REN.WD615.62/87/69/47.

01

The Repair Manual of WD615 Euro II

Engine

03.2014 WD615.62/87/69/47
1st Edition -English-
 REN.WD615.62/87/69/47.01

WD615 Euro II Engine

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PREFACE
This manual provides assistance in performing repairs correctly on vehicles and units and
reflects the known technical situation appertaining at the copy deadline.

This publication assumes that persons who use it possess the requisite technical
knowledge in repairing vehicles and units.

Pictures and the corresponding descriptions are typical one-time representations; they do
not always correspond to the unit to be repaired or its peripherals.

The repair jobs are divided up into sections and subsections. Each subsection starts with
a page of jobs to do in advance. The jobs to do in advance contain a summary of the main
prerequisites for the repair section in question. The detailed description of work can follow
the jobs to do in advance. Only the tightening torques for screw/bolt connections which
deviate from the standard are indicated in the repair sections.

Important instructions concerning technical safety and the safety of personnel are
specifically highlighted, as indicated below.

CAUTION
Type and source of danger
• Refers to working and operating procedures which must be followed exactly
in order to avoid exposing people to risk.

WARNING
Type and source of danger
• Refers to working and operating procedures which must be followed exactly
in order to avoid serious or irreparable damage to property.

NOTE
An explanatory note which is useful for understanding the working or
operating procedure to be performed.

Comply with general safety regulations when performing any repair work.

PRINTER'S IMPRINT
Reprinting, copying or translation, even of extracts, is not allowed without the written
approval of SINOTRUK. All rights under the copyright law are strictly reserved by
SINOTRUK. If any changes or modifications are made without the written approval of
SINOTRUK then SINOTRUK shall not be liable for any material defects attributable to the
unauthorized changes or modifications. SINOTRUK is not liable for any damage
attributable to unauthorized changes or modifications.
Content Page

1. INTRODUCTION ............................................................................................................. 4
1.1 SAFETY INSTRUCTIONS ..................................................................................... 4

2. Structure and Working Principle of Diesel Engine .................................................. 14

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2.1 Working Principle of Diesel Engine ...................................................................... 14

2.1.1 Terms .......................................................................................................... 14
2.1.2 Working Cycle of Engine ............................................................................ 15
2.1.3 Expansion Sequence ................................................................................. 16
2.2 Structure of Diesel Engine .................................................................................... 16
2.2.1 Crank Connecting Rod Mechanism ........................................................... 17
2.2.2 Air Distribution Mechanism ........................................................................ 21
2.2.3 Fuel Supply System ................................................................................... 25
2.2.4 Lubrication System..................................................................................... 28
2.2.5 Cooling System .......................................................................................... 30
2.2.6 Intake and Exhaust System ....................................................................... 33
2.2.7 Starting System .......................................................................................... 36

3. Assembling of WD615 Euro II Series Diesel Engine ................................................ 38

4. Troubleshooting of Euro Engine ................................................................................ 64

4.1 General ................................................................................................................. 64
4.2 Failure of Starting ................................................................................................. 65
4.2.1 Circuit Problems: ........................................................................................ 65
4.2.2 Fuel System: .............................................................................................. 66
4.2.3 Advance Angle ........................................................................................... 69
4.2.4 Exhaust Butterfly Valve .............................................................................. 70
4.3Premature Abrasion .............................................................................................. 71
4.4 Too Low Pressure of Engine Oil ........................................................................... 73
4.5 Mixture of Oil and Water ....................................................................................... 78
4.6 Power Deficiency .................................................................................................. 81
4.6.1 Problem of Oil Circuit ................................................................................. 81
4.6.2 Intake and Exhaust System ....................................................................... 82
4.6.3 Crank Connecting Rod Structure ............................................................... 83
4.6.4 Advance Angle ........................................................................................... 84
4.6.5 Complete Vehicle System .......................................................................... 84
4.7 High Water Temperature in Engine ...................................................................... 85
4.7.1 Water Circuit............................................................................................... 85
4.7.2 Others......................................................................................................... 87
4.8 Water Return of Engine ........................................................................................ 90
4.8.1 Cooling System .......................................................................................... 90
4.8.2 Others......................................................................................................... 91
4.9 Diesel on Oil Pan .................................................................................................. 92
4.10 Black Smokes ..................................................................................................... 93
4.11 White Smokes..................................................................................................... 96
4.12 Blue Smokes ...................................................................................................... 98
4.13 Serious Consumption of Engine Oil ................................................................. 101

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1. INTRODUCTION

1.1 SAFETY INSTRUCTIONS

General

Only trained personnel are allowed to perform operating, maintenance and repair work on
trucks, buses and coaches.

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

major topics, which must be complied with. The intention is to provide the knowledge
needed to avoid accidents which could lead to injury, damage and environmental pollution.
Please note that these are merely brief extracts taken from various accident prevention
regulations. Of course, all other safety regulations must be followed and the necessary
measures must be taken.

Additional references to danger are contained in the instructions at points where there is a
potential danger.

Accidents may happen in spite of all precautionary measures having been taken. In such
an eventuality, obtain immediate medical assistance from a doctor. This is particularly
important if the accident involves skin contact with corrosive acid, fuel penetration under
the skin, scalding by hot oil, antifreeze spraying into eyes, crushing of limbs etc.

1. Regulations for preventing accidents leading to injury to personnel

Checking, setting and repair work

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

Working on the brake system

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

Working on vehicles with compressed natural gas (CNG) system

-Vehicles with a defective compressed natural gas system may not be brought into the

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

Working on the compressed natural gas (CNG) system

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

Operating the engine

-Only authorized personnel are permitted to start and operate an engine.
-Do not approach moving part of a running engine too closely and do not wear baggy
clothing. Use an extractor system if working in enclosed spaces.
-Danger of burns when working on engines at operating temperature.
-Danger of scalding when opening the hot cooling circuit.

Suspended loads
-People are not allowed to stand below suspended loads.
-Only use suitable lifting and gear that is in perfect working order. Use lifting devices with
sufficient load-carrying capacity.

Attachments and special bodies

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

Working on high-pressure lines

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

Checking injector nozzles

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-Wear suitable protective equipment.

-Do not hold any part of your body under the jet of fuel when checking the injector nozzles.
-Do not inhale fuel vapours. Ensure that there is adequate ventilation.

Working on the vehicle electrical system

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

Be careful as battery gases are explosive!

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

Caution! Battery acid is poisonous and corrosive!

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

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ignition is switched off!

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

Working on plastic tubes–Danger of damage and fire!

-Mechanical or thermal loading of plastic tubes is not permitted.

Painting
-If paint spraying is to be carried out, do not expose the electronic components to high
temperatures (max. 95℃) for more than brief periods; a time of up to 2 hours is
permissible at a maximum of 85℃. Disconnect the batteries.

Painting of screw connections in the high-pressure section of the injection system is not
permitted. Risk of dirt ingress in the event of repairs.

Working with the cab tilted

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

Working on the air-conditioning system

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

Working on the independent heater

-Before commencing work, switch off the heater and allow all hot components to cool
down.
-Ensure that suitable collecting containers are available and no sources of ignition are

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present when working on the fuel system.

-Keep suitable fire extinguishing equipment nearby and within easy reach!
-The heater may not be operated in enclosed areas such as garages or workshops unless
an extractor system is used.

2. Notes on preventing damage and premature wear on units

General
-Units are only designed for their specified purpose - defined by the manufacturer
(designated use): Any other use is classified as not in accordance with the designated
use. The manufacturer is not liable for damage caused as a result of such other use. In
the event of such other use, the user alone bears the risk.
-Designated use also includes compliance with the operating, maintenance and repair
conditions specified by the manufacturer.
-The unit may only be used, maintained and repaired by persons who are familiar with it
and are fully aware of the risks.
-Arbitrary changes to the engine mean that the manufacturer is no longer responsible for
any damage incurred as a result of such changes.
-Similarly, tampering with the injection and control system can affect the unit’s
performance and exhaust-gas characteristics. This means that compliance with the
statutory environmental requirements is no longer assured.
-If malfunctions occur, determine the cause and remedy the problem immediately.
-Clean units thoroughly before repairs, ensuring that all openings where dirt is not allowed
to enter for safety or functioning reasons are closed.
-Never run a unit dry, in other words always make sure that it has been filled with oil
before running it.
-Never run engines without coolant.
-Apply a suitable information sign to units that are not ready to be operated.
-Comply with the specified maintenance intervals.
-Do not fill engine/gear oil above the maximum level mark. Do not exceed the maximum
permitted operational tilt.

3. Limited liability for parts and accessories

General
Only use accessories and genuine SINOTRUK parts that have been expressly approved
by SINOTRUK.

4. Regulations for avoiding injury and environmental contamination

Health protection precautions

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

Service products and excipients

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Do not use food or drink containers for draining and storing service products or excipients.
Comply with local-authority regulations when disposing of service products and
excipients.

Coolant
Treat undiluted antifreeze as hazardous waste. Follow the instructions issued by the
relevant local authority when disposing of used coolant (mixture of antifreeze and water).

Cleaning the cooling circuit

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

Cleaning the filter insert

When blowing compressed air through the filter insert, make sure the filter dust is
collected by a vacuum or is blown into a dust collection bag. Otherwise, use a respiratory
protection mask. Wear suitable rubber gloves or use a skin barrier cream when washing
out the insert, because cleaning agents have aggressive grease-dissolving
characteristics.

