flows around the outside of the cylinders
then flows from the cylinder block (5) into the cylinder
head (4).

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 21
Engine Operation

The coolant then flows into the housing of the water The hub of the idler gear is lubricated by oil from the
temperature regulator (2). If the water temperature oil gallery. The timing gears are lubricated by the
regulator is closed, the coolant goes directly through splash from the oil.
a bypass to the inlet side of the water pump. If the
water temperature regulator is open, and the bypass Engines have piston cooling jets that are supplied
is closed then the coolant flows to the top of the with oil from the oil gallery. The piston cooling jets
radiator (1). spray lubricating oil on the underside of the pistons in
order to cool the pistons.
i04169606
i04169852

Lubrication System
Electrical System
Lubricating oil from the oil pan flows through a
strainer and a pipe to the suction side of the engine The electrical system is a negative ground system.
oil pump. Pressure for the lubrication system is
supplied by the oil pump. The crankshaft gear drives The charging circuit operates when the engine is
a lower idler gear. The lower idler gear drives the oil running. The alternator in the charging circuit
pump gear. The pump has an inner rotor and an produces direct current for the electrical system.
outer rotor. The axis of rotation of the rotors are off-
center relative to each other. There is an interference Starting Motor
fit between the inner rotor and the drive shaft.
The starting motor turns the engine via a gear on the
The inner rotor has four lobes which mesh with the engine flywheel. The starting motor speed must be
five lobes of the outer rotor. When the pump rotates, high enough in order to initiate a sustained operation
the distance increases between the lobes of the outer of the fuel ignition in the cylinders.
rotor and the lobes of the inner rotor in order to create
suction. When the distance decreases between the The ignition switch is deactivated once the desired
lobes, pressure is created. engine speed has been achieved. The circuit is
disconnected. The armature will stop rotating. Return
The lubricating oil flows from the outlet side of the oil
pump through a passage to a plate type oil cooler. springs that are located on the shafts and the
The oil cooler is located on the right side of the solenoid will disengage the pinion from flywheel ring
cylinder block. gear back to the rest position.

The lubricating oil flows from the oil cooler through a The armature of the starting motor and the
passage to the oil filter head. The oil then flows mechanical transmissions may be damaged if the
through a bypass valve that permits the lubrication increases in the speed of the engine are greater than
system to function if the oil filter becomes blocked. the pinion of the starting motor. Damage may occur
Under normal conditions, the oil then flows to the oil when the engine is started or after the engine is
filter. started. An overrunning clutch prevents damage to
the armature of the starting motor and mechanical
The oil flows from the oil filter through a passage that transmissions.
is drilled across the cylinder block to the oil gallery.
The oil gallery is drilled through the total length of the Alternator
left side of the cylinder block.
The electrical outputs of the alternator have the
Lubricating oil from the oil gallery flows through high- following characteristics:
pressure passages to the main bearings of the
crankshaft. Then, the oil flows through the passages • Three-phase
in the crankshaft to the connecting rod bearing • Full-wave
journals. The pistons and the cylinder bores are
lubricated by the splash of oil and the oil mist. • Rectified
Lubricating oil from the main bearings flows through The alternator is an electro-mechanical component.
passages in the cylinder block to the journals of the The alternator is driven by a belt from the crankshaft
camshaft. Then, the oil flows from the front journal of pulley. The alternator charges the storage battery
the camshaft at a reduced pressure to the cylinder during the engine operation.
head. The oil then flows through the center of the
rocker shaft to the rocker arm levers. Oil flows to the The alternator is cooled by an external fan which is
hydraulic lash adjusters in the rocker arm levers. The mounted behind the pulley. The fan may be mounted
valve stems, the valve springs and the valve lifters internally. The fan forces air through the holes in the
are lubricated by the splash and the oil mist. front of the alternator. The air exits through the holes
in the back of the alternator.

This document has been printed from SPI2. NOT FOR RESALE
 22 UENR0623-02
Engine Operation

The alternator converts the mechanical energy and New Components

the magnetic field into alternating current and
voltage. This conversion is done by rotating a direct High-pressure lines are not reusable. New high-
current electromagnetic field on the inside of a three- pressure lines are manufactured for installation in
phase stator. The electromagnetic field is generated one position only. When a high-pressure line is
by electrical current flowing through a rotor. The replaced, do not bend or distort the new line. Internal
stator generates alternating current and voltage. damage to the pipe may cause metallic particles to
be introduced to the fuel.
The alternating current is changed to direct current
All new fuel filters, high-pressure lines, tube
by a three-phase, full-wave rectifier. Direct current assemblies, and components are supplied with
flows to the output terminal of the alternator. The sealing plugs. These sealing plugs should only be
direct current is used for the charging process. removed in order to install the new part. If the new
A regulator is installed on the rear end of the component is not supplied with sealing plugs then the
alternator. Two brushes conduct current through two component should not be used.
slip rings. The current then flows to the rotor field. A The technician must wear suitable rubber gloves.
capacitor protects the rectifier from high voltages. The rubber gloves should be disposed of immediately
The alternator is connected to the battery for after completion of the repair in order to prevent
charging and machine load requirements. A warning contamination of the system.
lamp can be connected via the ignition switch. This
wiring is optional. Refueling
In order to refuel the diesel fuel tank, the refueling
i04173673 pump and the fuel tank cap assembly must be clean
and free from dirt and debris. Refueling should take
Cleanliness of Fuel System place only when the ambient conditions are free from
dust, wind, and rain.
Components Only use fuel that is free from contamination. Ultra
Low Sulfur Diesel (ULSD) must be used. The content
of sulfur in Ultra Low Sulfur Diesel (ULSD) fuel must
be below 15 PPM 0.0015%.
Cleanliness of the Engine
Biodiesel may be used. The neat biodiesel must
NOTICE conform to the latest “EN14214 or ASTM D6751” (in
It is important to maintain extreme cleanliness when the USA). The biodiesel can only be blended in
working on the fuel system, since even tiny particles mixture of up to 20% by volume in acceptable mineral
can cause engine or fuel system problems. diesel fuel meeting latest edition of “EN590 or ASTM
D975 S15” designation.
The entire engine should be washed with a high-
pressure water system. Washing the engine will In United States, Biodiesel blends of B6 to B20 must
remove dirt and loose debris before a repair on the meet the requirements listed in the latest edition of
fuel system is started. Ensure that no high-pressure “ASTM D7467” (B6 to B20) and must be of an API
water is directed at the seals for the injectors or gravity of 30-45.
electrical connectors.

Environment
When possible, the service area should be positively
pressurized. Ensure that the components are not
exposed to contamination from airborne dirt and
debris. When a component is removed from the
system, the exposed fuel connections must be closed
off immediately with suitable sealing plugs. The
sealing plugs should only be removed when the
component is reconnected. The sealing plugs must
not be reused. Dispose of the sealing plugs
immediately after use. Contact your nearest Perkins
distributor in order to obtain the correct sealing plugs.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 23
Engine Operation

For more information, refer to Operation and

Maintenance Manual, “Fluid Recommendations”.
i04175249

Fuel Injection
Introduction

This document has been printed from SPI2. NOT FOR RESALE
 24 UENR0623-02
Engine Operation

Illustration 18 g02511124

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 25
Engine Operation

Typical example
(1) Primary fuel filter (5) Fuel manifold (rail) (9) Fuel cooler (if equipped)
(2) Secondary fuel filter (6) Pressure relief valve (A) Fuel tank
(3) Fuel Injection Pump (7) Electronic unit injector
(4) Fuel transfer pump (8) Manifold connector

Fuel is drawn from the fuel tank to the 10 micron

primary fuel filter and a water separator. The fuel then
flows to the fuel transfer pump. The fuel transfer
pump is part of the fuel injection pump.
Fuel then flows from the fuel transfer pump to the 4
micron secondary fuel filter. Fuel flows from the
secondary fuel filter to the fuel injection pump.
At the fuel injection pump, the fuel is pumped at an
increased pressure of up to 160 MPa (23200 psi)
fuel manifold (rail).
Fuel that has too high a pressure from the fuel
manifold (rail) returns through the pressure relief
valve to the return line. Fuel that is leak off from the
electronic unit injectors flows to the return line. The
fuel may then flow through a fuel cooler (if equipped)
on the way back to the fuel tank.

This document has been printed from SPI2. NOT FOR RESALE
 26 UENR0623-02
Engine Operation

High Pressure Fuel System

Illustration 19 g02493876
Typical example
(1) Fuel injection pump (3) Pressure relief valve (6) Fuel pressure sensor
(2) Suction control valve for the fuel injection (4) Fuel manifold (rail) (7) Fuel transfer pump
pump (5) Electronic unit injector

The fuel injection pump (1) feeds fuel to the high- Components of the Fuel Injection
pressure fuel manifold (rail) (4). The fuel is at a
pressure of up to 160 MPa (23200 psi). A pressure System
sensor (6) in the high-pressure fuel manifold (rail) (4) The fuel injection system has the following
monitors the fuel pressure in the high-pressure fuel mechanical components:
manifold (rail). The ECM controls a suction control
valve (2) in the fuel injection pump in order to • Primary filter/water separator
maintain the actual pressure in the high-pressure fuel
manifold at the desired level. The high-pressure fuel • Fuel transfer pump
is continuously available at each injector (5). The
ECM determines the correct time for activation of the • Secondary fuel filter
correct electronic unit injector (5) which allows fuel to
be injected into the cylinder. The leakoff fuel from • Fuel injection pump
each injector passes through an external pipe above
the electronic unit injectors. The leakoff fuel then • Fuel injectors
flows to a connector block on the left-hand side of the
engine. A pipe is connected from the connector block • Fuel manifold
in order to return the leakoff fuel to the fuel tank.
• Pressure relief valve

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 27
Engine Operation

• Fuel pressure sensor Secondary Fuel Filter

• Fuel temperature sensor

• Water in fuel sensor

The following list contains examples of both
service and repairs when you must prime the
system:

• A fuel filter is changed.

• A low-pressure fuel line is replaced.

• The fuel injection pump is replaced.

For the correct procedure to prime the fuel system,
refer to Systems Operation, Testing and Adjusting,
“Fuel System - Prime”.

Primary Filter/Water Separator

Illustration 21 g02848803
Typical example

The secondary fuel filter (1) is located after the fuel

transfer pump. The secondary fuel filter (1) provides
a 4 micron filtration level.
The fuel temperature sensor measures the
temperature of the fuel. The ECM receives the signal
from the fuel temperature sensor. The ECM
calculates the volume of fuel.

Fuel Pump Assembly

Illustration 20 g02848802
Typical example

The primary filter/water separator (1) is located

between the fuel tank and the fuel transfer pump. The
primary filter/water separator (1) provides a 10
micron filtration level.
The primary filter/water separator can either be
engine mounted or supplied loose. The primary filter/
water separator is supplied with water in fuel sensor. Illustration 22 g02493877
The water in fuel sensor has to be connected.
Typical example

This document has been printed from SPI2. NOT FOR RESALE
 28 UENR0623-02
Engine Operation

The fuel pump assembly consists of a low-pressure

transfer pump and a high-pressure fuel injection
pump. The pump assembly is driven from a gear in
the front timing case at one a half times the engine
speed. The fuel injection pump (1) has one plunger
that are driven by a camshaft. The stroke of the
plunger is fixed but the volume of fuel that is provided
by the fuel injection pump is controlled by the suction
control valve.
The injector will use only part of the fuel that is
delivered by each stroke of the pistons in the pump.
The suction control valve (2) for the fuel injection
pump is controlled by the ECM. This maintains the
fuel pressure in the fuel manifold (rail) at the correct
level. A feature of the fuel injection pump allows fuel
to return to the tank continuously.
The fuel injection pump has the following
operation:
• Generation of high-pressure fuel
The fuel output of the fuel injection pump is controlled
by the ECM in response to changes in the demand of
fuel pressure.

Shutoff
The engine shuts off by preventing the electronic unit
injectors from injecting. The ECM then closes the
suction control valve to prevent the pressure in the
fuel manifold (rail) from increasing.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 29
Engine Operation

Control

Illustration 23 g02511078
Typical example of the electrical control system for the fuel system
(1) Electronic Control Module (ECM) (7) Coolant temperature sensor (12) Pressure sensor for the NOx Reduction
(2) Electronic unit injectors (8) Fuel temperature sensor System (NRS)
(3) Suction control valve (9) Inlet manifold air temperature and (13) Wastegate regulator
(4) Fuel injection pump pressure sensor (14) Water in fuel sensor
(5) Crankshaft position sensor (10) Oil pressure switch (15) Throttle position sensor
(6) Camshaft position sensor (11) Fuel pressure sensor

This document has been printed from SPI2. NOT FOR RESALE
 30 UENR0623-02
Engine Operation

The ECM determines the quantity, timing, and The injector nozzle and control piston volume are
pressure of the fuel in order to be injected into the continuously connected to the fuel manifold (rail)
fuel injector. through the high-pressure fuel line. The nozzle
needle is controlled by the control piston, which in
The ECM uses input from the sensors on the engine. turn is controlled by the pressure in the control piston
These sensors include the speed/timing sensors and volume. The injector contains a solenoid valve that
the pressure sensors. controls the spill flow from the control piston volume.
The control piston volume has an inlet throttle and an
The ECM controls the timing and the flow of fuel by outlet throttle. The sizing of the throttles determines
actuating the injector solenoid. the rate of pressure decay in the control volume and
hence the rate of nozzle opening. By opening the
The amount of fuel is injected is a function of fuel solenoid valve, fuel flows out of the control volume
pressure in the fuel manifold and the duration of the lowering its internal pressure which allows nozzle
signal to the injector solenoid. pressure to lift the needle and control piston, this
enables injection to occur.
The ECM controls the fuel pressure by increasing or
decreasing the flow of fuel from the fuel injection To end injection, the solenoid valve is closed. Closing
pump. the solenoid valve blocks off the control volume outlet
orifice which causes the control volume pressure to
Fuel Injectors increase. By increasing control volume pressure, this
forces the control piston, and needle, back down until
the needle reseats in the nozzle. The injection
process ends.
The needle valve has a close fit with the inside of the
nozzle. This makes a positive seal for the valve.
The electronic unit injectors can be instructed to
inject fuel multiple times during the combustion
process. A close pilot injection occurs before the
main injection. The close pilot injection helps to
reduce NOx and noise. The main injection period
helps to increase the torque of the engine. The after
injection period helps to reduce the amount of smoke
that is produced.

Fuel Manifold

Illustration 24 g02493878
Typical example
(1) Electrical connections
(2) Bolt
(3) Clamp
(4) Combustion washer
(5) O-ring
(6) Fuel inlet

The fuel injectors contain no serviceable parts apart

from the O-ring seal and the combustion washer. The
clamp and setscrew are serviced separately.

Illustration 25 g02493879
Typical example

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 31
Engine Operation

The fuel manifold (2) stores high-pressure fuel from

the fuel injection pump. The high-pressure fuel will
flow to the injectors.
The fuel pressure sensor (3) measures the fuel
pressure in the fuel manifold (2).
The pressure relief valve (1) will prevent the fuel
pressure from getting too high.

i06718976

Electronic Control System

Introduction
The engine is designed for electronic control. The
engine has an Electronic Control Module (ECM), a
fuel injection pump, and electronic unit injectors. All
these items are electronically controlled. There are
also various engine sensors. The engine is equipped
with an electronically controlled wastegate for the
turbocharger. The ECM controls the engine operating
parameters through the software within the ECM and
the inputs from the various sensors. The software
contains parameters that control the engine
operation. The parameters include all the operating
maps and customer-selected parameters.

Illustration 26 g02889596
Typical example
(1) Valve for the NOx Reduction System (8) Diesel Particulate Filter (DPF)
(NRS) (9) Exhaust Cooler for the NOx Reduction
(2) Air cleaner System (NRS)
(3) Air inlet temperature sensor (10) Turbocharger
(4) Oxygen sensor (11) DPF differential pressure sensor (wall
(5) Diesel Oxidation Catalyst (DOC) inlet flow DPF only)
temperature sensor (12) Engine intake throttle valve
(6) Diesel Particulate Filter (DPF) inlet (13) Air-to-air aftercooler
temperature sensor (14) Wastegate regulator
(7) Diesel Oxidation Catalyst (DOC) (15) Engine exhaust gas pressure sensor

This document has been printed from SPI2. NOT FOR RESALE
 32 UENR0623-02
Engine Operation

(16) Engine exhaust gas temperature (22) Oil pressure switch (28) Primary fuel filter with water-in-fuel
sensor (23) Coolant temperature sensor sensor
(17) Crankshaft speed/timing sensor (24) ECM (29) Inlet manifold air temperature/pressure
(18) Camshaft speed/timing sensor (25) Engine sensor
(19) Electronic unit injectors (26) Glow plugs (30) Secondary fuel filter with fuel
(20) Fuel injection pump (27) Glow plug Control Unit (GCU) temperature sensor
(21) Fuel pressure sensor (31) Fuel tank

Note: A separate intake manifold air pressure sensor

and intake manifold temperature sensor are installed
on the 55 kW (74 hp) engine.

Note: The ECM is not mounted on the engine.

The electronic control system has the following
components:
• ECM

• Pressure sensor
• Temperature sensors

• Crankshaft speed/timing sensor

• Camshaft speed/timing sensor
• The suction control valve for the fuel injection
pump
• Wastegate solenoid

• Electronic unit injectors

Sensor Locations for the Engine

The illustrations in this section show the typical
locations of the sensors for the industrial engine.
Specific engines may appear different from the
illustration due to differences in applications.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 33
Engine Operation

Illustration 27 g03343020
Sensors and electrical connector locations on the left side of the engine
(1) 10-pin engine interface connector (4) Fuel temperature sensor (6) Oil pressure switch
(2) 62-pin engine interface connector (5) Inlet metering valve for the fuel injection (7) Crankshaft speed/timing sensor
(3) Fuel pressure sensor pump (8) Water In Fuel (WIF) sensor

This document has been printed from SPI2. NOT FOR RESALE
 34 UENR0623-02
Engine Operation

Illustration 28 g03343021
Close up views of the sensor locations on the left side of the engine
(1) 10-pin engine interface connector (4) Fuel temperature sensor (6) Oil pressure switch
(2) 62-pin engine interface connector (5) Inlet metering valve for the fuel injection (7) Crankshaft speed/timing sensor
(3) Fuel pressure sensor pump (8) Water In Fuel (WIF) sensor

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 35
Engine Operation

Illustration 29 g02737956
A typical example of sensors and electrical connector locations on the right side of the 854E-E34TA (model JR) and
854F-E34TA (model JV) engines
(9) Inlet manifold air pressure and (11) Pressure sensor (NOx Reduction (13) Wastegate regulator
temperature sensor System) (14) Oxygen sensor
(10) Connector for the temperature sensor (12) Exhaust gas valve for the NOx
(NOx Reduction System) Reduction System (NRS)

This document has been printed from SPI2. NOT FOR RESALE
 36 UENR0623-02
Engine Operation

Illustration 30 g03356014
A typical example of sensors and electrical connector locations on the right side of the 854F-E34T (model JS) and
854F-E34T (model JT) engines
(15) Inlet manifold temperature sensor (18) Exhaust gas valve for the NOx
(16) Inlet manifold air pressure sensor Reduction System (NRS)
(17) Pressure sensor (NOx Reduction (19) Wastegate regulator
System) (20) Oxygen sensor

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 37
Engine Operation

Illustration 31 g03356021
Sensors and electrical connection locations on the front of the engine.
(21) Intake throttle valve for the NOx (22) Coolant temperature sensor
Reduction System (NRS) (23) Camshaft position sensor

This document has been printed from SPI2. NOT FOR RESALE
 38 UENR0623-02
Engine Operation

Sensor Locations for the Clean

Emissions Module

Illustration 32 g02738216
Typical view of the sensor locations
(18) Diesel Oxidation Catalyst (DOC) inlet (20) Inlet connection for the DPF differential
temperature sensor pressure sensor
(19) Diesel Particulate Filter (DPF) inlet (21) Outlet connection for the DPF
temperature sensor differential pressure sensor

ECM The Electronic Control Module (ECM) (1) functions

as a governor and a computer for the fuel system.
The ECM receives signals from the sensors to
control the timing and the engine speed.
The electronic system consists of the ECM, the
engine sensors, and inputs from the parent machine.
The ECM is the computer. The personality module is
the software for the computer. The personality
module contains the operating maps. The operating
maps define the following characteristics of the
engine:
• Engine rating

• Torque curves
• High and low idle speed (rpm)
• Emissions

• Injection timing
Passwords restrict changes to authorized personnel.
Refer to Troubleshooting for more information on the
Illustration 33 g02722357 passwords.
Typical example The ECM has an excellent record of reliability. Any
problems in the system are most likely to be the
connectors and the wiring harness. The ECM should
be the last item in troubleshooting the engine.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 39
Engine Operation

The programmable software contains all the fuel The ECM adjusts injection timing and fuel pressure
setting information. The information determines the for the best engine performance, the best fuel
engine performance. economy, and the best control of exhaust emissions.
The actual timing can be viewed with an electronic
Flash programming is the method of programming or service tool. Also, the desired timing can be viewed
updating the programmable software. Refer to with an electronic service tool.
Troubleshooting, “Flash Programming” for the
instructions on the flash programming of the
programmable software.
Fuel Injection

The ECM is sealed and the ECM needs no routine The programmable software inside the ECM sets
adjustment or maintenance. certain limits on the amount of fuel that can be
injected.
Engine Speed The FRC Limit is a limit that is based on intake
manifold air pressure and engine rpm. The FRC Limit
The electronic controls determine the injection timing, is used to control the air/fuel ratio to control the
the amount of fuel that is delivered to the cylinders engines exhaust emissions. When the ECM senses a
and the intake manifold pressure if an electronically higher intake manifold air pressure, the ECM
controlled wastegate is installed. These decisions are increases the FRC Limit. A higher intake manifold air
based on the actual conditions and the desired pressure indicates that there is more air in the
conditions at any given time. cylinder. When the ECM increases the FRC Limit, the
ECM allows more fuel into the cylinder.
The ECM has software that compares the desired
engine speed to the actual engine speed. The actual The Rated Fuel Limit is a limit that is based on the
engine speed is determined through the crankshaft power rating of the engine and on the engine rpm.
speed/timing sensor and the camshaft speed/timing The Rated Fuel Limit enables the engine power and
sensor. If the desired engine speed is greater than torque outputs to conform to the power and torque
the actual engine speed, the ECM will instruct the curves of a specific engine model.
electronic unit injector to inject more fuel to increase
engine speed. These limits are in the programmable software and
these limits cannot be changed.
Timing Considerations The ECM controls the following characteristics:

Once the ECM has determined the amount of fuel • Boost pressure
that is required, the software must determine the
timing of the fuel injection. Fuel injection timing is • Operation of the NOx reduction system
determined by the ECM after considering input from
the following components: Diagnostic Codes
• Engine coolant temperature sensor When the ECM detects an electronic system
problem, the ECM generates a diagnostic code. Also,
• The sensor for the intake manifold air temperature the ECM logs the diagnostic code to indicate the time
of the problems occurrence. The ECM also logs the
• The sensor for the intake manifold pressure number of occurrences of the problem. Diagnostic
codes are provided to indicate that the ECM has
• Oxygen sensor detected an electrical problem or an electronic
problem with the engine control system. Sometimes,
At start-up, the ECM determines the TOP CENTER
position of the number 1 cylinder from the secondary the engine performance can be affected when the
condition that is causing the code exists.
speed/timing sensor on the camshaft. The ECM
decides when fuel injection should occur relative to If the operator indicates that a performance problem
the TOP CENTER position. The ECM optimizes occurs, the diagnostic code may indicate the cause
engine performance by control of each of the of the problem. Use a laptop computer to access the
electronic unit injectors so that the required amount diagnostic codes. The problem should then be
of fuel is injected at the precise point of the engine's corrected.
cycle. The electronic unit injectors are supplied high-
pressure fuel from the fuel manifold. The ECM also
provides the signal to the solenoid in the fuel injection
pump. The solenoid in the fuel injection pump
controls a valve in the fuel injection pump. This valve
controls the volume of fuel that enters the plungers.
By controlling the volume of fuel that enters the
plungers, this controls the pressure in the fuel
manifold. Fuel that is not required for the engine is
diverted away from the fuel injection pump back to
the fuel tank.

This document has been printed from SPI2. NOT FOR RESALE
 40 UENR0623-02
Engine Operation

Event Codes
Event Codes are used to indicate that the ECM has
detected an abnormal engine operating condition.
The ECM will log the occurrence of the event code.
This does not indicate an electrical malfunction or an
electronic malfunction. If the temperature of the
coolant in the engine is higher than the permitted
limit, then the ECM will detect the condition. The
ECM will then log an event code for the condition.

Speed/Timing Sensors

Illustration 35 g02722355
Typical example

The camshaft speed/timing sensor generates a

signal that is related to the camshaft position. The
camshaft speed/timing sensor detects the movement
of the position wheel on the front of the camshaft (2).
The signal that is generated by the speed/timing
sensor is transmitted to the ECM. The ECM
calculates the speed and the rotational position of the
engine by using the signal.

Illustration 34 g02722354
Typical example

The crankshaft speed/timing sensor generates a

signal by detecting the movement of the teeth that
are on the crankshaft timing ring (1). The signal that
is generated by the speed/timing sensor is
transmitted to the ECM. The ECM uses the signal
from the speed/timing sensor to calculate the position
of the crankshaft. The signal is also used to
determine the engine speed.

Illustration 36 g02259713
Schematic for speed/timing sensor

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 41
Engine Operation

When the engine is cranking, the ECM uses the

signal from the speed/timing sensor on the camshaft.
When the engine is running the ECM uses the signal
from the speed/timing sensor on the crankshaft. This
speed/timing sensor is the primary source of the
engine position.

This document has been printed from SPI2. NOT FOR RESALE
 42 UENR0623-02
Engine Operation

Pressure Sensors

Illustration 37 g03360401
Schematic for the pressure sensors for the 854E-E34TA (model JR) engine

Illustration 38 g03360409
Schematic for the pressure sensors for the 854F-E34T (model JS) engine and 854F-E34T (model JT) engine

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 43
Engine Operation

Illustration 39 g03360405
Schematic for the DPF differential pressure sensor for the 854E-E34TA (model JR) engine and 854F-E34T (model
JS) engine

The boost pressure sensor is an active sensor.

The boost pressure sensor provides the ECM with a
measurement of inlet manifold pressure to control the
air/fuel ratio. This will reduce the engine smoke
during transient conditions.
An engine oil pressure switch is installed to the
engine. While the engine is running and oil pressure
is detected, the switch will be open. When no oil
pressure is detected, the switch will be closed.
The ECM can warn the operator of possible
conditions that can damage the engine. This includes
the detection of an oil filter that is blocked.

The operating range for the engine oil pressure

switch . . . . . . . . . . 30 kPa to 90 kPa ((4 psi to 13 psi))

This document has been printed from SPI2. NOT FOR RESALE
 44 UENR0623-02
Engine Operation

Temperature Sensors

Illustration 40 g03360451
Schematic for the temperature sensors for the 854E-E34TA (model JR) engine

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 45
Engine Operation

Illustration 41 g03360457
Schematic for the temperature sensors for the 854F-E34T (model JS) engine and 854F-E34T (model JT) engine

The air inlet temperature sensor and the coolant • The solenoid for the wastegate
temperature sensor are passive sensors. Each
sensor provides a temperature input to the ECM. The • Diagnostic connector
ECM controls following operations:
• Electronic unit injectors
• Fuel delivery
The glow plugs are powered directly from the battery.
• Injection timing
The sensors are also used for engine monitoring.

i05292810

Power Sources

Introduction
The engine supplies power to the ECM. The ECM
powers the following components:

• All sensors
• The control valve for the fuel injection pump

This document has been printed from SPI2. NOT FOR RESALE
 46 UENR0623-02
Engine Operation

ECM Power Supply

Illustration 42 g02720990
Typical example

The power supply to the ECM and the system is

drawn from the 24 V or the 12 V battery. The power
supply for the ECM has the following components:

• Battery
• Disconnect switch

• Ignition keyswitch
• Fuses

• Ground bolt
• ECM connector

• Machine interface connector

The schematic for the ECM shows the main
components for a typical power supply circuit. Battery
voltage is normally connected to the ECM. The input
from the ignition keyswitch turns on the ECM.
The main relay will remain energized for a time
period after the keyswitch has been turned to the
OFF position.
The wiring harness can be bypassed for
troubleshooting purposes.
The display screen on the electronic service tool can
be used in order to check the voltage supply.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 47
Engine Operation

Power Supply for the Pressure

Sensors

Illustration 43 g03360401
Schematic for the pressure sensors for the 854E-E34TA (model JR) engine

Illustration 44 g03360409
Schematic for the pressure sensors for the 854F-E34T (model JS) engine and 854F-E34T (model JT) engine

This document has been printed from SPI2. NOT FOR RESALE
 48 UENR0623-02
Engine Operation

Illustration 45 g03360405
Schematic for the DPF differential pressure sensor for the 854E-E34TA (model JR) engine and 854F-E34T (model
JS) engine

The ECM supplies 5 DC volts through the ECM

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

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 49
Engine Operation

Power supply for the Glow plugs

Illustration 46 g02381262
Typical example

The ECM supplies 5 DC volts through the ECM top center position in the normal direction of rotation.
connector to the glow plug control unit. The glow plug
control unit controls the glow plugs. Boost Pressure – The difference between the
turbocharger outlet pressure and atmospheric
pressure is commonly referred to as boost pressure.
i04802048 The sensor for the intake manifold air pressure
measures the amount of boost.
Glossary of Electronic Control
Breakout Harness – The breakout harness is a test
Terms harness that is designed to connect into the engine
harness. This connection allows a normal circuit
operation and the connection simultaneously
provides a Breakout T in order to measure the
Active Diagnostic Code – An active diagnostic code signals.
alerts the operator or the service technician that an
electronic system malfunction is currently present. Bypass Circuit – A bypass circuit is a circuit that is
Refer to the term “Diagnostic Trouble Code” in this used as a substitute circuit for an existing circuit. A
glossary. bypass circuit is typically used as a test circuit.

Aftertreatment – Aftertreatment is a system that is CAN Data Link (see also J1939 CAN Data Link) –
used to remove pollutants from exhaust gases. The The CAN Data Link is a serial communications port
system consists of a Diesel Oxidation Catalyst (DOC) that is used for communication with other
and a Diesel Particulate Filter (DPF). microprocessor-based devices.

Air-To-Air Aftercooler – An air-to-air aftercooler is a Clean Emissions Module – The Clean Emissions
device that is used on turbocharged engines in order Module (CEM) includes all the components of the
to cool inlet air that has undergone compression. The engine aftertreatment system.
inlet air is cooled after the inlet air passes through the Code – Refer to “Diagnostic Trouble Code” .
turbocharger. The inlet air is passed through an
aftercooler (heat exchanger) that uses ambient air for Cold Mode – Cold mode is a mode for cold starting
cooling. The inlet air that has been cooled advances and for cold engine operation. This mode is used for
to the inlet manifold. engine protection, reduced smoke emissions, and
faster warm-up time.
Alternating Current (AC) – Alternating current is an
electric current that reverses direction at a regular Communication Adapter Tool – The
interval that is reoccurring. communication adapter provides a communication
link between the ECM and the Electronic Service
Before Top Center (BTC) – BTC is the 180 degrees Tool.
of crankshaft rotation before the piston reaches the

This document has been printed from SPI2. NOT FOR RESALE
 50 UENR0623-02
Engine Operation

Component Identifier (CID) – The CID is a number operate efficiently. A through-flow DPF does not
that identifies the specific component of the require an active regeneration.
electronic control system that has experienced a
diagnostic code.
Digital Sensor Return – The common line (ground)
Coolant Temperature Sensor – The coolant from the ECM is used as ground for the digital
temperature sensor detects the engine coolant sensors.
temperature for all normal operating conditions and
for engine monitoring. Digital Sensors – Digital sensors produce a pulse
width modulated signal. Digital sensors are supplied
Customer Specified Parameters – A customer with power from the ECM.
specified parameter is a parameter that can be
changed in the ECM with the Electronic Service Tool. Digital Sensor Supply – The power supply for the
A customer specified parameter's value is set by the digital sensors is provided by the ECM.
customer. These parameters are protected by
customer passwords.
Direct Current (DC) – Direct current is the type of
current that flows consistently in only one direction.
Data Link – The Data Link is a serial communication
port that is used for communication with other
microprocessor-based devices. Duty Cycle – See “Pulse Width Modulation” .