Engine/gear oil, filter cartridges, inserts and box-type filters, desiccant cartridges
Filter inserts, cartridges and box-type filters (oil and fuel filters, desiccant cartridges for the
air dryer) are classified as hazardous waste. Comply with local-authority regulations when
disposing of the above parts.

Used engine/gear oil

Lengthy or repeated skin contact with any type of engine/gear oil removes grease from
the skin. This can cause dry skin, irritation or skin inflammation. In addition to these
hazards, used engine oil contains dangerous materials which can trigger dangerous skin
diseases. Wear gloves, especially when changing the oil.

Handling AdBlue®
AdBlue® is a synthetically manufactured 32.5% urea/water solution that is used as an
NOx reduction additive for diesel engines with SCR catalytic converter. AdBlue® is not a
hazardous substance but does decompose into ammonium hydroxide and carbon dioxide
when stored for prolonged periods. Ensure good ventilation in the workplace when
working on the AdBlue® system. Do not eat, drink or smoke in the workplace. Avoid skin
and eye contact with AdBlue®, thoroughly wash your hands and use a skin protection
cream before taking breaks and before finishing work. If your skin comes into contact with
AdBlue®, wash the skin using water and a skin cleaner, change out of dirty clothes
immediately. If the skin is irritated, consult a doctor. If AdBlue® gets into your eyes, rinse
your eyes with water or an eye-rinsing products for at least 10 minutes, keeping your
eyelids open. Remove any contact lenses beforehand. If symptoms persist, consult a
doctor. If AdBlue® is swallowed, consult a doctor immediately. Store AdBlue® containers
closed in liquid-tight storage areas. The storage temperature must not exceed 25℃. Soak
up leaked or spilt AdBlue® using binding agent and dispose of in the correct manner.

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

General
-A jet of fuel can cut through the skin. Risk of fire due to fuel atomization.
-Never undo the screwed connections on the fuel high-pressure side of the common-rail
system when the engine is running (high-pressure line from the high-pressure pump
to/on the rail and on the cylinder head to the injector). When the engine is running, the
lines are constantly carrying fuel under a pressure of 1800bar or more. Before the screw
connections are opened, wait at least one minute until depressurization has occurred,
using EOL to check the depressurization on the rail as necessary.
-Avoid standing near the running engine.
-Do not touch the live parts at the injector electrical connection when engine is running.
-Any changes to the original wiring can lead to the limit values specified in pacemaker
regulations being exceeded. Examples of such changes include non-twisted injector
wiring or the addition of the test box (contact box).
-There is no danger to operators and persons wearing a pacemaker if units with
SINOTRUK common-rail engines are used for their intended, i.e. approved, purpose.
-A jet of fuel can cut through the skin. Risk of fire due to fuel atomization.
-Never undo the screwed connections on the fuel high-pressure side of the common rail
system whilst the engine is running (injection line from the high-pressure pump to/on the
rail and on the cylinder head to the injector).
-Avoid standing near the running engine.
-When the engine is running, the lines are constantly carrying fuel under a pressure of
1800 bar or more.
-Before opening the screwed connections, wait for at least one minute so that the system
can be depressurized.
-If necessary, use SINOTRUK to check that the pressure in the rail has dissipated.
-Do not touch the live parts at the injector electrical connection when the engine is
running.

Danger of damage due to dirt ingress

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

Before commencing work on the clean side

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

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as paint chippings and insulating material.

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

After opening the clean side

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

Danger of damage due to dirt ingress

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

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high-pressure connection hole is facing downwards.

-Remove the rail connections by unscrewing their union nuts.
-Clean the injector hole in the cylinder head.

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

General information
The units have an electronic control system that monitors the unit as well as itself
(self-diagnosis).

As soon as a malfunction occurs, the malfunction is evaluated and one of the following
measures is implemented automatically:

-Output of a fault message with fault code.

-Switchover to suitable default functions for further operation, albeit with restrictions. Have
malfunctions remedied by SINOTRUK after-sales immediately.
-If EOL is used, the fault code is output directly.

7. Installation instructions

Installation of piping
-Mechanical deformation of piping is not permitted when performing installation work-risk
of fracture!

Installation of gaskets
-Only use genuine SINOTRUK seals
-Make sure the surfaces to be sealed are undamaged and clean.
-Do not use adhesives or sealing compounds. If necessary, to facilitate installation, use a
little grease to stick the seal to the part to be mounted.
-Tighten the bolts evenly to the specified tightening torque.

Installation of O-rings
-Only use genuine SINOTRUK O-rings.
-Make sure the surfaces to be sealed are undamaged and clean.

Engine overhaul
-A range of very different factors affect the engine service life. It is therefore not possible to
indicate the exact number of operating hours or miles before a major overhaul is due.
-In our judgment, it is not advisable to open an engine or perform a major overhaul if the
engine has good compression values and the following operating values have not
changed significantly since they were measured and taken during the initial start-up:
-Charge pressure
-Exhaust temperature
-Coolant and lubricating oil temperature
-Oil pressure and oil consumption
-Smoke characteristics

The following criteria have a major influence on the engine service life:
-Correct power setting for the application type

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-Correct installation
-Approval of the installation by authorized personnel
-Regular maintenance as per the maintenance schedule

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2. Structure and Working Principle of Diesel Engine

2.1 Working Principle of Diesel Engine

Engine is the power source of automobile, which changes the energy in certain form into
the mechanical energy. The engine for automobile is a device which converts the thermal
energy into the mechanical energy. As the combustion is carried out inside the engine (i.e.
in the cylinder), the engine is also called internal combustion engine.

As for combustion modes, there are two kinds of internal combustion engines, i.e. spark
ignition engine (gasoline engine) and compression ignition engine (diesel engine). For the
spark ignition engine, the gasoline and air are mixed at first, and then spark ignition is
carried out at the proper time; for the diesel engine, the diesel oil is injected into
combustion chamber in time and then mixed with air, so that the automatic combustion
can be carried out with the help of high temperature arising from compression.

With high performance on compression and power, the diesel engines are extensively
applied to heavy-duty trucks.

Fig. 2-1 WD615 Series Engine

2.1.1 Terms
1. Top Dead Center: The position where the piston top is located in cylinder when the
piston is set at the outmost position away from the slewing center of crankshaft, namely
when the piston is set at the highest position.

2. Bottom Dead Center: The position where the piston top is located in cylinder when the
piston is set at the nearest position away from the slewing center of crankshaft, namely
when the piston is set at the lowest position.

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3. Stroke: It means the movement of piston from one dead center to the other dead
center for one time.

4. Stroke of Piston:It means the distance of piston movement from one dead center to
the other dead center. Usually, it is expressed as the letter “S”. During one circle of
rotation of crankshaft, the piston will reciprocate in the cylinder for 2 strokes.

5. Cylinder Capacity: It means the room formed by movement of piston from top
dead center to bottom dead center. The capacity of multi-cylinder engine is the
capacity sum of all cylinders. The engine capacity (also called displacement)
indicates the capacity sum of all engine cylinders.

6. Capacity of Combustion Chamber: The room above piston top when the piston
is located at top dead center is called combustion chamber. The capacity of this room
is called capacity of combustion chamber.

7. Total Capacity of Cylinder: It means the room of all cylinders above piston top
(namely the capacity sum of cylinder and combustion chamber) when the piston is
located at bottom dead center.

8. Compression Ratio: It means the ratio of capacity sum of cylinders to capacity of

combustion chamber. It indicates the degree of gas compression in cylinder when the
piston is moving from bottom dead center to top dead center. At present, the
prevalent compression ratio of diesel engine is 16~21.

2.1.2 Working Cycle of Engine

The working course of engine is composed of 4 continuous
processes, namely intake stroke, compression stroke,
expansion stroke and exhaust stroke, and such a complete
working course is called as a working cycle. To make the
engine run constantly, the working cycle must be carried out
repeatedly. During a working cycle, if the crankshaft rotates
for two circles and the piston reciprocates for two times to
cover four strokes, such an engine is called four-stroke
Fig. 2-2 Schematic Diagram of
engine. While during one working cycle, if the crankshaft
rotates for one circle and the piston reciprocates for one time to two strokes, such an
engine is called two-stroke engine. The working cycle of four-stroke engine is shown
as follows:

1. Intake Stroke: During it, the piston moves from top dead center to bottom dead
center, the capacity above the piston is increased, the pressure in cylinder becomes
lower than the atmospheric pressure and the pressed air is compressed into cylinder
promptly. At the same time, the intake valve is opened and the exhaust valve is
closed. When the piston arrives at the bottom dead center, the intake valve is closed
and the air intake terminates.

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2. Compression Stroke: When the piston arrives at the bottom dead center, the
crankshaft will continue rotating under the effect of inertia force of flywheel and the
piston can move upwards from bottom dead center. At the same time, the intake and
exhaust valves are closed and the air in cylinder is compressed into the combustion
chamber. When the piston arrives at the top dead center, the compression stroke
completes. The air pressure in cylinder will be about 2,800~2,600kpa.

3. Expansion Stroke: When the “compression stoke” finishes, the diesel oil is injected
into the cylinder by the injector, the compressed combustible air mixture burns
immediately, and the temperature as well as the pressure in cylinder increases
sharply. The piston is driven by the gas pressure to move downwards and make the
crankshaft rotate to carry out expansion through connecting rod. As the piston moves
downwards, the pressure and temperature of gas decrease. When the piston arrives
at the bottom dead center, the expansion stroke terminates.