Derate – Certain engine conditions will generate Electronic Engine Control – The electronic engine
event codes. Also, engine derates may be applied. control is a complete electronic system. The
The map for the engine derate is programmed into electronic engine control monitors the engine
the ECM software. The derate can be one or more of operation under all conditions. The electronic engine
three types: reduction of rated power, reduction of control also controls the engine operation under all
rated engine speed and reduction of rated machine conditions.
speed for OEM products.
Electronic Control Module (ECM) – The ECM is the
control computer of the engine. The ECM provides
Desired Engine Speed – The desired engine speed power to the electronics. The ECM monitors data that
is input to the electronic governor within the ECM. is input from the sensors of the engine. The ECM
The electronic governor uses the signal from the acts as a governor in order to control the speed and
throttle position sensor, the engine speed/timing the power of the engine.
sensor, and other sensors in order to determine the
desired engine speed. Electronic Service Tool – The electronic service
tool is used for diagnosing various electronic controls
and the electronic service tool is also used for
Diagnostic Trouble Code – A diagnostic trouble programming various electronic controls.
code is sometimes referred to as a fault code. These
codes indicate an electronic system malfunction.
Engine Monitoring – Engine Monitoring is the part
of the electronic engine control that monitors the
Diagnostic Lamp – A diagnostic lamp is sometimes
sensors. This also warns the operator of detected
called the check engine light. The diagnostic lamp is
problems.
used to warn the operator of the presence of an
active diagnostic code. The diagnostic lamps are red
and orange. The lamp may not be included in all Engine Oil Pressure Switch – The engine oil
applications. pressure switch measures engine oil pressure. The
switch sends an electronic signal to the ECM that is
Diesel Oxidation Catalyst – The Diesel Oxidation dependent on the engine oil pressure.
Catalyst is also known as the (DOC). The DOC is a
device in the exhaust system that oxidizes certain
elements in the exhaust gases. These elements can Engine Speed/Timing Sensor – An engine speed/
include carbon monoxide (CO), hydrocarbons and timing sensor is a hall effect switch that provides a
the soluble organic fraction (SOF) of particulate digital signal to the ECM. The ECM interprets this
matter. signal as the crankshaft position and the engine
speed. Two sensors are used to provide the speed
Diesel Particulate Filter – The Diesel Particulate and timing signals to the ECM. The primary sensor is
Filter (DPF) filters particulates from the exhaust associated with the crankshaft and the secondary
gases. When the particulates have built up on the sensor is associated with the camshaft.
internal surfaces of a wall flow DPF, the temperature
of the exhaust gas is raised in order to burn off the
particulates. This regeneration process prevents the Estimated Dynamic Timing – Estimated dynamic
DPF from becoming blocked. The regeneration timing is the estimate of the actual injection timing
process therefore allows the DPF to continue to that is calculated by the ECM.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 51
Engine Operation

Flash File – This file is software that is inside the

Event Code – An event code may be activated in ECM. The file contains all the instructions (software)
order to indicate an abnormal engine operating for the ECM and the file contains the performance
condition. These codes usually indicate a mechanical maps for a specific engine. The file may be
problem instead of an electrical system problem. reprogrammed through flash programming.
Flash Programming – Flash programming is the
Failure Mode Identifier (FMI) – This identifier method of programming or updating an ECM with an
indicates the type of failure that is associated with the electronic service tool over the data link instead of
component. The FMI has been adopted from the replacing components.
SAE practice of J1587 diagnostics. The FMI follows
the parameter identifier (PID) in the descriptions of FRC – See “Fuel Ratio Control” .
the fault code. The descriptions of the FMIs are in the
following list. Fuel Injection Pump – This item is sometimes
0 – The data is valid but the data is above the normal referred to as the High Pressure Fuel Rail Pump.
operational range. This is a device that supplies fuel under pressure to
the fuel rail (high-pressure fuel rail).
1 – The data is valid but the data is below the normal
operational range.
Fuel Manifold (Rail) – This item is sometimes
2 – The data is erratic, intermittent, or incorrect. referred to as the High Pressure Fuel Rail. The fuel
rail supplies fuel to the electronic unit injectors. The
3 – The voltage is above normal or the voltage is fuel injection pump and the fuel pressure sensor work
shorted high. with the ECM in order to maintain the desired fuel
pressure in the fuel rail. This pressure is determined
4 – The voltage is below normal or the voltage is by calibration of the engine in order to enable the
shorted low. engine to meet emissions and performance
5 – The current is below normal or the circuit is open. requirements.

6 – The current is above normal or the circuit is

grounded. Fuel Manifold (Rail) Pressure Sensor – The fuel
rail pressure sensor sends a signal to the ECM that is
7 – The mechanical system is not responding dependent on the pressure of the fuel in the fuel rail.
properly.
8 – There is an abnormal frequency, an abnormal Fuel Ratio Control (FRC) – The FRC is a limit that is
pulse width, or an abnormal time period. based on the control of the ratio of the fuel to air. The
FRC is used for purposes of emission control. When
9 – There has been an abnormal update. the ECM senses a higher intake manifold air
pressure (more air into the cylinder), the FRC
10 – There is an abnormal rate of change. increases the FRC Limit (more fuel into the cylinder).
11 – The failure mode is not identifiable.
The Solenoid Valve for the Fuel Injection Pump –
12 – The device or the component is damaged. This is sometimes referred to as the High Pressure
13 – The device requires calibration. Fuel Rail Pump Solenoid Valve or the Suction Control
Valve. This is a control device in the fuel injection
14 – There is a special instruction for the device. pump. The ECM controls the pressure in the fuel rail
by using this valve to divert excess fuel from the
15 – The signal from the device is high (least severe). pump to the fuel tank.
16 – The signal from the device is high (moderate
severity). Glow Plug – The glow plug is an optional starting aid
for cold conditions. One glow plug is installed in each
17 – The signal from the device is low (least severe). combustion chamber in order to improve the ability of
18 – The signal from the device is low (moderate the engine to start. The ECM uses information from
severity). the engine sensors such as the engine temperature
to determine when the glow plug relay must provide
19 – There is an error in the data from the device. power to each glow plug. Each of the glow plugs then
provides a very hot surface in the combustion
20 – There is an error in the data from the device chamber in order to vaporize the mixture of air and
(high). fuel. This improves ignition during the compression
stroke of the cylinder.
21 – There is an error in the data from the device
(low).
Glow Plug Control Unit – The glow plug control unit
31 – The device has failed and the engine has shut is controlled by the ECM in order to provide high
down. current to the glow plugs.

This document has been printed from SPI2. NOT FOR RESALE
 52 UENR0623-02
Engine Operation

Open Circuit – An open circuit is a condition that is

caused by an open switch, or by an electrical wire or
Harness – The harness is the bundle of wiring (loom) a connection that is broken. When this condition
that connects all components of the electronic exists, the signal or the supply voltage can no longer
system. reach the intended destination.
Oxygen Sensor – The oxygen sensor detects the
Hertz (Hz) – Hertz is the measure of frequency in level of oxygen. The level of oxygen is inputted to the
cycles per second. combustion control.

High Pressure Fuel Rail Pump – See “Fuel Parameter – A parameter is a value or a limit that is
Injection Pump” . programmable. This helps determine specific
High Pressure Fuel Rail – See “Fuel Manifold characteristics or behaviors of the engine.
(Rail)” .
Password – A password is a group of numeric
Injector Trim Codes – Injector trim codes are characters or a group of alphanumeric characters
supplied with new injectors. The code is input that is designed to restrict access to parameters.
through the electronic service tool into the ECM. The
injector trim codes compensate for variances in Power Cycling – Power cycling refers to the action
manufacturing of the electronic unit injector and for of cycling the keyswitch from any position to the OFF
the life of the electronic unit injector. position, and to the START/RUN position.
Pressure Limiting Valve (PLV) – The PLV is a valve
Inlet Manifold Air Temperature/Boost Pressure in the fuel rail that prevents excessive pressure. The
Sensor – The inlet manifold air temperature/pressure PLV will reduce the pressure to a safe level that will
sensor detects the air temperature and pressure in limit engine operation but the reduced pressure will
the inlet manifold. The ECM monitors the air not stop the engine.
temperature and other data in the inlet manifold in
order to adjust injection timing and other performance Programmable Software – The software is
functions. The pressure in the inlet manifold may be programmed into the ECM. The software contains all
different to the pressure outside the engine the instructions (software) for the ECM and the
(atmospheric pressure). The difference in pressure software contains the performance maps for a
may be caused by an increase in air pressure by a specific engine. The software may be reprogrammed
turbocharger. through flash programming.

Integrated Electronic Controls – The engine is Primary Speed/Timing Sensor – This sensor
designed with the electronic controls as a necessary determines the position of the crankshaft during
part of the system. The engine will not operate engine operation. If the primary speed/timing sensor
without the electronic controls. fails during engine operation, the secondary speed/
timing sensor is used to provide the signal.
J1939 CAN Data Link – This data link is a SAE
standard diagnostic communications data link that is Pulse Width Modulation (PWM) – The PWM is a
used to communicate between the ECM and other signal that consists of pulses that are of variable
electronic devices.
width. These pulses occur at fixed intervals. The ratio
Logged Diagnostic Codes – Logged diagnostic of “TIME ON” versus total “TIME OFF” can be varied.
codes are codes which are stored in the memory. This ratio is also referred to as a duty cycle.
These codes are an indicator of possible causes for
intermittent problems. Refer to the term “Diagnostic
Trouble Codes” for more information.
NOx Reduction System – The NOx Reduction
System recycles a portion of the exhaust gases back
into the inlet air in order to reduce the amount of
nitrous oxide (NOx) in the exhaust gases. The
recycled exhaust gas passes through a cooler before
being introduced into the inlet air.

OEM – OEM is an abbreviation for the Original

Equipment Manufacturer. This is the manufacturer of
the machine or the vehicle that uses the engine.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 53
Engine Operation

controls the pressure in the fuel rail by using this

valve to control the amount of fuel that enters the
chambers in the pump.

Supply Voltage – The supply voltage is a continuous

voltage that is supplied to a component in order to
provide the electrical power that is required for the
component to operate. The power may be generated
by the ECM or the power may be battery voltage that
is supplied by the engine wiring.

System Configuration Parameters – System

configuration parameters are parameters that affect
emissions and/or operating characteristics of the
engine.
Illustration 47 g00284479

Rated Fuel Limit – This is a limit that is based on the “ T”” Harness – This harness is a test harness that is
power rating of the engine and on the engine rpm. designed to permit normal circuit operation and the
The Rated Fuel Limit enables the engine power and measurement of the voltage simultaneously.
torque outputs to conform to the power and torque Typically, the harness is inserted between the two
curves of a specific engine model. These limits are in ends of a connector.
the flash file and these limits cannot be changed.
Throttle Position – The throttle position is the
Reference Voltage – Reference voltage is a interpretation by the ECM of the signal from the
regulated voltage and a steady voltage that is throttle position sensor or the throttle switch.
supplied by the ECM to a sensor. The reference
voltage is used by the sensor to generate a signal
voltage. Throttle Position Sensor – The throttle position
sensor is an electronic sensor that is usually
connected to an accelerator pedal or a hand lever.
Relay – A relay is an electromechanical switch. A This sensor sends a signal to the ECM that is used to
flow of electricity in one circuit is used to control the calculate desired engine speed.
flow of electricity in another circuit. A small current or
voltage is applied to a relay in order to switch a much
larger current or voltage. Throttle Switch – The throttle switch sends a signal
to the ECM that is used to calculate desired engine
Secondary Speed/Timing Sensor – This sensor speed.
determines the position of the camshaft during
engine operation. If the primary speed/timing sensor Top Center Position – The top center position refers
fails during engine operation, the secondary speed/ to the crankshaft position when the engine piston
timing sensor is used to provide the signal. position is at the highest point of travel. The engine
must be turned in the normal direction of rotation in
Sensor – A sensor is used to detect a change in the order to reach this point.
pressure, in the temperature, or in mechanical
movement. When any of these changes are Wait To Start Lamp – This is a lamp that is included
detected, a sensor converts the change into an in the cold starting aid circuit in order to indicate
electrical signal. when the wait to start period has expired. The glow
plugs have not deactivated at this point in time.
Short Circuit – A short circuit is a condition that has Warning Lamp – The warning lamp is used to warn
an electrical circuit that is inadvertently connected to
the operator of the presence of an active diagnostic
an undesirable point. An example of a short circuit is
code.
a wire which rubs against a vehicle frame and this
rubbing eventually wears off the wire insulation.
Electrical contact with the frame is made and a short Wastegate – This is a device in a turbocharged
circuit results. engine that controls the maximum boost pressure
that is provided to the inlet manifold.
Signal – The signal is a voltage or a waveform that is
used in order to transmit information typically from a Wastegate Regulator – The wastegate regulator
sensor to the ECM. controls the pressure in the inlet manifold to a value
that is determined by the ECM. The wastegate
Suction Control Valve (SCV) – The SCV is a control regulator provides the interface between the ECM
device in the high-pressure fuel pump. The ECM and the mechanical system that regulates inlet

This document has been printed from SPI2. NOT FOR RESALE
 54 UENR0623-02
Engine Operation

manifold pressure to the desired value that is

determined by the software.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 55
Fuel System

Testing And Adjusting 5. Cut the old filter open with a suitable filter cutter.
Inspect the filter for excess contamination.
Section Determine the source of the contamination. Make
the necessary repairs.

Fuel System i04802007

Air in Fuel - Test

i04338391 Table 1

Fuel System - Inspect Required Tools

Tool Part Number Part Description Qty

A - Sight gauge 1

NOTICE
Ensure that all adjustments and repairs that are
carried out to the fuel system are performed by NOTICE
authorized personnel that have the correct Ensure that all adjustments and repairs that are
training. carried out to the fuel system are performed by
authorized personnel that have the correct
Before beginning ANY work on the fuel system, training.
refer to Operation and Maintenance Manual,
“General Hazard Information and High Pressure Before beginning ANY work on the fuel system,
Fuel Lines” for safety information. refer to Operation and Maintenance Manual,
“General Hazard Information and High Pressure
Refer to Systems Operation, Testing and Adjust- Fuel Lines” for safety information.
ing, “Cleanliness of Fuel System Components”
for detailed information on the standards of Refer to Systems Operation, Testing and Adjust-
cleanliness that must be observed during ALL ing, “Cleanliness of Fuel System Components”
work on the fuel system. for detailed information on the standards of
cleanliness that must be observed during ALL
A problem with the components that transport fuel to work on the fuel system.
the engine can cause low fuel pressure. This can
decrease engine performance.
Note: Ensure that the tools are stored with the caps
1. Check the fuel level in the fuel tank. Ensure that in place. Store the tools in a clean plastic bag.
the vent in the fuel cap is not filled with dirt.
1. Ensure that the fuel level in the fuel tank is above
2. Check that the valve in the fuel return line is open the level of the suction pipe in the fuel tank.
before the engine is started.
2. Inspect the fuel system thoroughly for leaks. If
3. Check all low-pressure fuel lines for fuel leakage. necessary, repair the fuel system.
The fuel lines must be free from restrictions and
faulty bends. Verify that the fuel return line is not 3. Check all low-pressure fuel lines from the fuel tank
collapsed. for restrictions. Replace any damaged
components.
4. Install new fuel filters.
4. Prime the fuel system. Refer to Operation and
Maintenance Manual, “Fuel System - Prime” for
the correct procedure.
5. Start the engine. Refer to Operation and
Maintenance Manual, “Starting the Engine” for the
correct procedure. Check if the problem has been
resolved. Run the engine at low idle speed for 5
minutes.
6. Stop the engine. Refer to Operation and
Maintenance Manual, “Stopping the Engine” for
the correct procedure.

This document has been printed from SPI2. NOT FOR RESALE
 56 UENR0623-02
Fuel System

Illustration 48 g02879436
Typical example

7. If necessary, remove the low-pressure fuel line

from the retaining clips. Remove the tube
assembly (1) from the inlet of the fuel transfer
pump.