4. Exhaust Stroke: During this course, the piston moves upwards from bottom dead
center, the exhaust valve is opened, and the waste gas is exhausted from cylinder
under the effect of residual pressure of itself and upward movement of piston. When
the piston arrives at the top dead center, the exhaust valve is closed and the exhaust
stroke terminates.

2.1.3 Expansion Sequence

When the crankshaft rotates for two circles, each cylinder will execute expansion for
one time. As WD615 Series diesel engine for heavy-duty truck has six cylinders. To
secure the stable operation of engine, the crankshaft has been specially designed
and enables each cylinder to execute expansion at different times. The expansion
sequence of six-cylinder four-stoke engine is 1-5-3-6-2-4.

2.2 Structure of Diesel Engine

The WD615 Series diesel engine for heavy-duty truck can sufficiently meet the power
requirements of 91 Series truck of corresponding tonnage as well as the requirements of
other purposes such as engineering machinery. It is also featured by compact structure,
fine rigidity, reliable operation, long service life, good performance and well economical
efficiency.

The structure features of diesel engine are summarized as follows:

a. One cylinder head matches with one cylinder, which is good for reliable operation
and convenient removal.

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b. The oil injection pump is set at the left side (seen from the free end of engine),
which is good for arrangement on vehicle.

c. The built-in oil cooler is applied, working safely and reliably.

d. The turbocharger is set at the rear position, the arrangement is compact and the
difference between overall dimensions of engine models of this series is small.

e. All engines of this series are six-cylinder in-line engines, which are highly
interchangeable and convenient for complete vehicle assembly.

The engine for automobile is mainly composed of crank connecting rod mechanism,
distribution mechanism, fuel supply system, lubrication system, intake/exhaust system
and starting system. The details are introduced below.

2.2.1 Crank Connecting Rod Mechanism

The crank connecting rod mechanism is used to transfer the reciprocating movement
of piston to rotary movement of crankshaft and output the power from engine. (i.e.
convert the thermal energy into the mechanical energy). It is mainly under the effect
of three forces: 1. acting force of gas combustion; 2. inertia force and centrifugal force
arising from reciprocating movement; 3. friction resistance.

The crank connecting rod mechanism consists of crankcase assembly, piston &
connecting rod assembly and crankshaft flywheel assembly, which are shown in the
following figure:

Fig. 2-3 Piston and Connecting Rod Assembly and Crankshaft Flywheel Assembly

1. Piston; 2. Piston pin; 3. Piston snap ring; 4. Trapezoidal ring; 5. Conical surface ring; 6.
Oil ring; 7. Connecting rod; 8. Connecting rod big end; 9. Connecting rod bush;10. Upper

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shell of connecting rod; 11. Lower shell of connecting rod; 12. Connecting rod bolt; 13.
Crankshaft; 14. Crankshaft gear; 15. Crankshaft flange; 16. Shock absorber; 17. Flywheel
ring gear; 18. Flywheel

(1) Cylinder Block

It is the body of engine and used to

bear the engine. All parts and
accessories of the engine are installed
on the cylinder block.

It is made of high-strength gray cast

iron and divided into two parts
horizontally by the centerline of
crankshaft, namely the upper part
(engine body) and lower part (crankcase). No gasket is set between the engine body
and crankcase, so that the joint surface shall be clean and the sealant shall be
applied to the integral joint surface. The front end of engine body is connected with
the timing gear chamber, while the rear end is linked with the flywheel housing. The
sealant shall be coated on the joint surface. One auxiliary oil passage (non-through)
is set on the middle part on right side of engine body. 7 camshaft bearing seats are
set on the right side in engine body. On the right side of engine body, one water
chamber for installation of oil cooler is located, 6 ducts under which are used as inlets
of cooling water into water interlayer of cylinder. One joint surface is prepared for
installation of oil filter on the lower part of engine body (on the crankcase).

7 main bearings with the same width are set on the engine body. Thrust plates are
located at both sides of the second main bearing seat.

The engine body is provided with the structure of dry cylinder liner. The transition
fitting is applied between the cylinder liner and the cylinder bore hole of engine body.

The specially-designed flat reticulate pattern is used for the inner face of cylinder liner,
so that the running-in can be quickened and the abrasion resistance can be
improved.

2) Cylinder Head

The cylinder head is provided with an intake valve

and an exhaust valve, and the intake duct and
exhaust duct are distributed on both sides of cylinder
head. As required by direct-injection combustion
system, some rotational flow will be generated in the
intake duct. The cylinder head is inserted into the
copper sleeve of oil injection nozzle, so as to
improve the heat radiation and functional reliability of injection nozzle. After flowing
into the cylinder head, the cooling water passes the water chamber within the hot
area of cylinder nose, and then gets into the water outlet pipe through the copper

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sleeve of injector.

3) Cylinder Gasket

It is used to offset the roughness of cylinder and cylinder head, ensure the tightness
of cylinder and avoid the air or water leakage.

2. Piston and Connecting Rod Assembly

It is composed of parts such as piston, piston ring, piston pin and connecting rod (See
Fig. 1-3).

1) Piston

There is a shallow ω-type combustion chamber on

the piston top. After the piston is mounted into
cylinder, the compression clearance shall be 1mm.
The oil injection nozzle is used to cool the piston. As
for the three piston rings on this piston, the first two
are compression rings which used for sealing, while
the third one is oil ring which functions to scrape oil.

2) Piston Rings

They are set in the ring grooves on piston head and classified into two parts, i.e.
compression ring and oil ring. The compression ring is used to seal the cylinder, so as
to prevent air leakage and assist in heat radiation of piston. According to the section
shape of ring, the compression ring can be classified into rectangular ring, stepped
ring and trapezoidal ring. As for WD615 Series engine, the first piston ring is a
trapezoidal ring, while the second one is a conical surface ring. The oil ring functions
to scrape the surplus oil on cylinder wall, lessen the volume of oil taken into the
combustion chamber and uniform the oil distribution on cylinder wall.

3) Piston Pin

It is used to connect the piston and the small end of connecting rod, with its middle
part getting into the small end hole of connecting rod. The “Floating” installation
method is applied for the piston pin.

4) Connecting Rod

The connecting rod is used to connect

the piston and crankshaft, transfer the
force applied to piston onto the
crankshaft, and change the straight
reciprocating movement of piston into
the rotation movement of crankshaft
with the assistance of crankshaft.

The connecting rod is composed of the following three parts: small end, rod body and

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big end. Holes are drilled on the small end and liner, so as to lubricate the friction
surface of small end and collect lubricating oil. The section of rod body looks like an
“H”. The big end is dividable, the divided part is called connecting rod cap, and two
halves are fastened with screws.

As specified, the connecting bolt must not be reused or overused; or else, the engine
may be subject to breakage and damage.

During installation, the weight difference between connecting rods belonging to the
same assembly shall be within 29g.

5) Connecting Rod Bearing (Bearing Shell)

The divided sliding bearing (bearing shell)

set in connecting rod big end and
connecting rod cap is made of steel-backed
variable-thickness aluminum-zinc alloy, and
can be used to keep oil film, lessen friction
resistance and improve running-in. The
flange on the shell is inserted into the
groove of connecting rod cap, so as to
prevent the shell from moving or rotating
during operation.

For the connecting rod bearing shell, the steel-backed variable-thickness bearing
shell made of new coating material provided by MIBA Corporation is applied. The
materials for upper and lower bearing shells are different, and the upper bearing shell
can bear higher explosive pressure. Thus, attention must be paid during assembly to
avoid misplacing.

3. Crankshaft Flywheel Assembly

It is used to bear the force arising from continuous compression strokes of piston and
passing through connecting rod, and then convert the force into the torque and
convey it to the transmission
mechanism of vehicle. At the
same time, it can drive the
piston of each cylinder through
connecting rod to realize
intake, compression and
exhaust, and actuate the
distribution mechanism as well
as other auxiliary devices.

1) Crankshaft

The crankshaft is used to bear the force passed from the piston through the
connecting rod during compression stroke, convert the force into the torque, convey it

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to the drive train and drive the engine to carry out strokes other than compression
stroke. The crankshaft is composed of following parts such as: main journal,
connecting rod journal, crank, front end shaft and flywheel flange disc.

As the supporting point of crankshaft, the main journal is installed in the main bearing
seat of crankcase, so as to improve the strength and rigidity of crankshaft.

The connecting rod journal is used for installation of connecting rod big end. To
ensure stable and uniform running of engine, a certain fitting angle shall be kept
between connecting rod journals. Generally speaking, the fitting angle for six
cylinders is 120°. The crank, which is provided with oil passage running through the
main journal and connecting rod journal, is used to connect the main journal and
connecting rod journal. The front end shaft is used for installation of timing gear,
flange, shock absorber and belt pulley.

2) Flywheel

It is used to store some energy generated during

compression stroke, drive the crankshaft to keep
rotating by inertia and absorb shock of crankshaft.
Around the flywheel lie the ring gears, which
facilitate the engagement between flywheel and
starter to actuate the engine. The flywheel also can
be used as a clutch drive disc to transfer power.

Some marks are set on the side face of flywheel.

The OT mark aligns with the top dead center, and
scales are set before and behind this mark.

2.2.2 Air Distribution Mechanism

The air distribution mechanism functions to open and close the intake and exhaust
valves in accordance with the process carrying out in cylinder, so as to complete
ventilation.

As shown in Fig. 2-4, the air distribution mechanism consists of valve assembly and
valve drive assembly.

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Fig. 2-4 Air Distribution Mechanism

1. Camshaft; 2. Camshaft timing gear; 3. Camshaft thrust plate; 4. Intermediate gear shaft; 5.
Intermediate gear; 6. Shaft; 7. Baffle; 10. Valve rocker-arm block; 11. Intake valve rocker arm; 12.
Exhaust valve rocker arm; 13. Valve cap; 14. Valve key; 15. Upper seat; for valve spring 16. Outer
valve spring; 17. Inner valve spring; 18. Lower seat for Intake valve spring; 19. Intake valve; 20.
Valve tappet; 21. Valve push rod; 22. Valve clearance adjusting screw; 23. Valve clearance
adjusting nut; 24. Lower seat for exhaust valve spring 25. Exhaust valve

The valve assembly is composed of valve, valve guide, valve spring, spring seat, etc.

The valve transmission assembly consists of parts such as rocker arm shaft, rocker
arm, push rod, tappet, camshaft and timing gear.

When the engine is running, the crankshaft will drive the camshaft to rotate with the
help of timing gear. Once the camshaft reaches the raised part of cam and holds up
the tappet, the rocker arm will be driven to swing through the push rod and adjusting
bolt, the valve spring will be compressed and the valve will be pressed to open. When
the raised part of cam gets away from the tappet, the valve is pressed tightly on the
valve seat under the effect of valve spring, so that the valve will be closed.

The air distribution phase means the crank angles

Top dead center
covered by valve during the course from opening Intake valve open Exhaust valve closed
complete closing. See Fig. 2-5.

Intake valve open: 2° before top dead center

Intake valve closed: 26° behind top dead center

Exhaust valve open: 49° before bottom dead center

Intake valve Exhaust valve

l d

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Exhaust valve closed: 5° behind bottom dead center

Fig. 2-5 Distribution Phase

The main components of air distribution mechanism are listed as follows:

1) Valve

The valve is composed of valve head and valve stem, and

used to control the opening and closing of intake and
exhaust passages. The valve head is of flat-roof structure
and the junction between valve and valve seat is set as
conical surface, so as to ensure good contact and prevent
air leakage. To improve air charging, the diameter of
intake valve head shall be larger than that of exhaust
valve head.

2) Valve Seat

The intake and exhaust valves on cylinder head are provided with valve seats, which
are made of special cast iron and expected to prolong the service life of cylinder
head.

3) Valve Guide

It is used to not only keep the straight movement of valve to ensure proper closing of
valve and valve seat, but also transfer the heat of valve stem to cylinder head. A
clearance of 0.05~0.12mm is set between valve stem and pilot hole, so that the valve
can move freely in the valve guide.

4) Valve Spring

It is used to keep tight engagement of valve and

valve seat and prevent them from getting away
from each other due to inertia of moving parts
during valve opening and closing. To avoid the
spring resonance, one inner spring and one outer
spring with adverse spiral directions are applied.

5) Camshaft

The camshaft is used to control the opening and closing timing of intake and exhaust
valves of each cylinder, so as to meet the
requirements on working sequence and air
distribution phase of engine. Besides, it

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controls the variation rule of valve opening. The camshaft is supported by several
journals, so as to abate deformation.

The camshaft is driven by the timing gear of crankshaft, and the gear ratio of
crankshaft to camshaft is 2:1. To prevent forward and backward moving of camshaft,
a locating device shall be installed on the front end of camshaft.

6) Timing Gear

Air Hydraulic

Camshaft gear

Camshaft
Oil injection Oil injection

Crankshaf
Intermediate Intermediate
Crankshaft gear
Intermediate gear
Idle gear for oil Drive gear for Oil

Flywheel housing

The gear train of WD615 Series National II diesel engine consists of 7 gears. The
tooth quantity of each gear is shown in the figure. During installation, the mark on
camshaft gear shall be set between two score marks on timing gear chamber (piston
of the 1# cylinder must be set at top dead center, namely the flywheel scale shows 0°).
The air compressor gear is located on the crankshaft of air compressor, while the
steering hydraulic pump gear is mounted above the camshaft gear.

7) The timing gear chamber is made of high-strength gray cast iron and featured with
higher strength and rigidity. On the upper part of timing gear chamber, the water
pump is installed, and the volute housing of water pump is cast as an integral part
with the timing gear chamber. The water outlet of water pump is set at the back of
timing gear chamber, just facing to the water inlet on the front end of engine body.
The front supporting flange faces of diesel engine are set on left and right sides of
timing gear chamber. When installing timing gear chamber, LOCTITE 510 sealant
shall be coated on the joint surface of engine body and timing gear chamber.

The air compressor is installed on the back of left side of timing gear chamber, and
LOCTITE 510 sealant is applied to the joint surface of air compressor and timing gear
chamber.

As the clearance between spare parts of distribution timing system because there are
two many spare parts, the designer set the valve clearance between valve rocker arm
and valve cap for uniform adjustment. In case of too large or small valve clearance,
the distribution timing will be changed and the engine performance will be directly

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affected. For too large clearance, the valve will open late and close early; for too
small clearance, the valve will open early and close late. Both these conditions will
cause malfunctions such as impact of moving parts and collision between valve and
piston, thus the diesel engine shall be subject to adjustment when necessary. In
normal condition, adjustment shall be carried out every 10,000km of working.

The adjustment method is listed as follows:

Two-time adjustment method: First rotate the flywheel to make the “0” on flywheel
align with the mark on flywheel shell and the 1# cylinder set at top dead center. Open
the valve cover and carry out valve adjustment for valves 1, 2, 3, 6, 7 and 10
according to the rocker arms from the 1# cylinder. Then rotate the flywheel for 360
degree to make it align with “0”, and adjust the following 6 valves: valves 4, 5, 8, 9, 11
and 12 in accordance with the specifications of 0.3mm for intake valve clearance and
0.4mm for exhaust valve clearance (under cool condition).

2.2.3 Fuel Supply System

With the high pressure arising from fuel filtering, the fuel supply system will supply the
properly-atomized fuel into cylinder with fixed time, volume and pressure in
accordance with the working condition of engine and certain fuel injection rule, so that
the fuel will be subject to proper and rapid combustion.

As shown in Fig. 1-6, the fuel system is compose of fuel tank, fuel water separator,
fuel filter, fuel pump, fuel injection pump, fuel injection pipe, fuel injector, etc. The fuel
is filled into the fuel tank, sucked into the fuel pump after passing through the fuel
water separator, taken into the fuel pump after being filtered by secondary filter, and
then distributed to each fuel injector by fuel injector pipe. Three times of fuel return
take place within the whole fuel circuit: the first one takes place at fuel injector, the
second one takes place at the overflow valve set on fuel pump through which the
surplus fuel gets back to fuel tank, and the third one takes place at the overflow valve
set on the secondary filter.

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Fig. 2-6 Fuel Supply System

1. High-pressure fuel pump; 2. Fuel secondary filter; 3. Low-pressure pipe; 4. Fuel return pipes; 5 &
6. Lubricating oil pipe; 7. Fuel injection pipe; 8. Fuel injector

1) Fuel Water Separator

It is installed on the frame and used to eliminate the water in fuel.

2) Fuel Filter

Generally, the diesel engine is provided with two filters. The first one is primary filter
which is set in front of the fuel pump and used to filter the impurity in big size. The
second one is secondary filter which is installed in front of fuel injection pump and can
filter impurity in small size.

3) Fuel Pump

The fuel pump is used to convey the fuel in fuel tank to fuel injection pump against the
flowing resistance in pipeline when the diesel engine is running.

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4) Fuel Injection Pump

The fuel injection pump

also called high-pressure
fuel pump, which
functions to increase the
fuel pressure and inject
certain fuel into
combustion chamber at
specified time in
accordance with the
working condition of
diesel engine. All models
of WD615 Series
National II diesel engines are provided with PS8500 fuel injection pump and RQV-K
variable speed governor.

The fuel injection pump shall meet the following requirements:

a. Considering the differences on combustion chamber type and formation mode of

gas mixture, the fuel injection pump must pressurize the fuel with sufficient
pressure, so as to ensure high quality of atomization;

b. The fuel supply volume shall be adjustable and that of each cylinder shall be
equal;

c. The fuel supply advance angle of each cylinder shall be the same, and the
starting and stopping of fuel supply shall be carried out at high speed.

The fuel injector is installed on the cylinder head and used to atomize the fuel to be
atom in extremely small size as well as inject it into the cylinder. The requirements of
atomization quality mainly lie on the combustion chamber type.

5) Fuel Injector

The fuel injector is used to evenly inject the fuel supplied

by fuel injection pump into the combustion chamber. It is
of the low-inertia structure featured by crown bar and low
spring, and obtains required starting pressure (30Mpa) of
fuel injector by applying pressure adjusting gaskets in
different dimensions.

As the performance parameters such as power and fuel

consumption ratio are directly affected by the working
condition of fuel system of diesel engine, to ensure the normal working condition of
diesel engine, the diesel getting into cylinder shall be subject to multi-level filtering, an
fuel water separator shall be installed in front of the fuel pump, the primary filter
screen shall be installed in fuel pump and the primary filter as well as secondary filter

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shall be set behind fuel pump. By this way, the diesel getting into the low-pressure
chamber of fuel pump will be clean and early abrasion of couplers of plunger, fuel
outlet valve and fuel nozzle. The abrasion of above parts will cause variation of fuel
supply rule, decrease of diesel engine power and difficulty of cold starting; the
improper atomization will cause malfunctions such as insufficient combustion; water
in diesel engine will result in malfunctions such as seizing of couplers of plunger and
fuel nozzle. Thus, regular maintenance and replacement of diesel filter is very
importance. It is recommended to carry out maintenance in accordance with following
specification:

For every 10,000km/300h travelling, replace the felts and paper filter cores of
primary and secondary filters. Besides, replace them when the filter core is
broken and the seal fails to work.