Note: Ensure that the low-pressure fuel lines are not

deformed.

Illustration 49 g02895617
Typical example

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 57
Fuel System

8. Install Tooling (A) to the inlet of the fuel transfer 2. Use Tooling (A) in order to rotate the crankshaft in
pump and the end of tube assembly (1). Ensure the normal direction of rotation.
that Tooling (A) is secured and clear of rotating
3. Rotate the crankshaft in the normal direction of
parts.
rotation until the inlet valve of number 4 cylinder
9. Prime the fuel system. Refer to Operation and has opened and the exhaust valve of the same
Maintenance Manual, “Fuel System - Prime” for cylinder has not closed completely. The piston in
the correct procedure. the number 1 cylinder should be at the top center
position.
10. Start the engine. Refer to Operation and
Maintenance Manual, “Starting the Engine” for the
i05241794
correct procedure. Refer to steps 10.a to 10.d for
the procedure for testing the air in fuel. Fuel Injection Timing - Check
a. Run the engine a low idle speed.

b. Run the engine for 2 minutes. There should be Table 3

no air in the fuel flow through the sight tube. Required Tools
Small bubbles that are spaced more than
2.5 cm (1.0 inch) are acceptable. Do not Tool Part Number Part Description Qty
manipulate the connections during the test for 27610291 Barring Device Housing 1
the air in fuel. A(1)
27610289 Gear 1
c. The presence of large bubbles or a continuous
B T400152 Camshaft Timing Pin 1
stream of bubbles indicates a leak.
(1) This Tool is used in the aperture for the electric starting motor.
d. Investigate potential leaks and rectify any
potential leaks in the low-pressure fuel system.
Check for leaks between the fuel tank and the
inlet of the fuel injection pump. If necessary,
replace the low-pressure fuel lines.
11. Remove Tooling (A) from the engine. Reconnect
the low-pressure lines.
12. Prime the fuel system. Refer to Operation and
Maintenance Manual, “Fuel System - Prime” for
the correct procedure.

i04676448

Finding Top Center Position

for No. 1 Piston

Table 2
Required Tools

Tool Part Number Part Description Qty

27610291 Barring Device Housing 1

A(1)
27610289 Gear 1
(1) This Tool is used in the aperture for the electric starting motor.

Illustration 50 g02862116
1. Rover the valve mechanism cover. Refer to
Disassembly and Assembly, “Valve Mechanism Typical example
Cover - Remove and Install” for the correct
procedure.

This document has been printed from SPI2. NOT FOR RESALE
 58 UENR0623-02
Fuel System

1. If necessary, remove the accessory drive. Refer to 5. If necessary, remove Tooling (B). Install plug (1) to
Disassembly and Assembly, “Accessory Drive - the engine.
Remove and Install” for the correct procedure.
6. If necessary, install the accessory drive . Refer to
Remove plug (1) from the engine. Use Tooling (A)
Disassembly and Assembly, “Accessory Drive -
in order to rotate the crankshaft in the normal
Remove and Install” for the correct procedure.
direction of rotation.
2. Install Tooling (B) into Hole (X) in the engine. Use i04338389
Tooling (B) in order to locate the camshaft in the
correct position. Fuel Quality - Test
Note: Do not use excessive force to install Tooling
(B). Do not use Tooling (B) to hold the camshaft
during repairs. Note: Refer to Systems Operation, Testing and
Adjusting, “Cleanliness of Fuel System
3. If the shaft for the fuel injection pump is not in the Components” for detailed information on the
position shown in illustration 51 , the timing of the standards of cleanliness that must be observed
fuel injection pump may be incorrect. If necessary, during ALL work on the fuel system.
remove the fuel injection pump. Refer to
Ensure that all adjustments and repairs are
Disassembly and Assembly for the correct performed by authorized personnel that have had the
procedure. 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.
Drain the water separator, if necessary. 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 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 like sludge can be
an indication of the growth of bacteria or oil
contamination. In cold temperatures, cloudy fuel
indicates that the fuel may not be suitable for
operating conditions.
Refer to Operation and Maintenance Manual,
“Fuel Recommendations” for more information.
3. If fuel quality is still suspected as a possible cause
to problems regarding engine performance,
Illustration 51 g02906337 disconnect the fuel inlet line. Temporarily operate
Typical example the engine from a separate source of fuel that is
known to be good. This will determine if the
4. Ensure that the camshaft is in correct position. If problem is caused by fuel quality. If fuel quality is
necessary, install the fuel injection pump. Refer to determined to be the problem, drain the fuel
Disassembly and Assembly for the correct system and replace the fuel filters. Engine
procedure. Ensure that the fuel injection pump performance can be affected by the following
shaft is in the correct position as shown in characteristics:
illustration 51 . The Angle (Y) should be 45
degrees. • Cetane number of the fuel

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 59
Fuel System

• Viscosity of the fuel

• Lubricity of the fuel

• Air in the fuel

• Other fuel characteristics

Refer to Operation and Maintenance Manual,
“Fuel Recommendations” for more information on
the cetane number of the fuel.

i04371154

Fuel System - Prime

Contact with high pressure fuel may cause fluid

penetration and burn hazards. High pressure fuel
spray may cause a fire hazard. Failure to follow Illustration 52 g02882651
these inspection, maintenance and service in-
structions may cause personal injury or death. Typical example

2. Open the screw (1) on the secondary fuel filter

Note: Refer to Systems Operation, “Cleanliness base.
of Fuel System Components” for detailed
information on the standards of cleanliness that 3. Operate the hand priming pump. Count the
must be observed during ALL work on the fuel number of operations of the pump. After
system. approximately 80 depression of the pump stop.

Ensure that all adjustments and repairs are Note: As the fuel system is primed, the pressure will
performed by authorized personnel that have had the increase within the fuel system and this increase in
correct training. pressure can be felt during priming.

NOTICE 4. Tighten the screw (1) to a torque of 2.5 N·m

Do not crank the engine continuously for more than (22 lb in).
30 seconds. Allow the starting motor to cool for two
minutes before cranking the engine again. 5. The fuel system should now be primed and the
engine should be able to start.
If air enters the fuel system, the air must be purged 6. Operate the engine starter and crank the engine.
from the fuel system before the engine can be After the engine has started, operate the engine at
started. Air can enter the fuel system when the low idle for a minimum of 5 minutes. Ensure that
following events occur: the fuel system is free from leaks.
• The fuel tank is empty or the fuel tank has been Note: Operating the engine for this period will help
partially drained. ensure that the fuel system is free of air. DO NOT
• The low-pressure fuel lines are disconnected. loosen the high-pressure fuel lines in order to
purge air from the fuel system. This procedure is
• A leak exists in the low-pressure fuel system. not required.

• The fuel filter has been replaced. After the engine has stopped, you must wait for 10
minutes in order to allow the fuel pressure to be
Use the following procedures in order to remove air purged from the high-pressure fuel lines before any
from the fuel system: service or repair is performed on the engine fuel
lines. If necessary, perform minor adjustments.
1. Ensure that the fuel system is in working order. Repair any leaks from the low-pressure fuel system
Check that the fuel supply valve (if equipped) is in and from the cooling, lubrication, or air systems.
the “ON” position. Replace any high-pressure fuel line that has leaked.
Refer to Disassembly and Assembly, “Fuel Injection
Lines - Install”.

This document has been printed from SPI2. NOT FOR RESALE
 60 UENR0623-02
Fuel System

If you inspect the engine in operation, always use the

proper inspection procedure in order to avoid a fluid
penetration hazard. Refer to Operation and
Maintenance Manual, “General hazard Information”.
If the engine will not start, refer to Troubleshooting,
“Engine Cranks but will not Start”.

i05241801

Fuel System Pressure - Test

Table 4

Required Tools

Tool Part Number Part Description Qty

A - Pressure gauge (1) 1

B T400138 Pressure test kit 1

(1) Pressure gauge needs to be able to measure pressure in a
vacuum.

NOTICE
Ensure that all adjustments and repairs that are
carried out to the fuel system are performed by
authorized personnel that have the correct
training.
Before beginning ANY work on the fuel system,
refer to Operation and Maintenance Manual,
“General Hazard Information and High Pressure
Fuel Lines” for safety information.
Refer to Systems Operation, Testing and Adjust-
ing, “Cleanliness of Fuel System Components”
for detailed information on the standards of
cleanliness that must be observed during ALL
work on the fuel system.

Note: Ensure that the engine is stopped before

installing and removing Tooling (A) and (B) or
carrying out any repair work on the fuel system.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 61
Fuel System

Illustration 53 g02871337
Typical example
(1) Primary fuel filter (4) Fuel manifold (rail) (7) Manifold connector
(2) Secondary fuel filter (5) Electronic unit injector
(3) Fuel injection pump (6) Check valve

This document has been printed from SPI2. NOT FOR RESALE
 62 UENR0623-02
Fuel System

Table 5
Position Measurement Minimum Maximum 7. Use Tooling (B) to measure the pressure value at
Pressure Pressure
position (C). If the pressure value measured is
A Inlet of fuel injec- 50 kPa - lower than the minimum permissible pressure, or if
tion pump (7.25 psi) the difference between the value and the value
B Inlet of secondary 400 kPa 650 kPa measured in step 6 is greater than 150 kPa
fuel filter (58 psi) (94 psi) (22 psi), check if the secondary fuel filter is
C Outlet of secon- 400 kPa 650 kPa
restricted. If the pressure value measured is
dary fuel filter (58 psi) (94 psi) greater than the maximum permissible pressure,
check that the tube assemblies between the
D Injector return line 30 kPa 80 kPa
secondary fuel filter and the fuel injection pump
(4.35 psi) (11.6 psi)
are not restricted. If the problem persists, check
E Return line - 20 kPa that fuel injection pump functions correctly.
(2.9 psi) Replace any damaged components.
8. Use Tooling (B) to measure the pressure value at
1. Remove all relevant tube assemblies. Refer to position (D). If the pressure value measured is
Disassembly and Assembly for the correct lower than the minimum permissible pressure,
procedures. check that there is no leakage from the injector
2. Install Tooling (A) at location (A). Refer to return line. Check that the check valve (6) that is
illustration 53 . Install Tooling (B) at locations (B), integrated in the injector return line is functioning
(C), (D), and (E). Refer to illustration 53 . correctly. If the pressure value measured is
greater than the maximum permissible pressure,
3. Start the engine. Refer to Operation and check that there are no restrictions in the lines of
Maintenance Manual for the correct procedure. the injector return line. Check that the check valve
4. Use Tooling (A) and (B) to measure the pressure (6) that is integrated in the injector return line is
values in the order indicated in table 5 at both idle functioning correctly. If the problem persists, check
speed and at maximum engine speed with zero that the electronic unit injectors are functioning
load. In both measurement conditions, the values correctly with the electronic service tool. Replace
measured must be between the minimum and any damaged components.
maximum permissible pressure values. 9. Use Tooling (B) to measure the pressure value at
5. Use Tooling (A) to measure the pressure value at position (E). If the pressure value measured is
position (A). If the pressure value measured is greater than the maximum permissible pressure,
lower than the minimum permissible pressure, check that there are no restrictions in the fuel
check that the primary fuel filter is not restricted. return lines. Check that the components of the
Check that the tube assemblies upstream of the high-pressure fuel system, such as the fuel
measurement point are not restricted. Check that injection pump, fuel manifold and electronic unit
there are no signs of air infiltration or damage in injectors are working correctly by using the
the tube assemblies and connectors upstream of electronic service tool test function to identify any
the inlet of the fuel injection pump. Replace any faults relative to these components. Replace any
damaged components. damaged components.

6. Use Tooling (B) to measure the pressure value at Note: Check that the manifold connector (7) is
position (B). If the pressure value measured is functioning correctly. Check that fuel flow is visible in
lower than the minimum permissible pressure, the transparent pipe downstream of the connector
check that the fuel injection pump functions (7).
correctly. Check for leaks in the circuit. If the
10. Remove Tooling (A) and (B) at locations (A), (B),
pressure value measured is greater than the
(C), (D), and (E).
maximum permissible pressure, check that the
lines between the secondary fuel filter and the fuel 11. Install all relevant tube assemblies. Refer to
injection pump are not restricted. Replace any Disassembly and Assembly for the correct
damaged components. procedures.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 63
Fuel System

i04170049 5. Make sure that the timing marks on the gears are
in alignment. If the timing marks are not aligned,
Gear Group (Front) - Time refer to Disassembly and Assembly, “Gear Group
(Front) - Remove and Install”.

Illustration 54 g02859779
Typical example
(3) Accessory drive gear (if equipped)
(5) Crankshaft gear
(6) Oil pump idler gear
(7) Oil pump gear

1. Install the camshaft gear (4) onto the camshaft.

Refer to Disassembly and Assembly, “Camshaft
Gear - Remove and Install” for the correct
procedure.
2. Ensure that the crankshaft and the camshaft are
locked in the correct position. Ensure that the fuel
injection pump is in the correct position. Refer to
Disassembly and Assembly, “Fuel Injection Pump
- Remove” for the correct procedure.
3. Install the idler gear (2). Refer to Disassembly and
Assembly, “Idler Gear - Remove and Install” for the
correct procedure.
4. Install the fuel injection pump and gear assembly
(1). Refer to Disassembly and Assembly for the
correct procedure.

This document has been printed from SPI2. NOT FOR RESALE
 64 UENR0623-02
Air Inlet and Exhaust System

Air Inlet and Exhaust

System

i04170052

Air Inlet and 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.
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.

Illustration 55 g02857416
Typical example
Hot engine components can cause injury from
burns. Before performing maintenance on the en- 4. Inspect the orifice in the boost pressure chamber
gine, allow the engine and the components to (1) for blockages. If necessary, remove any
cool. blockages.

Note: The boost pressure chamber is located on the

side of the engine oil cooler.

Making contact with a running engine can cause i05239437

burns from hot parts and can cause injury from
rotating parts. Turbocharger - Inspect
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
Hot engine components can cause injury from
blocked or collapsed. burns. Before performing maintenance on the en-
2. Inspect the engine air cleaner element. Replace a gine, allow the engine and the components to
dirty engine air cleaner element with a clean cool.
engine air cleaner element. Refer to Operation
and Maintenance Manual, “Engine Air Cleaner
NOTICE
Element (Dual Element) - Clean/Replace” or Keep all parts clean from contaminants.
Operation and Maintenance Manual, “Engine Air
Cleaner Element (Single Element) - Replace” for Contaminants may cause rapid wear and shortened
the correct procedure. component life.

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.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 65
Air Inlet and Exhaust System

1. Inspect the compressor wheel for damage from a

NOTICE
Care must be taken to ensure that fluids are con- foreign object. If there is damage, determine the
tained during performance of inspection, mainte- source of the foreign object. Replace the
nance, testing, adjusting and repair of the product. turbocharger. If there is no damage, go to step 2.
Be prepared to collect the fluid with suitable contain-
ers before opening any compartment or disassem- 2. Turn the rotating assembly by hand. While you turn
bling any component containing fluids. the assembly, push the assembly sideways. The
assembly should turn freely. The compressor
Dispose of all fluids according to local regulations
wheel should not rub the compressor housing. The
and mandates.
turbocharger must be replaced if the compressor
Before you begin inspection of the turbocharger, be wheel rubs the compressor wheel housing. If there
sure that the inlet air restriction is within the is no rubbing or scraping, go to step 3.
specifications for your engine. Be sure that the
exhaust system restriction is within the specifications 3. Inspect the compressor and the compressor wheel
for your engine. Refer to Systems Operation, Testing, housing for oil leakage. An oil leak from the
and Adjusting, “Air Inlet and Exhaust System - compressor may deposit oil in the aftercooler. If oil
Inspect”. is found in the aftercooler, then drain and clean the
The condition of the turbocharger will have definite aftercooler.
effects on engine performance. Use the following
inspections and procedures to determine the a. Check the oil level in the crankcase. If the oil
condition of the turbocharger. level is too high, adjust the oil level.

• Inspection of the compressor and the compressor b. Inspect the engine air cleaner element. Replace
housing a dirty engine air cleaner element with a clean
engine air cleaner element. Refer to Operation
• Inspection of the turbine wheel and the turbine and Maintenance Manual, “Engine Air Cleaner
housing Element (Dual Element) - Clean/Replace” or
• Inspection of the wastegate Operation and Maintenance Manual, “Engine Air
Cleaner Element (Single Element) - Replace” for
Inspection of the Compressor and the correct procedure. Inspect the engine air
cleaner service indicator. Refer to Operation
the Compressor Housing and Maintenance Manual, “Engine Air Cleaner
Service Indicator - Inspect” for the correct
procedure.

c. Inspect the engine crankcase breather. Clean

the engine crankcase breather or replace the
engine crankcase breather if the engine
crankcase breather is plugged.

d. Remove the pipe for the oil drain. Inspect the

drain opening. Inspect the oil drain line. Inspect
the area between the bearings of the rotating
assembly shaft. Look for the oil sludge. Inspect
the oil drain hole for the oil sludge. Inspect the
oil drain line for the oil sludge in the drain line. If
necessary, clean the oil drain line. Replace the
oil drain line if there is any sign of damage to the
oil drain line.
e. If steps 3.a through 3.d did not reveal the source
of the oil leakage, the turbocharger has internal
damage. Replace the turbocharger.
Illustration 56 g02529616
Typical example Inspection of the Turbine Wheel
(1) Turbine housing and the Turbine Housing
(2) Compressor housing
Remove the air piping from the turbine housing.

This document has been printed from SPI2. NOT FOR RESALE
 66 UENR0623-02
Air Inlet and Exhaust System

1. Inspect the turbine for damage by a foreign object. When the engine operates in conditions of a low
If there is damage, determine the source of the boost (lug), a spring presses against a diaphragm in
foreign object. Replace the turbocharger. If there is the canister. The load on the spring holds the
wastegate closed. The turbocharger can then
no damage, go to step 2.
operate at maximum performance.
2. Inspect the turbine wheel for the carbon and other
When a boost pressure signal acts against the
foreign material. Inspect turbine housing (1) for diaphragm in the wastegate, the pressure overcomes
carbon and foreign material. Replace the the spring and the wastegate actuator will open. The
turbocharger, if necessary. If there is no buildup of rpm of the turbocharger becomes limited. The rpm
carbon or foreign material, go to step 3. limitation occurs because a portion of the exhaust
gases bypass the turbine wheel of the turbocharger.
3. Turn the rotating assembly by hand. While you turn
the assembly, push the assembly sideways. The The following levels of boost pressure indicate a
assembly should turn freely. The turbine wheel potential problem with the wastegate actuator or
should not rub turbine wheel housing (1). Replace wastegate regulator:
the turbocharger if the turbine wheel rubs turbine • Too high at full load conditions
housing (1). If there is no rubbing or scraping, go
to step 4. • Too low at all lug conditions
4. Inspect the turbine and turbine housing (1) for oil The boost pressure controls the maximum rpm of the
leakage. Inspect the turbine and turbine housing turbocharger, because the boost pressure controls
(1) for oil coking. Some oil coking may be cleaned. the position of the wastegate. The following factors
Heavy oil coking may require replacement of the also affect the maximum rpm of the turbocharger:
turbocharger. If the oil is coming from the • The engine rating
turbocharger center housing go to step 4.a.
Otherwise go to “Inspection of the Wastegate”. • The power demand on the engine

a. Remove the pipe for the oil drain. Inspect the • The high idle rpm
drain opening. Inspect the area between the
bearings of the rotating assembly shaft. Look for • Inlet air restriction
the oil sludge. Inspect the oil drain hole for the • Exhaust system restriction
oil sludge. Inspect the oil drain line for the oil
sludge. If necessary, clean the drain line. Note: Check the operation of the wastegate
regulator. Refer to Troubleshooting, “Solenoid Valve -
b. If crankcase pressure is high, or if the oil drain is Test”.
restricted, pressure in the center housing may
be greater than the pressure of turbine housing Check the Wastegate for Proper
(1). Oil flow may be forced in the wrong direction Operation
and the oil may not drain. Check the crankcase
pressure and correct any problems. Table 6

c. If the oil drain line is damaged, replace the oil Required Tools
drain line. Part
Tool Number Part Description QTY
d. Check the routing of the oil drain line. Eliminate
any sharp restrictive bends. Make sure that the A 21825617 Dial Gauge 1
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 the turbocharger.

Inspection of the Wastegate

The wastegate actuator controls the amount of
exhaust gas that is allowed to bypass the turbine side
of the turbocharger. This valve then controls the rpm
of the turbocharger.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 67
Air Inlet and Exhaust System

1. Follow steps 1.a to 1.i in order to test the coolant

side of the exhaust gas cooler (NRS).

a. Plug the coolant inlet of the exhaust gas cooler

(NRS).

b. Plug the coolant outlet port with tube and

pressure regulator assembly.

c. Make sure that the air pressure regulator is

closed and connect compressed air to the
pressure regulator.

d. Use a suitable air supply in order to apply an air

pressure of 250 kPa (36 psi) to the exhaust gas
cooler (NRS).

e. While the exhaust gas cooler (NRS) is still

pressurized, submerge the cooler in water that
is at ambient temperature.

Illustration 57 g02529617 f. Allow the exhaust gas cooler (NRS) to settle in

Typical example order for the air that is trapped to escape.

1. Disconnect the pipe for the boost sensor (1) at the g. Observe the exhaust gas cooler (NRS) for air
wastegate actuator (2). Connect an air supply to bubbles that indicate a leak. If air bubbles are
the wastegate actuator that can be adjusted seen within 3 minutes, this indicates a leak with
accurately. the exhaust gas cooler (NRS). Note the location
or the origin of the leak. Record this information.
2. Install Tooling (A) to the turbocharger so that the
end of the actuator rod (3) is in contact with h. If no bubbles are detected after 3 minutes, the
Tooling (A). This will measure axial movement of exhaust gas cooler (NRS) is reusable.
the actuator rod (3).
i. Remove the exhaust gas cooler (NRS) from the
3. Slowly apply air pressure to the wastegate so that water. If the exhaust gas cooler (NRS) does not
the actuator rod (3) moves 10 mm (0.3937 inch). leak, the problem may be elsewhere in the
Refer to Specifications, “Turbocharger” for the cooling system or the engine. Refer the service
correct pressure for the wastegate. Ensure that manual in order to check for leakage. If the
the dial indicator returns to zero when the air exhaust gas cooler (NRS) does leak, the
pressure is released. Repeat the test several exhaust gas cooler (NRS) should be replaced.
times. This will ensure that an accurate reading is
obtained. 2. Follow steps 2.a to 2.i in order to test the gas side
of the exhaust gas cooler (NRS).
4. If the operation of the wastegate is not correct, the
turbocharger will need to be replaced. a. Plug the gas inlet of the exhaust gas cooler
(NRS).
5. Repeat steps 2 to 3 in order to repeat the pressure
test. b. Plug the gas outlet port with tube and pressure
6. If the air pressure is correct, remove the air supply. regulator assembly.
Remove Tooling (A). Install the pipe for the boost
c. Make sure that the air pressure regulator is
sensor (1).
closed and connect compressed air to the
pressure regulator.
i04552042

d. Use a suitable air supply in order to apply an air

Exhaust Cooler (NRS) - Test pressure of 250 kPa (36 psi) to the exhaust gas
Air Under Water Leak Test Procedure. cooler (NRS).

e. While the exhaust gas cooler (NRS) is still

pressurized, submerge the cooler in water that

This document has been printed from SPI2. NOT FOR RESALE
 68 UENR0623-02
Air Inlet and Exhaust System

is at ambient temperature. 1. Connect the engine to the electronic service tool

before the wall flow DPF is removed from the
f. Allow the exhaust gas cooler (NRS) to settle in engine. Once the engine is connected to the
order for the air that is trapped to escape. electronic service tool, then perform an ash
service test. This test is a manual regeneration.
g. Observe the exhaust gas cooler (NRS) for air
The test could take an hour.
bubbles that indicate a leak. If air bubbles are
seen within 3 minutes, this indicates a leak with Note: Allow the wall flow DPF to cool until the wall
the exhaust gas cooler (NRS). Note the location flow DPF can be safely removed.
or the origin of the leak. Record this information.
2. Remove the wall flow DPF from the Clean
h. If no bubbles are detected after 3 minutes, the Emissions Module (CEM). Refer to Disassembly
exhaust gas cooler (NRS) is reusable. and Assembly for the correct procedure.

i. Remove the exhaust gas cooler (NRS) from the Note: Identify all engine fault codes if black soot is
water. If the exhaust gas cooler (NRS) does not discovered on the outlet side of the center section on
leak, the problem may be elsewhere in the the wall flow DPF. Refer to Troubleshooting for
cooling system or the engine. Refer the service problem identification and the disposition of the wall
manual in order to check for leakage. If the flow DPF.
exhaust gas cooler (NRS) does leak, the 3. The wall flow DPF must be cleaned. Contact your
exhaust gas cooler (NRS) should be replaced. nearest Perkins distributor for assistance.
i05288853 4. Reinstall the wall flow DPF onto the Clean
Emissions Module (CEM). Refer to Disassembly
Diesel Particulate Filter - Clean and Assembly for the correct procedure.

Reset the Engine Ash Model

The engine ash model must be reset whenever the
filter is cleaned or replaced. Reseting the ash model
places the wall flow DPF volume back to the “Clean
Wear goggles, gloves, protective clothing, and a State” . The resetting will allow the regeneration of
National Institute for Occupational Safety and the wall flow DPF to function properly.
Health (NIOSH) approved P95 or N95 half-face
respirator when handling a used Diesel Particu- 1. Use the electronic service tool to access the
late Filter or Catalytic Converter Muffler. Failure configuration parameters. Select “Service” from
to do so could result in personal injury. the top menu and highlight the “Ash Service
Calibration” from the menu in the service tool.
2. Choose the correct replacement type of diesel
particulate filter in the menu that appears. The
The muffler, catalytic converter/muffler, and die- types of replacements for the diesel particulate
sel particulate filter will become extremely hot filter are the following:
during engine operation. A hot muffler, catalytic
converter/muffler and diesel particulate filter can • “New filter replacement”
cause serious burns. Allow adequate cooling
time before working on or near the muffler, cata- • “Remanufactured filter replacement”
lytic converter/muffler and diesel particulate
filter. • “Filter cleaned and reapplied”
The wall flow Diesel Particulate Filters (DPF) require Note: If a new filter or a remanufactured filter is used,
periodic removal of ash that accumulates from the new serial number must be programmed into the
engine oil. electronic service tool.
Cleaning Procedure Note: For the “Filter cleaned and reapplied” option,
Follow this cleaning procedure for removal of the ash use the electronic service tool to perform the “DPF
from the wall flow DPF. Refer to Operation and Ash Cleaning” reset.
Maintenance Manual for the intervals of service
hours for cleaning of the wall flow DPF. Note: For the “New filter replacement” option, use
the electronic service tool to perform the “DPF
Replacement Reset” .

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 69
Air Inlet and Exhaust System

3. The electronic service tool will display “Ash

Service Calibration Successful” when the
calibration has been completed.

i04461759

Compression - Test

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: Illustration 58 g02647199
Typical example
• The battery is in good condition.
1. Remove the glow plug (1). Refer to Disassembly
• The battery is fully charged.
and Assembly, “Glow Plugs - Remove and Install”
• The starting motor operates correctly. for the correct procedure.

• The valve lash is correct. 2. Install a suitable gauge for measuring the cylinder
compression in the hole for the glow plug (2).
• All glow plugs are removed.
3. Remove the fuse for the glow plugs.
• The ECM is powered. 4. Operate the starting motor in order to turn the
• The fuel pressure sensor is connected. engine. Record the maximum pressure which is
indicated on the compression gauge.
• The suction control valve is connected.
5. Repeat steps 2 and 4 for all cylinders.
6. Install the fuse for the glow plugs.

i04823055

Engine Valve Lash - Inspect

Table 7

Required Tools

Tool Part Number Part Description Qty

27610291 Barring Device Housing 1

A(1)
27610289 Gear 1
(1) This Tool is used in the aperture for the electric starting motor.

This document has been printed from SPI2. NOT FOR RESALE
 70 UENR0623-02
Air Inlet and Exhaust System

2. Check the rocker arms for an engine valve lash.

There should be no engine valve lash.

Illustration 59 g01353215
Cylinder and valve location
(A) Inlet valve
(B) Exhaust valve

Too much valve lash can cause some broken valve

stems, springs, and spring retainers. Damage to the
valve mechanism will produce emissions in excess of
the correct specification.
The hydraulic lifter will compensate for all normal Illustration 60 g02948536
wear of the components of the valve train. Typical example
Too much valve lash can be an indication of the
following problems: 3. If there is an engine valve lash at any position the
engine valve lash may be caused by a normal
• Worn camshaft and valve lifters leakdown of the hydraulic lash adjuster. Push the
affected rocker arm (1) against the pushrod. The
• Worn rocker arms
rocker arm (1) should rotate as the pushrod is
• Bent pushrods pushed up by the recovery of the hydraulic lifter.
Once all motion has ceased test again for an
• Broken socket on the upper end of a pushrod engine valve lash. There should be no engine
valve lash.
• Loose adjustment screw for the valve lash
4. Use Tooling (A) to rotate the crankshaft in a
• Issues with the hydraulic lash adjusters clockwise direction. The crankshaft should be
If the camshaft and valve lifters show rapid wear, look rotated 360 degrees.
for fuel in the lubrication oil or dirty lubrication oil as a
5. Check the rocker arms for an engine valve lash.
possible cause.
There should be no engine valve lash.
Valve Lash Check 6. If there is an engine valve lash at any position the
engine valve lash may be caused by a normal
leakdown of the hydraulic lash adjuster. Push the
affected rocker arm (1) against the pushrod.
Accidental engine starting can cause injury or
Monitor the rocker arm (1) for movement. The
death to personnel.
rocker arm (1) should rotate as the pushrod is
To prevent accidental engine starting, turn the pushed up by the recovery of the hydraulic lash
ignition switch to the OFF position and place a do adjuster. Once all motion has ceased test again for
not operate tag at the ignition switch location. an engine valve lash. There should be no engine
valve lash.
1. Find top center position for number one piston.
Refer to Systems Operation, Testing and
Adjusting, “Finding Top Center Position for No. 1
Piston” for the correct procedure.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 71
Air Inlet and Exhaust System

7. If an engine valve lash is found in any position, 4. Service wear occurs on an engine which has been
examine the valve mechanism components for in operation. If the valve depth below the cylinder
excessive wear or damage. Examine the hydraulic head face on a used engine exceeds the
lash adjusters for damage. specification for service wear, the following
components must be replaced.
i04215789
• Valves
Valve Depth - Inspect
• Valve inserts
For the wear limits for the inlet valves and exhaust
Table 8 valves, refer to Specifications, “Cylinder Head”.
Required Tools 5. Check each valve for cracks. Check the stems of
the valves for wear. Ensure that the valves are the
Tool Part Number Part Description Qty
correct fit in the valve guides. Refer to Systems
A 21825617 Dial gauge 1 Operation, Testing and Adjusting, “Valve Guide -
Inspect” for the procedure to inspect the valve
B 21825496 Dial gauge holder 1
guides.
6. Check the load on the valve springs. Refer to
Specifications, “Cylinder Head Valves” for the
correct lengths and specifications for the valve
springs.

i04483849

Valve Guide - Inspect

Perform this test in order to determine if a valve guide

should be replaced.

Illustration 61 g01201916
Typical example

1. Ensure that the face of the valves are clean.

Ensure that the bottom face of the cylinder head is
clean. Ensure that the cylinder head is not
distorted. Refer to Systems Operation, Testing and Illustration 62 g00314806
Adjusting, “Cylinder Head - Inspect” for the Measure the radial movement of the valve in the
procedure to measure flatness of the cylinder valve guide.
head. (1) Valve guide
(2) Radial movement of the valve in the valve guide
2. Use the Tooling (A) to check the depths of the inlet (3) Valve stem
valves and the exhaust valves below the face of (4) Dial indicator
(5) Valve head
the cylinder head. Use Tooling (B) to zero Tooling
(A).
1. Place a new valve in the valve guide.
3. For the minimum and maximum limits for a new
2. Place a dial indicator with a magnetic base on the
engine for the inlet valves and the exhaust valves,
face of the cylinder head.
refer to Specifications, “Cylinder Head”.