2.2.4 Lubrication System

The lubrication system is used for cooling, abrasion weakening, rust prevention,
sealing and washing, and mainly composed of following spare parts: oil cooler,
pressure limiting valve of main oil passage, oil filter, oil pump, oil pan and oil strainer.
For its schematic diagram of cycling, see Fig. 2-7.

Oblique oil Oil passage of crankshaft main journal Auxiliary oil

Inner chamber of piston

Fuel injection

Camshaft bearing Valve mechanism

Main oil passage Supercharger

Intermediate gear
Connecting rod

Oil cooler Oil pressure sensor

Oil filter

Pressure limiting valve of main oil

Pressure limiting valve of oil pump

Oil pump

Oil pan

Fig. 2-7 Schematic Diagram of Cycling of Lubrication System

Notes: 油泵传动轴室: propeller shaft of fuel injection pump 主轴承: main bearing 斜油道: oblique oil
passage 活塞冷却油喷嘴: Cooling oil nozzle of piston ◇旁通阀: bypass valve

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1) Oil Cooler

The plate oil cooler which can improve oil

cooling effectively is applied. To prevent
oil cooler blockage or low temperature
and strong viscosity in case of cold
starting as well as high resistance of oil
cooler which may cause damage of
engine due to oil starvation, the oil cooler safety valve (bypass valve), whose starting
pressure is 600±50kPa, is set in the oil circuit of engine.

2) Limiting Valve of Main Oil passage

Setting at the lower right part of crankshaft and standing out from the inner chamber
of oil pan, the limiting valve of main oil passage can ensure its starting pressure of
500±50kPa through the adjusting gasket.

3) Oil Filter

The oil filter is provided with two parallel rotary-type filter cores, so that you can just
replace the old core with new one during maintenance.

4) Oil Pump

The gear pump which has 10 teeth is applied as oil pump, and the depth of
single-stage pump is 45mm.

5) Maintenance of Lubrication System

For STEYR diesel engine, CF-4 level oil shall be applied, as for brand, the ambient

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environment shall be considered, in details, the area whose lowest temperature is no

less than -10℃ shall apply 15W/40 (namely 5W/30 for winter and 20W/50 for
summer). In case of oil filling, please select the oil of the same brand and do not mix
the oil of several brands. It is recommended to replace oil every 15,000km/450h of
travelling.

Once the filter core is blocked due to excessively dirt oil, the bypass valve set inside
the oil filter will open automatically and the oil will get into the lubrication surface
without filtering, which will result in more severe abrasion. To ensure normal working
of diesel engine and prolong the service life of it, it is recommended to replace the oil
filter after every 10,000km or 300h of travelling.

The oil and oil filter must be replaced together under the following conditions:
① The running-in period terminates;
② The specified time for oil replacement is arrived after long-time running;
③ Mixing of oil and water, oil deterioration or decrease of oil viscosity is detected;
and
④ Lots of metal tips appear in oil after scoring of cylinder or bearing shell.

2.2.5 Cooling System

The cooling system is used to output the heat arising from engine in time, so that the
engine can operate at optimum temperature. As shown in Fig. 1-8, it is mainly
composed of following parts: water pump, fan, radiator tank, expansion tank,
thermostat and water outlet pipe.

Fig. 2-8 Cooling System

1. Water pump; 2. Fan flange; 3. Ring-type fan; 4. Timing gear chamber; 5. Tensioner;
6. Thermostat; 7. Rigid fan; 8. Wind belt; 9. Fan shroud

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The working cycle of cooling system of WD615 Series engine is listed as follows: the
coolant is filled into the expansion tank and taken into the water pump through water
inlet hose, pipe connector and water inlet pipe in order. The water inlet hose meeting
with the specific requirement on its diameter must be installed, so as to ensure the
presence of certain pressure and prevent malfunctions such as vapor lock in water
pump or cooling pipeline, pumping failure of coolant, difficult cycling of coolant, etc.

The water pump of WD615 Series diesel engine is set on the front end of engine. The
volute housing of water pump is set on the timing gear chamber and cast as an
integral part with it. The water flowing out of the volute housing directly gets into the
water chamber on the right side of engine body, crosses the oil filter, flows into the
water interlay of 6 cylinders to cool the heat around the cylinders transferred from the
piston chain, and then divides to be two parts: one part of it flows out from the water
interlayer of inner cylinder sleeve hole between the second and third cylinders, and
then gets back to the water inlet of water pump after cooling the air compressor; the
other part of it gets into the water chamber of cylinder head through the upper water
inlet of engine body to cool the cylinder head, injector as well as intake and exhaust
valves, and then is charged from the water outlet to water outlet pipe through the
cylinder head. The second part of water is divided into two sub-parts: one sub-part
flows back to the water inlet of water pump and the other sub-part flows back to
thermostat which has two exits at the pipe end. In case one sub-part flows to the
water pump and the other sub-part flows to the inlet of water pump, the small cycle is
carried out. The thermostat will start working when the cooling water temperature is at
80±2℃ (the thermostat is at 80℃); when the temperature is lower than 80±2℃ (the
thermostat is at 80℃), the thermostat will disconnect above passages and the cooling
water will flow into the inlet of water pump directly to carry out small cycle, so that the
diesel engine will warm up rapidly and achieve the thermal status required by
operation, so as to avoid low-temperature abrasion and prolong the service life of
diesel engine. As shown in Fig. 1-9, the oil chamber of water pump shall be filled with
120cm3 of SHELL Roller Bearing Lubricant A and shall be refilled when necessary.

Fig. 1-9 Diagram for Cooling Water Cycling of Cooling System

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1. Water valve; 2. Heater; 3. Radiator exhaust pipeline; 4. Cooling water exhaust pipeline
of engine; 5. Water inlet pipe of heater 6. Water outlet pipe of heater; 7. Pressure limiting
valve of expansion tank; 8. Expansion tank; 9. Thermostat;
10. Water Pump; 11. Oil cooler

1) Water Pump

The water pump of WD615 Series diesel engine is set

on the front end of engine. The volute housing of water
pump is set on the timing gear chamber and cast as an
integral part with it. The water flowing out of the volute
housing directly gets into the water chamber on the
right side of engine body.

2) Expansion Tank

This part is equipped by the complete truck manufacturer rather than separately
provided with the diesel engine. It is used to eliminate the vapor in low-pressure part
of cooling system to avoid vapor lock and refill
cooling water. The pressure in expansion tank
shall be kept at 50kPa, and the position of
expansion tank must be 400mm above those of
the diesel engine and radiator.

All water tank caps in cooling system shall be

kept in good condition and shall not be constantly
opened. The inner pressure of 50kPa shall be
kept in cooling system, so as to improve the
cooling efficiency of cooling system and avoid boiling.

3) Fan

The ring-type ten-blade plastic fan (Ф640mm or above) is applied. This kind of fan is
featured by two driving modes: positive drive
and silicon oil clutch drive (viscous drive). The
viscous fan, which can carry out fan control by
temperature through dual-metal
temperature-sensing element, will not only
conserve energy but also keep the diesel
engine under good thermal condition, doing
good to the performance and service life of
diesel engine. The main working principle of
viscous fan is as follows: the diesel engine will
drive the driving wheel in the fan clutch shell. As
the fan blades are integrated with the shell and
there is certain clearance between the driving wheel and shell, the driving wheel will
drive the shell to rotate when the clearance is filled with silicon oil with large viscosity,

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otherwise (without silicon oil), the driving wheel will idle (in fact, the fan will be driven
to run at the speed of 25%n of driving wheel): the dual-metal feeler lever is the valve
which controls the entrance of silicon oil into the working area, thus the operation of
fan is controlled by temperature. In case the temperature of wind in front of the fan is
lower than 40℃, the dual-metal feeler lever will make the silicon oil valve close, so
that the driving wheel can transfer little power and the fan will rotate at the speed of
25% of driving wheel. When the temperature is higher than 60℃, the silicon oil valve
will fully open, so that the working area will be filled with silicon oil and the fan will
rotate at the speed of 95% of driving wheel.

In case of application of viscous fan, take care not to put it flatly, or else the silicon oil
will leak from the fit clearance of sensor shafts, which will make the fan fail to work.

4) Maintenance

Check the water pump bearing for lubrication and fill lubricant regularly
(20,000km/600h).

Maintenance of Lubricant:

The lubricant shall be replaced once in summer, and cleaning liquid for diesel shall be
filled during lubricant replacement. After starting the diesel engine for warming up, the
new lubricant can be filled only when the cleaning liquid is completely bled;

The lubricant filled which can be used for following aspects shall be original and long
acting:

a. Preventing freezing;

b. Preventing scale deposit;

c. Preventing cavitation erosion of cooling system components; and

d. Preventing corrosion of cooling system components.

2.2.6 Intake and Exhaust System

The intake and exhaust system functions to supply fresh and clean air of
corresponding volume periodically according to the working condition of engine and
exhaust the waste gas. The main parts of this system are intake pipe, air filter, air
compressor, exhaust pipe and turbocharger.
1) Air Filter
For the double-stage air filter used in vehicle, a cyclone deduster works as the first
stage, and the paper filtering core and safety filtering core serve as the second stage.
The maximum resistance of air filter shall be less than 5kPa. When the maintenance
indicator becomes red, you shall timely maintain or replace the air filter, or else the
power and service life of diesel engine will be adversely affected.