This document has been printed from SPI2. NOT FOR RESALE
 72 UENR0623-02
Air Inlet and Exhaust System

3. Lift the edge of the valve head to a distance of

15 mm (0.591 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. Refer to Specifications, “Cylinder
Head Valves” for the clearances.
The original valve guides are bored into the cylinder
head. When new valve guides (1) are installed, new
valves and new valve seat inserts must be installed.
The cylinder head must be rebored in order to install
the new valve guide. For more information, contact
your distributor or your dealer.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 73
Lubrication System

Lubrication System 3. Look for cracks in the metal or other damage to the
engine oil pump. If necessary, replace the engine
oil pump.
4. Install the oil pump on the engine.
i04169630
5. Remove the engine oil pressure relief valve from
the engine.
Engine Oil Pressure - Test
6. Inspect the engine oil pressure relief valve for wear
of for damage. If necessary, replace the engine oil
pressure relief valve.
Low Oil Pressure
The following conditions will cause low oil pressure. i04027269

• The oil level is low in the crankcase. Excessive Bearing Wear -

• A restriction exists on the oil suction screen. Inspect
• Connections in the oil lines are leaking.
• The connecting rod or the main bearings are worn. When some components of the engine show bearing
wear in a short time, the cause can be a restriction in
• The rotors in the oil pump are worn. an oil passage.

• The oil pressure relief valve is operating An engine oil pressure indicator may show that there
is enough oil pressure, but a component is worn due
incorrectly.
to a lack of lubrication. In such a case, look at the
passage for the oil supply to the component. A
A worn oil pressure relief valve can allow oil to leak
restriction in an oil supply passage will not allow
through the valve which lowers the oil pressure.
enough lubrication to reach a component. Early wear
The minimum oil pressure at a maximum engine will result.
speed of 2200 rpm and at normal operating Refer to Specifications for more information
temperature is 400 to 480 kPa (58.016 to 69.619 psi) regarding component wear limits.
. A lower pressure is normal at low idle.
A suitable pressure gauge can be used in order to i02414692
test the pressure of the lubrication system.
Excessive Engine Oil
High Oil Pressure Consumption - Inspect
High oil pressure can be caused by the following
conditions.
• The spring for the oil pressure relief valve is
installed incorrectly.
Engine Oil Leaks on the Outside of
the Engine
• The plunger for the oil pressure relief valve
becomes jammed in the closed position. Check for leakage at the seals at each end of the
crankshaft. Look for leakage at the gasket for the
• Excessive sludge exists in the oil which makes the engine oil pan and all lubrication system connections.
viscosity of the oil too high. Look for any engine oil that may be leaking from the
crankcase breather. This can be caused by
combustion gas leakage around the pistons. A dirty
i04484013 crankcase breather will cause high pressure in the
crankcase. A dirty crankcase breather will cause the
Engine Oil Pump - Inspect gaskets and the seals to leak.

Engine Oil Leaks into the

1. Remove the oil pump from the engine. Combustion Area of the Cylinders
2. Clean the engine oil pump. Engine oil that is leaking into the combustion area of
the cylinders can be the cause of blue smoke. There
are several possible ways for engine oil to leak into
the combustion area of the cylinders:

This document has been printed from SPI2. NOT FOR RESALE
 74 UENR0623-02
Lubrication System

• Failed valve stem seals

• Leaks between worn valve guides and valve
stems
• 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

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

i03577881

Increased Engine Oil

Temperature - Inspect

Look for a restriction in the oil passages of the oil

cooler. The oil temperature may be higher than
normal when the engine is operating. In such a case,
the oil cooler may have a restriction.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 75
Cooling System

Cooling System b. Clean the radiator and other components with

hot water or steam at low pressure. Detergent in
the water may also be used. Compressed air
may be used to remove materials from the
cooling system. Identify the cause of the
i05288851
restriction before you choose the method for
Cooling System - Check cleaning.

c. Straighten any fins of the radiator if the fins are

bent.

Engine And Cooling System Heat 5. Check the high idle of the engine. The engine may
overheat if the high idle rpm is set too high.
Problems
1. The following conditions indicate that a heat i03577882
problem exists.
Cooling System - Inspect
a. Hot coolant is released through the pressure
cap during the normal operation of the engine.
Hot coolant can also be released when the This engine has a pressure type cooling system. A
engine is stopped. pressure type cooling system gives two advantages:
b. Hot coolant is released from the coolant system • The pressure type cooling system can operate
but not through the pressure cap during normal safely at a higher temperature than the boiling
operation of the engine. Hot coolant can also be point of water at different atmospheric pressure
released when the engine is stopped. ranges.

c. Coolant must be added frequently to the cooling • The pressure type cooling system prevents
system. The coolant is not released through the cavitation in the water pump.
pressure cap or through an outside leak. Cavitation is the sudden generation of low pressure
2. If any of the conditions in Step 1 exist, perform the bubbles in liquids by mechanical forces. The
following procedures: generation of an air or steam pocket is much more
difficult in a pressure type cooling system.
a. Run the engine at medium idle, which is Regular inspections of the cooling system should be
approximately 1200 rpm, for 3 minutes after the made in order to identify problems before damage
high idle shuts off. Running the engine at can occur. Visually inspect the cooling system before
medium idle will allow the engine to cool before tests are made with the test equipment.
the engine is stopped.
Visual Inspection Of The Cooling
b. Inspect the poly v-belt for wear or for damage. If System
necessary, replace the poly v-belt. Refer to
Operation and Maintenance Manual, “Alternator 1. Check the coolant level in the cooling system.
and Fan Belts - Replace” for the correct 2. Look for leaks in the system.
procedure.
Note: A small amount of coolant leakage across the
3. Refer to “Visual Inspection Of The Cooling surface of the water pump seals is normal. This
System” in order to determine if a leak exists in the leakage is required in order to provide lubrication for
cooling system. this type of seal. A hole is provided in the water pump
housing in order to allow this coolant/seal lubricant to
a. Refer to “Testing The Radiator And Cooling drain from the pump housing. Intermittent leakage of
System For Leaks” procedures. small amounts of coolant from this hole is not an
4. If the coolant does not flow through the radiator indication of water pump seal failure.
and through other components of the cooling 3. Inspect the radiator for bent fins and other
system, perform the following procedures. restriction to the flow of air through the radiator.
a. Perform the “Testing The Water Temperature 4. Inspect the drive belt for the fan.
Regulator ” procedures.
5. Inspect the blades of the fan for damage.

This document has been printed from SPI2. NOT FOR RESALE
 76 UENR0623-02
Cooling System

6. Look for air or combustion gas in the cooling After the engine is cool, loosen the pressure cap in
system. order to relieve the pressure out of the cooling
system. Then remove the pressure cap.
7. Inspect the radiator cap for damage. The sealing
surface must be clean. If the cooling system is equipped with a sight glass,
the coolant should be to the correct level in the sight
8. Look for large amounts of dirt in the radiator core. glass. On cooling systems without an indicator of the
Look for large amounts of dirt on the engine. coolant level, fill the cooling system in order to be no
more than 13 mm (0.5 inch) from the bottom of the
9. Shrouds that are loose or missing cause poor air filler pipe.
flow for cooling.
Making the Correct Antifreeze
i04169715
Mixtures
Cooling System - Test Do not add pure antifreeze to the cooling system in
order to adjust the concentration of antifreeze. Refer
to Operation and Maintenance Manual, “Refill
Capacities” for the correct procedure. The pure
Remember that temperature and pressure work antifreeze increases the concentration of antifreeze
together. When a diagnosis is made of a cooling in the cooling system. The increased concentration
system problem, temperature and pressure must be increases the concentration of dissolved solids and
undissolved chemical inhibitors in the cooling
checked. The cooling system pressure will have an system.
effect on the cooling system temperature. For an
example, refer to Illustration 63 . This will show the The antifreeze mixture must consist of equal
effect of pressure on the boiling point (steam) of quantities of antifreeze and clean soft water. The
water. This will also show the effect of height above corrosion inhibitor in the antifreeze will be diluted if a
sea level. concentration of less than 50% of antifreeze is used.
Concentrations of more than 50% of antifreeze may
have the adverse effect on the performance of the
coolant.

Checking the Filler Cap

One cause for a pressure loss in the cooling system
can be a faulty seal on the radiator pressure 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
Illustration 63 g00286266 heaters or the engine contain hot coolant or
Cooling system pressure at specific altitudes and steam. Any contact can cause severe burns.
boiling points of water
Remove filler cap slowly to relieve pressure only
when engine is stopped and radiator cap is cool
enough to touch with your bare hand.

Personal injury can result from hot coolant,

steam and alkali. To check for the amount of pressure that opens the
filler cap, use the following procedure:
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines to 1. After the engine cools, carefully loosen the filler
heaters or the engine contain hot coolant or cap. Slowly release the pressure from the cooling
steam. Any contact can cause severe burns. system. Then, remove the filler cap.
Remove filler cap slowly to relieve pressure only 2. Carefully inspect the filler cap. Look for any
when engine is stopped and radiator cap is cool damage to the seals and to the sealing surface.
enough to touch with your bare hand. Inspect the following components for any foreign
substances:
The coolant level must be to the correct level in order
to check the coolant system. The engine must be • Filler cap
cold and the engine must not be running.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 77
Cooling System

• Seal • The dial indicator remains constant beyond 5

minutes.
• Surface for seal
The inside of the cooling system has leakage only
Remove any deposits that are found on these if the following conditions exist:
items, and remove any material that is found on
these items. • The reading on the gauge goes down.
3. Install the pressure cap onto a suitable • You do NOT observe any outside leakage.
pressurizing pump.
Make any repairs, as required.
4. Observe the exact pressure that opens the filler
cap.
i04338229
5. Compare the pressure to the pressure rating that is
found on the top of the filler cap. The pressure cap Engine Oil Cooler - Inspect
should open within 95 to 110 kPa
(13.7788 to 15.9544 psi). The pressure cap has a
nominal pressure rating of 100 kPa (14.504 psi).
6. If the filler cap is damaged, replace the filler cap.
Hot oil and hot components can cause personal
Testing The Radiator And Cooling injury. Do not allow hot oil or hot components to
System For Leaks contact the skin.

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.

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. Illustration 64 g02494121
Typical example
3. Put a suitable pressurizing Pump onto the radiator.
4. Use the pressurizing pump to increase the Perform the following procedure in order to inspect
the engine oil cooler.
pressure to an amount of 20 kPa (3 psi) more
than the operating pressure of the filler cap. 1. Place a container under the oil cooler in order to
collect any engine oil or coolant that drains from
5. Check the radiator for leakage on the outside.
the oil cooler.
6. Check all connections and hoses of the cooling
2. Refer to Disassembly and Assembly, “Engine Oil
system for leaks.
Cooler - Remove” for removal of the engine oil
The radiator and the cooling system do not have cooler.
leakage if all of the following conditions exist:
3. Thoroughly clean the oil cooler (1) and the cylinder
• You do NOT observe any leakage after 5 block.
minutes.

This document has been printed from SPI2. NOT FOR RESALE
 78 UENR0623-02
Cooling System

2. Heat water in a pan until the temperature of the

water is equal to the fully open temperature of the
Personal injury can result from air pressure. water temperature regulator. Refer to
Specifications, “Water Temperature Regulator” for
Personal injury can result without following prop- the fully open temperature of the water
er procedure. When using pressure air, wear a temperature regulator. Stir the water in the pan.
protective face shield and protective clothing.
This will distribute the temperature throughout the
Maximum air pressure at the nozzle must be less pan.
than 205 kPa (30 psi) for cleaning purposes.
3. Hang the water temperature regulator in the pan of
4. Inspect the oil cooler (1) for cracks and dents. water. The water temperature regulator must be
Replace the oil cooler (1) if cracks or dents exist. below the surface of the water. The water
Ensure that no restrictions for the flow of temperature regulator must be away from the
lubricating oil exist in the oil cooler (1). sides and the bottom of the pan.
4. Keep the water at the correct temperature for ten
Dry the oil cooler (1) with low-pressure air. Flush
the inside of the oil cooler (1) with clean lubricating minutes.
oil. 5. After ten minutes, remove the water temperature
5. Refer to Disassembly and Assembly, “Engine Oil regulator. Immediately measure the opening of the
Cooler - Install” for installation of the engine oil water temperature regulator. Refer to
cooler. Specifications, “Water Temperature Regulator” for
the minimum opening distance of the water
6. Ensure that the lubrication and the cooling system temperature regulator at the fully open
of the engine is filled to the correct level. Operate temperature.
the engine. If the distance is less than the amount listed in the
manual, replace the water temperature regulator.
Note: Refer to Operation and Maintenance Manual,
“Refill Capacities” for additional information. i04338356

Check for oil or coolant leakage.

Water Pump - Inspect
i02414647

Water Temperature Regulator - 1. Inspect the water pump for leaks at vent hole. The
water pump seal is lubricated by coolant in the
Test cooling system. A normal condition is for a small
amount of leakage to occur as the engine cools
down and the parts contract.
2. Refer to Disassembly and Assembly, “Water Pump
Personal injury can result from escaping fluid - Remove ” and Disassembly and Assembly,
under pressure. “Water Pump - Install” for the correct procedures
to remove and install the water pump.
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pres- 3. Inspect the water pump shaft for unusual noise,
sure before removing any hose from the radiator. excessive looseness and/or vibration of the
bearings.
1. Remove the water temperature regulator from the
engine. Refer to Disassembly and Assembly
Manual, “Water Temperature Regulator - Remove
and Install”.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 79
Basic Engine

Basic Engine

i04823065

Position the Valve Mechanism

Before Maintenance
Procedures

NOTICE
Ensure that this procedure is carried out before
the rocker shaft is removed.

Table 9
Required Tools

Tool Part Number Part Description Qty

Illustration 66 g02948536
27610291 Barring Device Housing 1 Typical example
A(1)
27610289 Gear 1
2. Select an exhaust rocker arm (1). The exhaust
(1) This Tool is used in the aperture for the electric starting motor. rocker arm (1) can be on any cylinder.
3. Use Tooling (A) to rotate the crankshaft in the
normal direction of rotation until the hydraulic lash
adjuster starts to open the exhaust valve.
Continue to rotate the crankshaft until the valve
has opened to the maximum extent. This is the
safe position.

Note: Make temporary marks on the front pulley and

the front housing once the engine is in the safe
position.

NOTICE
Ensure that the crankshaft is located in the safe
position before the rocker shaft assembly is
installed.
Illustration 65 g01353215
Cylinder and valve location
(A) Inlet valve i03635080
(B) Exhaust valve
Piston Ring Groove - Inspect
1. Remove the valve mechanism cover. Refer to
Disassembly and Assembly, “Valve Mechanism
Cover - Remove and 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.

This document has been printed from SPI2. NOT FOR RESALE
 80 UENR0623-02
Basic Engine

Inspect the Clearance of the Piston Inspect the Piston Ring End Gap
Ring
1. Remove the piston rings and clean the grooves
and the piston rings.

Illustration 68 g00782363
(1) Piston ring
(2) Cylinder ring ridge
(3) Feeler gauge

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

2. Place each piston ring (1) in the cylinder bore just
below the cylinder ring ridge (2).
3. Use a suitable feeler gauge (3) to measure piston
Illustration 67 g00905732
ring end gap. Refer to Specifications, “Piston and
Rings” for the dimensions.
(1) Feeler gauge
(2) Piston ring
(3) Piston grooves Note: The coil spring must be removed from the oil
control ring before the gap of the oil control ring is
2. Install new piston rings (2) in the piston grooves measured.
(3).
i04175235
3. Check the clearance for the piston ring by placing
a suitable feeler gauge (1) between piston groove Connecting Rod - Inspect
(3) and the top of piston ring (2) for the
intermediate ring and the oil control ring. Refer to
Specifications, “Piston and Rings” for the If the crankshaft or the cylinder block are replaced,
dimensions. the piston height for all cylinders must be measured.
Refer to Specifications, “Piston and Rings” for the
correct piston height.
Inspect the connecting rod for wear or for damage.
Refer to Specifications, “Connecting Rod” for the
correct dimensions.
Note: When the piston pin is installed, always install
new retaining rings on each end of the piston pin.

i05391913

Cylinder Block - Inspect

1. Clean all of the coolant passages and the oil

passages.
2. Check the cylinder block for cracks and damage.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 81
Basic Engine

3. Check the front camshaft 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.

i04338889

Cylinder Head - Inspect

1. Remove the cylinder head from the engine.

2. Remove the water temperature regulator housing.
3. Inspect the cylinder head for signs of gas or
coolant leakage. Illustration 69 g02490336
4. Remove the valve springs and valves. Flatness of the cylinder head (typical example)
(A) Side to side
5. Clean the bottom face of the cylinder head (B) End to end
thoroughly. Clean the coolant passages and the (C) Diagonal
lubricating oil passages. Make sure that the
contact surfaces of the cylinder head and the 8. Measure the cylinder head for flatness. Use a
cylinder block are clean, smooth, and flat. straight edge and a feeler gauge to check the
cylinder head for flatness.
6. Inspect the bottom face of the cylinder head for
pitting, corrosion, and cracks. Inspect the area • Measure the cylinder head from one side to the
around the valve seat inserts and the holes for the opposite side (A).
fuel injection nozzles carefully.
• Measure the cylinder head from one end to the
7. Test the cylinder head for leaks at a pressure of
opposite end (B).
200 kPa (29 psi).
• Measure the cylinder head from one corner to
the opposite corner (C).
Refer to Specifications, “Cylinder Head” for more
information.

i04156372

Piston Height - Inspect

Table 10

Required Tools

Part
Tool Number Part Description Qty

A 21825617 Dial Gauge 1

B 21825496 Dial gauge holder 1

This document has been printed from SPI2. NOT FOR RESALE
 82 UENR0623-02
Basic Engine

If the height of the piston above the cylinder block is

not within the tolerance that is given in Specifications,
“Piston and Rings”, the bearing for the piston pin
must be checked. Refer to Systems Operation,
Testing and Adjusting, “Connecting Rod - Inspect”. If
any of the following components are replaced or
remachined, the piston height above the cylinder
block must be measured:

• Crankshaft
• Cylinder head
• Connecting rod

• Bearing for the piston pin

The correct piston height must be maintained in order
to ensure that the engine conforms to the standards
for emissions.

Note: The top of the piston should not be machined.

If the original piston is installed, be sure that the
original piston is assembled to the correct connecting Illustration 71 g02351060
rod and installed in the original cylinder. Typical example

1. Use Tooling (A) and Tooling (B) in order to

measure the piston height above the cylinder
block. Use the cylinder block face to zero Tooling
(A).
2. Rotate the crankshaft until the piston is at the
approximate top center.
3. Position Tooling (B) and Tooling (A) in order to
measure the piston height above the cylinder
block. The piston height should be measured at
positions (X) or (Y). Slowly rotate the crankshaft in
order to determine when the piston is at the
highest position. Record this dimension. Compare
this dimension with the dimensions that are given
in Specifications, “Piston and Rings”.

i03635082

Flywheel - Inspect
Illustration 70 g01201898
Typical example
Table 11

Required Tools

Part
Tool Number Part Description Qty

A 21825617 Dial Indicator Group 1

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 83
Basic Engine

Alignment of the Flywheel Face Flywheel Runout

Illustration 72 g01332565 Illustration 73 g01321858

Typical example Typical example

1. Install Tooling (A) in illustration 72 , as shown. 1. Install Tooling (A) in illustration 73 , as shown.
2. Set the pointer of the dial indicator to 0 mm 2. Set the pointer of the dial indicator to 0 mm
(0 inch). (0 inch).
3. Turn the flywheel. Read the dial indicator for every 3. Turn the flywheel. Read the dial indicator for every
45 degrees. 45 degrees.

Note: During the check, keep the crankshaft pressed 4. Calculate the difference between the lowest
toward the front of the engine in order to remove any measurement and the highest measurement of the
end play. four locations. This difference must not be greater
than 0.30 mm (0.012 inch).
4. Calculate the difference between the lowest
measurement and the highest measurement of the i02406200
four locations. This difference must not be greater
than 0.03 mm (0.001 inch) for every 25 mm Flywheel Housing - Inspect
(1.0 inch) of the radius of the flywheel. The radius
of the flywheel is measured from the axis of the
crankshaft to the contact point of the dial indicator. Table 12

Required Tools

Part
Tool Number Part Description Qty

A 21825617 Dial Gauge 1

Concentricity of the Flywheel

Housing
Note: This check must be made with the flywheel
and the starter removed and the bolts for the flywheel
housing tightened lightly.

This document has been printed from SPI2. NOT FOR RESALE
 84 UENR0623-02
Basic Engine

Illustration 74 g01199468 Illustration 75 g01199467

Typical example Typical example

1. Install Tooling (A). See illustration 74 . 1. Install Tooling (A). See illustration 75 .

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

3. Check the concentricity at intervals of 45 degrees 3. Check the alignment at intervals of 45 degrees
around the flywheel housing. around the flywheel housing.

4. Calculate the difference between the lowest 4. Calculate the difference between the lowest
measurement and the highest measurement. This measurement and the highest measurement. This
difference must not be greater than the limit that is difference must not be greater than the limit that is
given in Table 13 . given in Table 13 .

Note: Any necessary adjustment must be made on Note: Any necessary adjustment must be made on
the flywheel housing. Then, recheck the the flywheel housing.
concentricity. Table 13
Limits for Flywheel Housing Runout and Alignment (Total In-
Alignment of the Flywheel Housing dicator Reading)
Note: This check must be made with the flywheel Maximum Limit (Total Indica-
Bore of the Housing Flange
and the starter removed and the bolts for the flywheel tor Reading)
housing tightened to the correct torque.
410 mm (16.14 inch) 0.25 mm (0.010 inch)

448 mm (17.63 inch) 0.28 mm (0.011 inch)

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 85
Basic Engine

i04175270 4. Measure the backlash between the fuel injection

pump gear (1) and the idler gear (2). Refer to
Gear Group - Inspect Specifications, “Gear Group (Front)” for the
backlash measurement.
5. Measure the end play on idler gear (2). Refer to
Disassembly and Assembly, “Idler Gear - Install”
for the correct procedure. Refer to Specifications,
“Gear Group (Front)” for the end play
measurement.

i04338214

Crankshaft Pulley - Check

The crankshaft pulley is installed on the front of the

crankshaft.
Replace the crankshaft pulley if any of the following
conditions exist:
• There is movement of the crankshaft pulley.

• There is a large amount of gear train wear that is

not caused by lack of oil.
• Analysis of the engine oil has revealed that the
front main bearing is badly worn.
• The engine has had a failure because of a broken
crankshaft.
Check the areas around the holes for the bolts in the
crankshaft pulley for cracks or for wear and for
Illustration 76 g02859779 damage.
Typical example
(3) Accessory drive gear (if equipped) Use the following steps in order to check the
(7) Oil pump gear alignment and the runout of the crankshaft pulley:
1. Remove any debris from the front face of the
Note: If one or more of the gears need to be removed
crankshaft pulley. Remove any debris from the
for repair, refer to Disassembly and Assembly, “Gear
Group (Front) - Remove” in order to remove the circumference of the crankshaft pulley.
gears. Refer to the Disassembly and Assembly, 2. Mount the dial indicator on the front cover. Use the
“Gear Group (Front) - Install” in order to install the dial indicator to measure the outer face of the
gears. crankshaft pulley. Set the dial indicator to read
1. Inspect the gears for wear or for damage. If the 0.00 mm (0.00 inch).
gears are worn or damaged, use new parts for 3. Rotate the crankshaft at intervals of 45 degrees
replacement. and read the dial indicator.
2. Measure the clearance between the crankshaft 4. The difference between the lower measurements
gear (5) and the camshaft gear (4). Refer to and the higher measurements that are read on the
Specifications, “Gear Group (Front)” for the dial indicator at all four points must not be more
clearance measurement. than 0.18 mm (0.007 inch).
3. Measure the clearance between the idler gear (6) If the reading on the dial indicator is more than
for the oil pump and the crankshaft gear (5). Refer 0.18 mm (0.007 inch), inspect the pulley for
to Specifications, “Gear Group (Front)” for the damage. If the pulley is damaged, use new parts
clearance measurement. for replacement.

This document has been printed from SPI2. NOT FOR RESALE
 86 UENR0623-02
Basic Engine

5. Move the dial indicator so that the dial indicator will

measure the circumference of the crankshaft
pulley. Set the dial indicator to read 0.00 mm
(0.00 inch).
6. Slowly rotate the crankshaft in order to measure
the runout of the circumference of the crankshaft
pulley. Use the highest reading and the lowest
reading on the dial indicator. The maximum and
the minimum readings on the dial indicator should
not vary more than 0.12 mm (0.005 inch).
If the reading on the dial indicator is more than
0.12 mm (0.005 inch), inspect the pulley for
damage. If the pulley is damaged, use new parts
for replacement.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 87
Electrical System

Electrical System c. The value of the voltage is less than the voltage
in step 1.b. Go to step 6.
Note: Severely discharged batteries can cause low
system voltage. This can occur even while the
i03635721 engine is running above idle, and the alternator is
working properly. Correct low engine idle is
Alternator - Test important. All alternators that are installed on this
engine are self-excited. The alternators must
exceed the turn on speed before charging will
Inspect the alternator for any visible faults. The faults begin.
could be the following items. 3. Ensure that the batteries are not fully charged.
• Frayed wires or damaged wires a. Fully charged batteries have open circuit
voltage above 12.5 V on 12 V systems or 25 V
• Loose connections or damaged connections
on 24 V systems.
• Loose alternator pulley
b. If the batteries are fully charged then crank the
• Loose alternator or damaged alternator engine for 30 seconds. This reduces the battery
voltage.
1. Put the positive lead “+” of a suitable multimeter on
the “B+” terminal of the alternator. Put the negative c. Connect a current probe or an ammeter to a
“-” lead on the ground terminal or on the frame of digital multimeter. The multimeter must have a
the alternator. Put a suitable ammeter around the peak hold feature. Ensure that the probe is
positive output wire of the alternator. zeroed. Clamp the probe around the output wire
“B+” .
a. Turn the keyswitch to the ON position but do not
start the engine. d. Set the multimeter to “peak hold” or “max mode”
.
b. The system voltage matches the specification.
e. Turn on all electrical accessories.
Go to step 2.
f. Start the engine and run the engine at least
c. The system voltage is less than the 75% of full throttle. The peak current will appear
specification. Check if the battery is in good on the multimeter.
condition. Refer to Systems Operation, Testing
and Adjusting, “Battery - Test” for the correct g. The current is at least 90% of the peak output of
procedure. Go to step 5.a if the battery is in the alternator. Go to step 4 or step 5.
good condition.
h. The current is less than 90% of the peak
2. Put the positive lead “+” of a suitable multimeter on alternator output. Go to step 6.
the “B+” terminal of the alternator. Put the negative
“-” lead on the ground terminal or on the frame of Note: This test procedure is for applications with
the alternator. a main disconnect switch.

a. Start the engine and run the engine at least 4. Turn off all accessories. Turn the keyswitch to the
75% of full throttle. Record the voltage on the OFF position.
multimeter.
a. Connect a current probe or an ammeter to a
b. The voltage should be higher than the voltage in digital multimeter. Ensure that the probe is
step 1.b. The voltage is less than the maximum zeroed. Clamp the current probe or an ammeter
voltage listed for the alternator. The alternator is around the ground cable. Clamp the tool with
partially charging. Go to step 3. The voltage is the positive side away from the battery. Record
more than the maximum voltage listed for the the value of the electrical current.
alternator. There is overcharging of the
alternator. Check the alternator wiring. Refer to b. The current value is below 2 amperes. Go to
Systems Operation, Testing and Adjusting, step 4.d.
“Charging System - Test” for the correct c. The current value is above 2 amperes. Go to
procedure. step 7.

This document has been printed from SPI2. NOT FOR RESALE
 88 UENR0623-02
Electrical System

d. Turn the disconnect switch to the ON position. Note: The standard acceptable draw is 0.05
Connect an ammeter across the disconnect amperes. A current value above this figure usually
switch terminals. Connect the red lead to the indicates a problem. However, some large
terminal on the frame side. Connect the black machines with multiple control modules have a
lead to the terminal on the battery. If a higher acceptable limit.
multimeter is used for the test use the ten amp
connections to avoid damage. g. The current value is above 0.05 amperes. There
is a current draw in the system. Go to step 7.
e. Turn the disconnect switch to the OFF position.
6. Check the condition of the poly v-belt and
Record the value of the electrical current.
alternator pulley.
f. The current is below 0.05 amperes. The
charging system is currently good. The fault is a. If the poly v-belt is oily, clean the pulleys.
possibly an intermittent draw in the system. The Replace the poly v-belt. Refer to Disassembly
batteries may be faulty. Check that no and Assembly, “Alternator Belt - Remove and
accessories were on during the test. Install” for the correct procedure. Inspect the
poly v-belt for wear or for cracks. Refer to
Note: The standard acceptable draw is 0.05 Systems Operation, Testing and Adjusting, “V-
amperes. A current that is greater than this value Belt - Test”. If the poly v-belt is wet, dry the poly
usually indicates a problem. However, some large v-belt and the pulleys. Retest the system.
machines with multiple control modules have a
higher acceptable limit. b. Inspect the nut on the alternator pulley. Ensure
that the nut is not loose. If the nut is loose,
g. The current value is above 0.05 amperes. There tighten the nut to the correct torque. Refer to
is a current draw in the system. Go to step 7. Specifications, “Alternator” for the correct
torque.
5. Turn off all accessories. Turn the keyswitch to the
OFF position. c. If no faults are found from the procedures in
step 6.a and step 6.b, inspect the charging
a. Connect a current probe or an ammeter to a
system. Refer to Systems Operation, Testing
digital multimeter. Ensure that the probe is
and Adjusting, “Charging System - Test” for the
zeroed. Clamp the current probe or an ammeter
correct procedure.
around the ground cable. Clamp the tool with
the positive side away from the battery. Record 7. Turn the keyswitch to the OFF position.
the value of the electrical current.
a. Connect a current probe or an ammeter to a
b. The current value is below 2 amperes. Go to digital multimeter. Ensure that the probe is
step 4.d. zeroed. Clamp the current probe or an ammeter
around the “B+” cable. Clamp the tool with the
c. The current value is above 2 amperes. Go to
positive side away from the battery. Record the
step 7.
value of the electrical current.
d. Remove the ground cable from the battery b. The current is less than two amperes. Go to
terminal. For systems with four batteries or 12 V step 7.d.
systems with two batteries, disconnect the
ground cables from both negative batteries. c. The current is more than two amperes. There is
an internal problem with the alternator. Replace
e. Connect an ammeter between the disconnected the alternator. Refer to Disassembly and
battery ground cable and one of the negative Assembly, “Alternator - Remove and Install” for
battery terminals. Connect the red lead to the the correct procedure.
cable. Connect the black lead to the terminal on
the battery. If a multimeter is used for the test d. Disconnect the wire for “B+” terminal from the
use the ten amp connections to avoid damage. alternator. Connect the red lead of the
multimeter to the wire for the “B+” terminal.
f. The current is below 0.05 amperes. The Connect the black lead of the multimeter to the
charging system is currently good. The fault is “B+” terminal on the alternator. Set the
possibly an intermittent draw in the system. The multimeter to ten amp. Record the value of the
batteries may be faulty. Check that no electrical current.
accessories were on during the test.