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The air filter functions to eliminate the dust and sand from the inside of cylinders, so
as to abate the abrasion of mechanical parts such as cylinder and piston and prolong
the service life of engine. At present, two kinds of air filters are applicable to the
heavy-duty vehicles.

Precautions for Desert Air Filter:

1. Check whether the parts and connecting pipelines of air filter are properly sealed.

2. Maintenance of Paper Filtering Core for Every 5,000km or 150h:

a. Dismantle the paper filtering core, and then lightly knock the end cover or wipe
away the accumulated dust from its surface by a soft brush;

b. For a better result, it is suggested to reversely blow the filtering core (from inside
to outside) with compressed air;

c. It is forbidden to clean the filter by any water or oil.

3. Replace the paper filtering core, provided that the alarm still sounds after the
maintenance of paper filtering core, or the paper filtering core is damaged, or the
vehicle has travelled for 20,000km or 500h.

4. When replacing the paper filtering core, you shall wipe the inside of air filter till it
becomes clean.

5. Maintenance of Prefilter for Every 10,000km or 250h:

a. Dismantle the rear cover (dust collection box), clear away the accumulated dust
from its inside and outside, and check the intactness of dust discharge bag;

b. Dismantle the prefilter, and then use the detergent (Never use the gasoline!) to
clear away the internal and external accumulated dust or use the compressed air
to blow away the internal accumulated dust.

6. The aged or damaged dust discharge bag shall be replaced in time. During
routine work, keep the duck mouth facing downwards, or else the first-stage

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dedusting function of cyclone deduster will be lost to cause the premature failure
of filtering core.

7. The quality of filtering core has a crucial effect on the service life of engine, so
that any poor filtering core shall not be used.

Precautions for Oil Filter:

1. The engine oil has not been filled before the new vehicles leave their
manufacturer.

2. The engine oil shall be filled into the vehicle in use. To exert the functions of oil
filter, the viscosity of engine oil in oil filter must be similar to that of engine oil the
engine uses at the same time.

3. Do not fill overmuch engine oil (the depth and volume of filled engine oil shall not
exceed 30mm and 5L respectively)

4. When shaking the oil pan but the engine oil flows toughly, you must clean the
filtering core and change the engine oil. Under the extremely harsh working
conditions, you must check the oil filter every day. Normally, the oil filter can be
consecutively used for 80~150 hours, and the filtering core can be used for a
long term without replacement.

5. For each day, at the end of work, you shall check whether the connecting bolts
for vehicle shell and oil pan are loosened and tighten the loose bolts (if any).

2) Turbocharger
The turbocharger used for WD615 Series Euro III
diesel engine is a radial-flow exhaust-gas turbocharger
which is provided with the bleeder valve. This
turbocharger effectively improves the engine
performance under medium and low speed and
reduces the exhaust gas emission. The engine oil used
to lubricate and cool turbocharger is guided out from
the rear of main fuel passage of engine and directly
returns to the downside of crankcase.
The turbocharger works at a very high rotation speed (80,000~105,000r/min). So,
after the diesel engine starts up, loads shall not be added to the diesel engine unless
an adequate time (approximately 5 minutes, or slightly less in case of short shutdown)
is given for the engine to idly run. When the diesel engine
runs at the high speed and under the heavy loads, it shall
not be immediately shut down. Instead, you shall
gradually reduce the load and rotation speed of engine,
and make the engine idly run for 3~5 minutes. Or else, the
turbocharger bearing will be damaged and disabled. For a
disassembled turbocharger, you shall add clean engine oil
into its oil inlet when reassembling it.
3) Turbocharging Intercooler
It takes the air-air cooling mode. Under the rated working
conditions, the resistance of intercooler shall be less than

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10.8kPa. The intercooler is located at the bottom, its diameter is 110mm or 80mm,
and the diameter of its upper outlet is 100mm.
Caution: It is required to ensure the air tightness of turbocharging pipeline
system and its parts as well as the heat radiation performance of intercooler.

2.2.7 Starting System

The starting system mainly comprises storage battery, generator, starter, and starter
relay.

The battery is an important component of starting system. Generally, it functions to

store the electric power produced by generator and provides the voltage for the
starter when the vehicle starts up.
The generator is mainly used to generate the electric power and output the engine
speed. It has three wiring terminals, i.e. D+, B+ and W. Among these wiring terminals,
D+ is connected to the vehicle tachometer, B+ is connected to the positive pole of
battery, and D+ is connected to the exciter line.
When the key switch is turned to the “Start” position, the starter drives the flywheel to
rotate. After the engine ignition, the starter gear leaves the ring gear. At present, a
starter gear may have 10 or 11 teeth. For the 10-tooth starter, the 136-tooth ring gear
is applicable; for the 11-tooth starter, the 159-tooth ring gear is available
(exceptionally, the 136-tooth ring gear can be used for the 11-tooth starter
manufactured by MITSUBISHI or DENSO).
The starter relay is installed between the key switch and starter, basically functioning
to protect the starting circuit.

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Starter
Starter
Relay

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3. Assembling of WD615 Euro II Series Diesel Engine

1. Cleaning of the Engine Body

Clean the engine body, especially clean the oil duct and water jacket with special
brush, and blow them clean with compressed air, and clean each surface. Wipe the
cup plug hole with cloth. Daub the camshaft, the cup plugs of the main and auxiliary
oil duct with 271 sealing adhesive.

Knock it into the cup plug with the rapping bar, and get rid of the redundant sealing
adhesive on the surfaces. Knock reversely the cup plug of the auxiliary oil duct at the
rear end face of engine body. All the cup plugs should be flat, plain and 0.20~0.40
mm below the machining surface of engine body. Sleeve the connecting swivel nut of
the oil inlet pipe of supercharger with sealing gasket, daub a little of thread sealant
and tighten it into the screw hole of main oil duct at the rear end face of engine body.

2. Assembling of the Cylinder Liner

Check the upper thrust port of cylinder liner bearing hole, trim the bur, wipe the
cylinder liner bearing hole and the upper thrust port etc. with cloth, and daub the
cylinder liner bearing hole and the outside wall of cylinder liner thinly with a bed of
molybdenum disulfide (MoS2) power.

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After putting the cylinder liner into the cylinder liner bearing hole and tuning it properly,
press it into the engine body slowly and smoothly without too much effort by hands or
special tools. No automatic falling in.

There must be no foreign

Check the cylinder liner after the pressing to make sure it is 0.05~0.10 mm above the
surface of engine body.

The cylinder liner is 0.05~0.10 mm above the

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3. Reverse the cylinder body by a degree of 180o, disassemble the crankcase, knock
the positioning pin into the combination parts of oil nozzle, and fit the combination
parts of oil nozzle into the auxiliary oil duct of engine body by hollow bolt, red copper
gasket or compounded gasket and tighten it (tightening torque 40-50 N·m).

Oil nozzle

4. Daub some oil in the camshaft bores, wipe the camshafts and fit them into the engine
body. Before installing all the bearings completely, daub some cleaning oil on their
journal.

Install the thrust plate of camshaft on the camshaft bearing at the front end face of
engine body with two 242-thread-glue-daubed bolts, and tighten it. The axial
clearance of camshaft should be 0.102~0.305 mm. Turn the camshaft with hand to
make sure there is no seizure.

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5. Wipe the seven main bearing holes, install the main bearing shells, and daub some
cleaning oil on the round face inside the shells. Attention: do not install the shells
mistakenly; the one with the oil groove and oil hole is the upper one.

6. Daub some butter on the two pairs (upper and lower) of thrust plates, and install them
on the either side of the second main bearing hole respectively. Attention: the oil
groove shall face outwards. Sleeve two O-shaped rubber seal rings respectively at the
ports of oil duct hole of the second and third main bearings.

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Trim the bur out of the upper and lower joint surfaces of engine body with oil stone
and wipe it clean with cloth (degrease with 755 cleaning agent or industrial alcohol).
Daub 510 surface sealing adhesive moderately and evenly on the upper and lower
joint surfaces of engine body.

O-ring

7. Clean the crankshaft, especially the oil duct of camshaft which shall be cleaned with
special brush. Knock the six oil duct plugs in. Tap an opening around the hole with flat
chisel for the purpose of safety.

Oil duct plug

8. Install the crankshaft on the upper engine body, and daub some cleaning oil on the
main journal of crankshaft. Join the upper and the lower engine bodies together,
knock the three positioning pins in when the two parts well fit. Tap three openings
evenly with chisel around the pin holes for the purpose of safety.

定位肖
Positioning pin

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9. Daub some cleaning oil on the rear end journal of crankshaft and then fit the rear oil
seal. (Take care of the lip).

10. Dip the 14 main bearing blots with oil and install them into the main bearing screw
holes. Tighten them evenly twice in turn from the center to the two ends. Tightening
torque: the first time, 80 N·m; the second time, 250 N·m. Turn the crankshaft with
hand to make sure it is flexible and without seizure. Ensure the axial clearance of
crankshaft is 0.102~0.305 mm, rotary torque≤50 N·m. Tighten the hexagonal bolts at
both sides of the lower engine body.

Attention: the main bearing with a threaded-hole on the head should be

installed to the sixth main bearing at the side nearer to the high-pressure oil
pump.