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 89
Electrical System

e. The current is below 0.015 amperes. The

alternator is operating correctly. There is an
electrical load on the machine. Go to step 8. Never disconnect any charging unit circuit or bat-
tery circuit cable from the battery when the charg-
f. The current is above 0.015 amperes. There is ing unit is operated. A spark can cause an
an internal fault with the alternator. Replace the explosion from the flammable vapor mixture of
alternator. Refer to Disassembly and Assembly, hydrogen and oxygen that is released from the
“Alternator - Remove and Install” for the correct electrolyte through the battery outlets. Injury to
personnel can be the result.
procedure.
8. Turn off all electrical accessories. Turn the
The battery circuit is an electrical load on the
keyswitch to the OFF position. charging unit. The load is variable because of the
condition of the charge in the battery.
a. Connect a current probe or an ammeter to a
digital multimeter. Ensure that the probe is NOTICE
zeroed. Clamp the current probe or an ammeter The charging unit will be damaged if the connections
to the main ground cable. Clamp the tool with between the battery and the charging unit are broken
the positive side away from the battery. while the battery is being charged. Damage occurs
because the load from the battery is lost and because
b. Monitor the current and remove the fuses and there is an increase in charging voltage. High voltage
circuit breakers one at a time. Check the current will damage the charging unit, the regulator, and oth-
er electrical components.
after each fuses or each of the circuit breakers
are removed. After removing a fuse and
checking the current, replace the fuse. Start with The correct procedures to test the battery can be
the main fuses and proceed to the smaller found in the manual that is supplied by the OEM.
circuits.
i06260318
c. If removing a fuse causes a current drop, then
the problem is within that circuit. Charging System - Test
d. Check if any components on the circuit are on.

e. If all components are switched off, disconnect The condition of charge in the battery at each regular
electrical components on that circuit one at a inspection will show if the charging system is
time and monitor the current. operating correctly. An adjustment is necessary when
the battery is constantly in a low condition of charge
f. After all components on the circuit have been or a large amount of water is needed. A large amount
disconnected, check the current. If the problem of water would be more than 28 mL (1 oz) per cell
per week or per every 100 service hours. There are
still exists, check the wiring for corrosion. Check no adjustments on maintenance free batteries.
if there is a short to ground.
When it is possible, make a test of the charging unit
Note: The standard current is 0.05 amperes. A and voltage regulator on the engine, and use wiring
current value above this figure usually indicates a and components that are a permanent part of the
problem. However, some large machines with system. Off-engine testing or bench testing will give a
multiple control modules have a higher acceptable test of the charging unit and voltage regulator
limit. operation. This testing will give an indication of
needed repair. After repairs are made, perform a test
i01899136 in order to prove that the units have been repaired to
the original condition of operation.
Battery - Test Alternator
The charging rate of the alternator should be
checked when an alternator is charging the battery
Most of the tests of the electrical system can be done too much or not charging the battery enough.
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.

This document has been printed from SPI2. NOT FOR RESALE
 90 UENR0623-02
Electrical System

Alternator output should be 28 ± 1 V on a 24 V Table 15 shows the maximum acceptable loss of

system and 14 ± 0.5 V on a 12 V system. No voltage in the battery circuit. The battery circuit
adjustment can be made in order to change the rate supplies high current to the starting motor. The
of charge on the alternator regulators. If the rate of values in the table are for engines which have service
charge is not correct, a replacement of the regulator of 2000 hours or more. The voltage drop for new
is necessary. For individual alternator output, refer to machines is less than the voltage shown in table 15 .
Specifications, “Alternator”. Table 15
Maximum Acceptable Voltage Drop In The Starting Motor Cir-
i04371153
cuit During Cranking

V-Belt - Test Circuit 12 V System 24 V System

Battery post “-” to the 0.7 V 1.4 V

starting motor terminal “-”

Drop across the discon- 0.5 V 1.0 V

NOTICE
Ensure that the engine is stopped before any servic- nect switch
ing or repair is performed. Battery post “+” to the ter- 8 to 10 V 16 to 20 V
minal of the starting mo-
To maximize the engine performance, inspect the tor solenoid “+”
poly v-belt for wear and for cracking. Replace the
poly v-belt if the belt is worn or damaged. Solenoid terminal “Bat” to 0.4 V 0.8 V
the solenoid terminal
• Check the poly v-belt for cracks, splits, glazing, “Mtr”
grease, displacement of the cord and evidence of
fluid contamination. Voltage drops that are greater than the amounts in
table 15 are caused most often by the following
The poly v-belt must be replaced if the following conditions:
conditions are present.
• Loose connections
• The poly v-belt has a crack in more than one rib.
• Corroded connections
• More than one section of the poly v-belt is
displaced in one rib of a maximum length of • Faulty switch contacts
50.8 mm (2 inch).
To replace the poly v-belt, refer to Operation and Diagnosis Procedures
Maintenance Manual, “Alternator and Fan Belts - The procedures for diagnosing the starting motor are
Replace”. intended to help the technician determine if a starting
motor needs to be replaced or repaired. The
i03923009 procedures are not intended to cover all possible
problems and conditions. The procedures serve only
Electric Starting System - Test as a guide.

NOTICE
If equipped with electric start, do not crank the engine
for more than 30 seconds. Allow the starter to cool for
General Information two minutes before cranking again.
Power which is available during cranking varies
according to the temperature and condition of the Never turn the disconnect switch off while the engine
batteries. Table 14 shows the voltages which are is running. Serious damage to the electrical system
expected from a battery at the various temperature can result.
ranges.
Table 14
Typical Voltage Of Electrical System During Cranking At Vari-
ous Ambient Temperatures

Temperature 12 V System 24 V System

−23 to −7°C 6 to 8 V 12 to 16 V
(−10 to 20°F)

−7 to 10°C (20 to 50°F) 7 to 9 V 14 to 18 V

10 to 27°C (50 to 80°F) 8 to 10 V 16 to 24 V

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 91
Electrical System

Illustration 77 g00584419
Typical 24 V starting circuit
(1) Test point (4) Test point (W) Pull-in coil
(2) Test point (5) Test point
(3) Test point (X) Hold-in coil

Diagnosis Procedure for 12 V 4 kW Test” for the correct procedure.

Starting Motor Note: Low battery voltage can be caused by the
condition of the battery or a shorted starting motor.
If the starting motor does not crank or cranks slow,
perform the following procedure: 3. Measure the current that is sent to the T31
1. Perform a visual check on the starting motor and terminal on the starting motor solenoid from the
the circuit. Record any appropriate observations. positive post of the battery with a suitable
ammeter. The maximum current that flows to the
• Ensure that all cables and connections are T31 terminal should be equal to 1000 amp or the
clean and tight. maximum current that flows to the solenoid should
be less than 1000 amp.
• Ensure that any lead wires are not shorted.
If the current is too great, a problem exists in the
2. Measure the voltage of the battery. starting motor. Replace the starting motor.
Measure the voltage across the battery posts with Note: If the following conditions exist, do not perform
the multimeter when you are cranking the engine the test in step 3 because the starting motor has a
or attempting to crank the engine. Do not measure problem.
the voltage across the cable post clamps.
• The voltage at the battery post is within 2 volts
a. If the voltage is equal to or greater than the of the lowest value in the applicable
voltage in table 14 , then go to step 3. temperature range of table 14 .
b. The battery voltage is less than the voltage in • The large starting motor cables get hot.
table 14 . Test the battery. Refer to Systems
Operation, Testing, and Adjusting, “Battery -

This document has been printed from SPI2. NOT FOR RESALE
 92 UENR0623-02
Electrical System

4. Measure the starting motor voltage from test point Diagnosis Procedure for 24 V 5.5 kW
(4) to test point (5) with a suitable multimeter. Starting Motor
a. Use the multimeter in order to measure the If the starting motor does not crank or cranks slow,
voltage of the starting motor, when you are perform the following procedure:
cranking or attempting to crank the engine.
1. Perform a visual check of the starting motor and
b. If the voltage is equal to or greater than the the circuit. Record any appropriate observations.
voltage that is given in table 14 , then the battery
and the starting motor cable that goes to the • Ensure that all cables and connections are
starting motor are within specifications. Go to clean and tight.
step 6.
• Ensure that any lead wires are not shorted.
c. The starting motor voltage is less than the
2. Measure the voltage of the battery.
voltage specified in table 14 . The voltage drop
between the battery and the starting motor is too Measure the voltage across the battery posts with
great. Go to step 5. the multimeter when you are cranking the engine
or attempting to crank the engine. Do not measure
5. Measure the voltage. the voltage across the cable post clamps.
a. Measure the voltage drops in the cranking a. If the voltage is equal to or greater than the
circuits with the multimeter. Compare the results voltage in table 14 , then go to step 3.
with the voltage drops which are allowed in table
15 . b. The battery voltage is less than the voltage in
table 14 . Test the battery. Refer to Systems
b. Voltage drops are equal to the voltage drops Operation, Testing, and Adjusting, “Battery -
that are given in table 15 or the voltage drops Test” for the correct procedure.
are less than the voltage drops that are given in
table 15 . Go to step 6 in order to check the Note: Low battery voltage can be caused by the
engine. condition of the battery or a shorted starting motor.

c. The voltage drops are greater than the voltage 3. Measure the current that is sent to the T31
drops that are given in table 15 . The faulty terminal on the starting motor solenoid from the
component should be repaired or replaced. positive post of the battery with a suitable
ammeter. The maximum current that flows to the
6. Rotate the crankshaft by hand in order to ensure T31 terminal should be equal to 600 amp or the
that the crankshaft is not stuck. Check the oil maximum current that flows to the solenoid should
viscosity and any external loads that could affect be less than 600 amp.
the engine rotation.
If the current is too great, a problem exists in the
a. If the crankshaft is stuck or difficult to turn, starting motor. Replace the starting motor.
repair the engine.
Note: If the following conditions exist, do not perform
b. If the engine is not difficult to turn, go to step 7. the test in step 3 because the starting motor has a
problem.
7. Attempt to crank the starting motor.
• The voltage at the battery post is within 2 volts
a. The starting motor cranks slowly. of the lowest value in the applicable
Remove the starting motor for repair or temperature range of table 14 .
replacement.
• The large starting motor cables get hot.
b. The starting motor does not crank.
4. Measure the starting motor voltage from test point
Check for the blocked engagement of the (4) to test point (5) with a suitable multimeter.
pinion gear and flywheel ring gear.
a. Use the multimeter in order to measure the
Note: Blocked engagement and open solenoid voltage of the starting motor, when you are
contacts will give the same electrical symptoms. cranking or attempting to crank the engine.

b. If the voltage is equal to or greater than the

voltage that is given in table 14 , then the battery

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 93
Electrical System

and the starting motor cable that goes to the

starting motor are within specifications. Go to
step 6.

c. The starting motor voltage is less than the

voltage specified in table 14 . The voltage drop
between the battery and the starting motor is too
great. Go to step 5.
5. Measure the voltage.

a. Measure the voltage drops in the cranking

circuits with the multimeter. Compare the results
with the voltage drops which are allowed in table
15 .
b. Voltage drops are equal to the voltage drops
that are given in table 15 or the voltage drops
are less than the voltage drops that are given in
table 15 . Go to step 6 in order to check the
engine.

c. The voltage drops are greater than the voltage

drops that are given in table 15 . The faulty
component should be repaired or replaced.
6. Rotate the crankshaft by hand in order to ensure
that the crankshaft is not stuck. Check the oil
viscosity and any external loads that could affect
the engine rotation.

a. If the crankshaft is stuck or difficult to turn,

repair the engine.

b. If the engine is not difficult to turn, go to step 7.

7. Attempt to crank the starting motor.

a. The starting motor cranks slowly.

Remove the starting motor for repair or
replacement.

b. The starting motor does not crank.

Check for the blocked engagement of the
pinion gear and flywheel ring gear.
Note: Blocked engagement and open solenoid
contacts will give the same electrical symptoms.

This document has been printed from SPI2. NOT FOR RESALE
 94 UENR0623-02
Index Section

Index
A Starting Motor..................................................21
Electronic Control System....................................31
Air in Fuel - Test ..................................................55 Diagnostic Codes.............................................39
Air Inlet and Exhaust System ......................... 12, 64 ECM ...............................................................38
Crankcase Breather .........................................16 Introduction .....................................................31
Turbocharger...................................................15 Pressure Sensors ............................................42
Valve System Components...............................16 Sensor Locations for the Clean Emissions
Air Inlet and Exhaust System - Inspect ..................64 Module ..........................................................38
Alternator - Test...................................................87 Sensor Locations for the Engine .......................32
Speed/Timing Sensors .....................................40
B Temperature Sensors.......................................44
Engine Oil Cooler - Inspect ..................................77
Basic Engine................................................... 9, 79 Engine Oil Pressure - Test ...................................73
Camshaft ........................................................ 11 High Oil Pressure.............................................73
Crankshaft ......................................................10 Low Oil Pressure .............................................73
Cylinder Block ...................................................9 Engine Oil Pump - Inspect....................................73
Cylinder Head....................................................9 Engine Operation ..................................................9
Gears and Timing Gear Case ........................... 11 Engine Valve Lash - Inspect .................................69
Introduction .......................................................9 Valve Lash Check ............................................70
Pistons, Rings, and Connecting rods .................10 Excessive Bearing Wear - Inspect ........................73
Battery - Test ......................................................89 Excessive Engine Oil Consumption - Inspect.........73
Engine Oil Leaks into the Combustion Area of the
Cylinders .......................................................73
C Engine Oil Leaks on the Outside of the Engine ...73
Charging System - Test .......................................89 Exhaust Cooler (NRS) - Test ................................67
Alternator ........................................................89
Clean Emissions Module .....................................17 F
Cleanliness of Fuel System Components ..............22
Cleanliness of the Engine .................................22 Finding Top Center Position for No. 1 Piston..........57
Environment ....................................................22 Flywheel - Inspect ...............................................82
New Components ............................................22 Alignment of the Flywheel Face ........................83
Refueling ........................................................22 Flywheel Runout..............................................83
Compression - Test .............................................69 Flywheel Housing - Inspect ..................................83
Connecting Rod - Inspect.....................................80 Alignment of the Flywheel Housing....................84
Cooling System............................................. 19, 75 Concentricity of the Flywheel Housing ...............83
Coolant Flow ...................................................20 Fuel Injection ......................................................23
Introduction .....................................................19 Components of the Fuel Injection System ..........26
Cooling System - Check ......................................75 Fuel Injectors...................................................30
Engine And Cooling System Heat Problems.......75 Fuel Manifold...................................................30
Cooling System - Inspect .....................................75 Fuel Pump Assembly .......................................27
Visual Inspection Of The Cooling System ..........75 High Pressure Fuel System ..............................26
Cooling System - Test..........................................76 Introduction .....................................................23
Checking the Filler Cap ....................................76 Primary Filter/Water Separator..........................27
Making the Correct Antifreeze Mixtures .............76 Secondary Fuel Filter .......................................27
Testing The Radiator And Cooling System For Fuel Injection Timing - Check ...............................57
Leaks ............................................................77 Fuel Quality - Test ...............................................58
Crankshaft Pulley - Check....................................85 Fuel System .......................................................55
Cylinder Block - Inspect .......................................80 Fuel System - Inspect ..........................................55
Cylinder Head - Inspect .......................................81 Fuel System - Prime ............................................59
Fuel System Pressure - Test ................................60
D
G
Diesel Particulate Filter - Clean ............................68
Cleaning Procedure .........................................68 Gear Group - Inspect ...........................................85
Reset the Engine Ash Model.............................68 Gear Group (Front) - Time ...................................63
General Information ..............................................4
Glossary of Electronic Control Terms ....................49
E
Electric Starting System - Test..............................90 I
Diagnosis Procedures ......................................90
General Information .........................................90 Important Safety Information ..................................2
Electrical System .......................................... 21, 87 Increased Engine Oil Temperature - Inspect ..........74
Alternator ........................................................21 Introduction ..........................................................4

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623-02 95
Index Section

L
Lubrication System........................................ 21, 73

P
Piston Height - Inspect.........................................81
Piston Ring Groove - Inspect................................79
Inspect the Clearance of the Piston Ring ...........80
Inspect the Piston and the Piston Rings .............79
Inspect the Piston Ring End Gap.......................80
Position the Valve Mechanism Before
Maintenance Procedures ...................................79
Power Sources ...................................................45
ECM Power Supply..........................................46
Introduction .....................................................45
Power supply for the Glow plugs .......................49
Power Supply for the Pressure Sensors.............47

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

T
Table of Contents ..................................................3
Testing and Adjusting Section ..............................55
Turbocharger - Inspect ........................................64
Inspection of the Compressor and the Compressor
Housing.........................................................65
Inspection of the Turbine Wheel and the Turbine
Housing.........................................................65
Inspection of the Wastegate..............................66

V
V-Belt - Test ........................................................90
Valve Depth - Inspect...........................................71
Valve Guide - Inspect...........................................71

W
Water Pump - Inspect ..........................................78
Water Temperature Regulator - Test .....................78

This document has been printed from SPI2. NOT FOR RESALE
 UENR0623
©2016 Perkins Engines Company Limited
All Rights Reserved

96 June 2016

This document has been printed from SPI2. NOT FOR RESALE