11. Heat the piston to the degree of 60~80℃, install the piston pin and the connecting rod.
Clamp them with the piston pin clip. Ensure that the connecting rod can sway
smoothly inside the piston; the oblique cutting port at the big end of connecting rod is
backwardly against the groove at the skirt of piston.

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The weight differences among the six connecting rod groups of piston at the same
diesel engine should not exceed 39 g. The weight grouping marks must be consistent,
which marks shall be capital English letter and carved at the side of the oblique
cutting port on the big end of connecting rod that is far away from the small end.

12. The joint at inner liner of the third oil ring is 180° off the opening of the oil ring. The
inner cutting surface of the first air ring, i.e. the one with the installation mark should
be upwards. The opening is more than 30° off the piston pin axis. The opening of
the second piston ring is 120° off the first air ring and 30° off the axis of piston pin at
the other side. The opening of the third piston ring is 60° off the first air ring and 30°
off the center line of piston pin.

Install the piston ring. The joint at inner liner of the third oil ring is 180° off the opening
of the oil ring. The inner cutting surface of the first air ring, i.e. the one with the
installation mark should be upwards. The opening is more than 30° off the piston pin
axis. The openings of the third piston ring are 120° off each other. Remember: the
first and second air rings shall have their surface with the installation marks upwards
(TOP).

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Wipe the big end of connecting rod and the shell cover, install the connecting rod
shell.

Spread some cleaning oil, wipe the cylinder liner, then daub some cleaning oil again
and turn the crankshaft to the corresponding location. Spread some cleaning oil on
the connecting rod journal of crankshaft, piston pin, piston ring, piston skirt and other
friction surfaces. Install the connecting rod group of piston into the cylinder liner with
special tools.

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Face the oblique cutting port at the big end of connecting rod towards the side of oil
cooler, and install the connecting rod shell cover in pairs with the same machining
numbers. Do not exchange them nor change their directions.

The numbers must be consistent with

Dip the connecting rod bolt with oil, fit it in and tighten it twice: the first time, 120 N·m;
the second time, rotary angle 90°. The tightening torque should be in the range of
170~250 N·m after tightening. Attention: the connecting rod bolt is only available for
use once!

Check to ensure the opening gap among the big end of connecting rod of each
cylinder and the connecting rod journal are 0.15~0.35 mm. Turn the crankshaft to
ensure there is no jams.

There must be backlash.

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13. Daub the 4 cup plugs of tappet stem chamber with 271 sealing adhesive, knock them
into the hole of the 4 tappet stem chamber and wipe the unwanted sealing adhesive.
With oil stone, trim and polish the two oil inlet/outlet surfaces integrated with the oil
cooler core on the engine body. Sleeve the two O-rings into the oil duct hole, fit and
tighten the oil cooler core with the M8×16 hexagon socket head cap bolt daubed with
242 thread sealant. Underlay the oil cooler cover gasket, install the oil cooler cover.
Fit the oil cooler safety valve and tighten it (27~32 N·m).

14. Install the flywheel housing onto the engine body. Dip 13 M12×70 flywheel housing
blots with oil and tighten them twice, diagonally and evenly: the first time, 40 N·m; the
second time, rotary angle 120°. The after-tightening torque should lie in the range of
110~150 N·m.

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15. Wipe the flywheel bearing hole, install the bearing retainer ring, knock the 6305
flywheel bearing with the rapping bar from the joint surface between the flywheel and
the crankshaft to the flywheel bearing hole.

Fit the 2 M10×90 double-ended blots into the flywheel ring gear, install the flywheel
ring gear onto the flywheel, hoist the flywheel to align the positioning pin hole of
flywheel with the positioning pin of crankshaft, and then install the flywheel onto the
crankshaft.

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Dip the flywheel bolts with oil, and fit two ones first. Lay the technological positioning
pin into the upper hole of flywheel, and then tighten the flywheel bolts as required
diagonally and twice: the first time, 60 N·m; the second time, rotary angle 180°. The
after-tightening torque should lie in the range of 230~280 N·m.

Turn the flywheel to get the pistons of the first and the sixth cylinders at the upper
dead point, when the flywheel shall be at the zero position, i.e., it shall be the OT
mark viewed downwards from the mark inside the inspection hole of flywheel
housing.

16. Clean and wipe the two front-end joint surfaces between the oil pump and the engine
body. Get the sealing gasket
of oil pump daubed with
butter and stick it to the right
position at the front end face
of engine body. Insert the
center pin of oil pump, align
the position of the oil pump,
tighten the readied oil pump
with bolt, and then remove
the center pin. (50 N·m)

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Trim and polish the rear end face of gear chamber and the front end face of engine
body with oil stone, rid the burs and wipe it clean. Knock the positioning pin of air
compressor in at the rear end face of gear chamber and spread a moderate quantity
of 510 surface sealing adhesive evenly on the two joint surfaces.

Face the marked surface of the middle idle gear outwards, install the idle gear shafts
from inside to outside, and put them into the gear chamber. Hoist the gear chamber to
align, and then use 6 pieces of M10×75 bolts and 3 pieces of M10×25 bolts
respectively that sleeved with spring washer to fit the shafts onto the engine body (do
not tighten them for the moment).

Install the oil pump idle gear into the gear chamber with the face protruding the high
point inwards, and knock the oil pump idle gear shaft in at the right position.

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Install the baffle onto the middle gear. Pay attention to the mark and align it with the
threaded hole. Install the hexagonal-head bolt, tighten and paint-seal. Tighten
symmetrically with a tightening torque of 60±5 N·m, and turn with an angle of 90°±5°.
Get the tightening torque limited in the range of 100~125 N·m. Replace it if the value
lies out of the range. The bolts may be reused for three times.

Align the baffle with the threaded hole to install it. Daub 4 idle gear shafts with 242
thread sealant and tighten them with a tightening torque of 90 N·m. Check the
backlash of gear: the backlash between the middle idle gear and timing gear should
be 0.15~0.33 mm; the backlash between the oil pump idle gear and timing gear
should be 0.05~0.20 mm. And then tighten the 9 fastening blots at the gear chamber
diagonally and evenly.

17. Daub the cutting edge of front oil seal with butter and press it into front oil seal seat
with special tools. Install the front oil seal seat onto the gear chamber, get the bolts
daubed with glue and use the composite gasket. (Take care of the lip)

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18. Knock the positioning pin into the camshaft and ensure the mark on the camshaft
gear lies between the two timing marks of the gear chamber. Move the camshaft to
align the positioning pin hole of camshaft gear with the positioning pin of camshaft.
Install the camshaft gear with 4 pieces of M8×20 and grade 10.9 camshaft gear bolts
that daubed with 242 thread sealant. Tightening torque: 32 N·m.

After installing, the right position shall be that the mark on the camshaft gear lies
between the two mark lines of the gear chamber. Check to see whether there is any
backlash between the gears.

Two marks in

the gear

Mark in the

camshaft

19. Installing of the Oil Injection Pump Bracket

(Tightening torque: 80 N·m.)

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20. Installing of the Starter

21. Use 2 pieces of M10×25 bolts daubed with thread sealant to install the oil strainer and
the sealing gasket to the oil inlet of oil pump and tighten them. (Check carefully to see
whether there is any leakage.)

Get the thread part of the pressure limiting valve of main oil duct daubed with 242
thread sealant, screw it into the threaded hole of the pressure limiting valve of main
oil duct and tighten it. (Tightening torque: 120 N·m)

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22. Wipe the lower surface of engine body and sleeve the rubber sealing gasket onto the
oil pan. Install the oil pan with 12 holding block and bolts and tighten them. Clean the
oil drain plug and the inside magnetic column, then fit and fasten the oil drain plug.
(Tightening torque: 30 N·m)

23. Wipe the joint surface between the air compressor and the gear chamber, daub some
510 surface sealing adhesive, and turn the advance angle of engine to 11°, then
install the double-cylinder air compressor, as shown in the figure, with an angle of
Euro Ⅱ67°.

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Daub some 242 thread sealant on the thread of drive shaft and tighten it with the nut
at a tightening torque of 350 N·m. The gear backlash should be 0.05~0.20 mm.

24. Turn the engine body over by 180° to get its upper surface upwards. Measure to
ensure the projecting height of piston is -0.15~0.33 mm. Check the upper dead point
of the first and the sixth cylinders.

Clean the 12 tappet stems, blow them with compressed air and check to ensure it is
clear inside the oil hole. Daub some cleaning oil on the surface and then install the stems
into the tappet stem hole of the engine body.

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25. Wipe the upper surfaces of engine body and piston with cloth and knock the 6
positioning pins of the cylinder head and the 6 elastic positioning pins of the cylinder
head in. Daub some 271 glue at the short-threaded end of 21 auxiliary bolts of
cylinder head and install the liner of cylinder head.

26. Clean the cylinder head, blow it clean with compressed air, daub the molybdenum
disulfide (MoS2) lubricating grease evenly on the intake valve and exhaust valve
shanks and then install the cylinder head.

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Put the bottom land of cylinder head downwards and horizontally, install the lower
seat of cylinder valve spring, the cylinder valve oil seal, the inner and outer springs
and the upper seat of cylinder valve spring in turn.

Press the inner and outer springs down with special tools, install the valve lock
between the lower seat of cylinder valve spring and the cylinder valve spindle, and
then slowly release the spring. Check to see whether the valve lock has been
installed properly.

27. Fit the 6 cylinder beds, wipe the bottom land of the assembled cylinder head
subassemblies and fit them in. Knock those not reaching the proper position with a
mallet. Fit the clamping blocks and compressing blocks into the auxiliary bolts of the
cylinder head. Daub the threaded parts of the 21 auxiliary nuts and the 24 king bolts
of the cylinder head with oil and screw them in. After that, tighten the king bolts and
auxiliary nuts of the cylinder head based on the sequence as shown in the figure:

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Sequence to tighten the king bolts of cylinder head:

Tighten all the bolts to 30 N·m;

(1) Tighten all the auxiliary nuts as sequenced in the figure to 90 N·m;

(2) Tighten all the king bolts as sequenced in the figure to 200 N·m;

(3) Turn all the auxiliary nuts as sequenced in the figure by an angle of 90°;

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(4) Turn all the king bolts as sequenced in the figure by an angle of 90°;

(5) Turn all the auxiliary nuts again as sequenced in the figure by an angle of 90°;

(6) Turn all the king bolts again as sequenced in the figure by an angle of 90°.

The tightening torques of the king bolts and the auxiliary nuts are required to lie in
the range of 240~340 N·m and 120~160 N·m respectively. Removing the cylinder
head or loosening the cylinder head bolts in the thermal state are both prohibited for
the sake of preventing any deformation of cylinder head.

28. Clean the cylinder valve push rod and check to see whether the oil hole is clear. Put it
into the pull rod chamber, install the rocker arm seat, intake valve and exhaust valve
rocker arms, then adjust the clearance of the cylinder valves, and install the rocker
arm housing and gasket.

29. Make sure the first cylinder is in expansion stroke and rotate the flywheel to align
it with the 11° mark (all the advance angle of Steyr Euro II engines for initial oil supply
is 9-11°). Install the high-pressure oil pump.

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Align the flywheel 11° mark

with the center mark of
flywheel casing hole.

Install the shaft coupler, daub the locking bolt of angle adjusting plate with 242 thread
sealant and lock with a locking torque of 210 N·m. Install all sorts of oil pipe.

Trim and polish the two joint surfaces between the oil filter seat and the engine body
with oil stone and wipe them, spread some 510 surface sealing adhesive evenly on
them, and install the oil filter assembly with 4 bolts daubed with 242 thread sealant
and tighten them.

Put the red copper gasket of oil injector into the copper sleeve hole of oil injector
horizontally, sleeve the oil injector assembly with the oil injector seal ring and install it

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into the copper sleeve of the oil injector. Install the oil injector pressure plate by
tightening it with 12 hexagonal bolts at the tightening torque of 20~25 N·m. Install the
high-pressure oil pipe and the oil return pipe.

30. Install the cylinder head cover liner, the cylinder head cover and the air intake tube in
turn, connect the air intake tube, assemble the exhaust pipe assembly and
supercharger together with air intake copper gasket of turbine centered, install oil
return pipe at the supercharger oil outlet, then fill a little of cleaning oil into the
supercharger oil inlet and install the super charge oil inlet pipe and its flange.

Install the combination parts of the supercharger and the exhaust pipe onto the
cylinder head with the copper-plated bolt of the exhaust pipe. Face the convex
surface of exhaust pipe copper gasket outwards and tighten the copper-plated bolt of
exhaust pipe at the tightening torque of 50~70 N·m. Insert the supercharger oil return
pipe into the shaped oil return rubber hose and clip it with clamp.

31. Install the water pump assembly, sealing gasket onto the upper water pump chamber
of gear chamber. (Be sure to clean the used sealing gasket when replacing the water
pump)

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Install the fixed plate of engine, tighten the fastening blot of water pump and install

the water inlet tube and gasket.

32. Install the damper and the crankshaft

pulley into the crankshaft with 8 pieces
of M10×70 bolts that dipped with oil and
tighten the bolts with a tightening torque
of 65 N·m. Any diesel engine application
is prohibited in the event of no shock
absorber available or defective shock
absorber. Otherwise it will make the
timing gear get more of abrasion or even
cause the fatigue fracture of crankshaft.

33. Install the tension pulley and the fan belt, pull the fan belt with crowbar to the specified
tension force, tighten the tension pulley bolts, install the generator and its belt, and
adjust the draw-in bolt of generator to adjust the tightness of generator belt. Fasten
the generator nuts and install the starter.

Sleeve the oil-gas separator component with seal ring, daub some sealing adhesive,
beat it into the cylinder body and install the lifting eye screw, the thermostat, and the
oil dipstick.

Check varieties of oil pipes, water pipes, air pipes to see whether they are installed
correctly. Fill some oil and have a try on a test stand.

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4. Troubleshooting of Euro Engine

4.1 General
The cause of diesel engine malfunction is various. One cause can make the diesel
engine show various abnormal phenomena. Besides, one malfunction phenomenon
may result from various causes. Usually, the methods of watching, hearing, touching,
smelling, etc. are used for check and judgement of malfunctions, and they are
executed from simple to complex as well as from outside to inside. When doing
troubleshooting, judge the property of the malfunction and comprehensively analyze
each phenomenon based on the features of the malfunction to find their interrelations.
Finally, find the real causes of the malfunction by checking from easy phenomenon to
difficult phenomenon and tracking down by following clues. And then suit the remedy
to the case and solve them by classification. For the causes of the malfunction that
cannot be found immediately, run the diesel engine in low speed to observe and
analyze the malfunction to find the causes on the premise that serious accidents may
not happen. Do not remove blindly and replace without consideration, which may
result in complication of the problem.

We will describe some typical malfunctions together with common causes of the
malfunction and troubleshooting methods in the following text.

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4.2 Failure of Starting

4.2.1 Circuit Problems:
1. Malfunction phenomenon: Failure of starting, with clatter sound when starting.

Cause: It may be caused by insufficient electricity of battery or looseness of joints,

which lead to incapacity of the starter and low rotation speed of diesel engine. Finally,
the diesel engine cannot start. Measure the positive and negative voltage of the
battery with universal meter.

Troubleshooting: Charge the battery or fasten the joints.

2. Malfunction phenomenon: Failure of starting, no response when the starter is

applied.

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

Troubleshooting: Do the replacement.

3. Malfunction phenomenon: Failure of starting, no response when the starter is

applied.

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Cause: It is caused by the damage of starter relay. Check it with universal meter.

Troubleshooting: Do the replacement.

4. Malfunction phenomenon: Failure of starting, no response when the starter is

applied.

Cause: Except for the causes from starter itself and the relay, it is caused by poor
contact of key switch. Measure it by directly connecting the battery to the relay.

Troubleshooting: Do the replacement.

4.2.2 Fuel System:

1. Malfunction phenomenon: Failure of starting, no response of the starter.

Cause: It is caused by too low

environment temperature and
dense engine oil viscosity, which
lead to the increase of resistance
and reduction of rotation speed.
Draw out the engine oil rule and
feel the engine oil viscosity with
hands.

Troubleshooting: Bake the oil

sump with fire. Increasing oil
warm-up unit will be better.

2. Malfunction phenomenon: Failure of starting, normal operation of the starter,

but no oil in the high-pressure oil circuit.

Cause: Wrong diesel grade. Opening the diesel tank, you can find that the diesel
surface is frozen or with thick wax.

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Troubleshooting: Replace it with low temperature diesel, clearly remove the wax in
the oil circuit.

3. Malfunction phenomenon: Failure of starting, normal operation of the starter,

small quantity of oil out of high-pressure oil circuit.

Cause: The low-pressure oil circuit is blocked. Check whether the oil feeding screen
of oil delivery pump is blocked, whether there is dirt in the oil-in valve of oil delivery
pump and whether the valve surface is leveling. Check whether the oil outlet pipe of
oil tank is blocked.

Troubleshooting: Clear them away.

Keep the leveling

Clean the of the valve
dirt

4. Malfunction phenomenon: Failure of starting, normal operation of the starter,

oil out of the high-pressure oil circuit and
nearly to start.

Cause: There is air in the low-pressure fuel

system.

Troubleshooting: Loosen the bolt on the oil

return pipe of injection pump, press hand oil
pump to drain out air in the oil circuit and oil
pump body. When there is no air bubble
coming out of the overflow diesel, the air is
completely removed.

5. Malfunction phenomenon: Failure of

starting, normal operation of the starter,
no oil out of the high-pressure oil circuit,
oil exists in low-pressure oil circuit, oil Oil return pipe of oil

return sound from oil tank.

Cause: The pressure of overflow valve of

injection pump is too low, the specified value
is 1.0~1.2 100kpa. The diesel delivered by
the oil delivery pump will flow back into the oil tank through the overflow valve

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because of low pressure, which may cause no storage of oil in the low-pressure oil
chamber.

Troubleshooting: Replace it or draw out the spring.

6. Malfunction phenomenon: Failure

of starting, normal operation of
starter, small quantity of oil out of
high-pressure oil circuit, without
smoothness.

Cause: The diesel cleaner is blocked.

Clean or replace the cleaner core;

Troubleshooting: Clean or replace

diesel cleaner.

7. Malfunction phenomenon: Failure

of starting, normal operation of
starter, oil exists in high-pressure
oil circuit, and black smoke exists
in exhaust pipe.

Cause: Seriously bad atomization of

oil ejector. Make experiment on the
experimental bench.

Troubleshooting: Clean or replace

diesel ejector.

8. Malfunction phenomenon:
Failure of starting, normal
operation of the starter, oil out of
the high-pressure oil circuit and
nearly to start.

Cause: Insufficient starting oil

quantity of injection pump. Make
test on the bench.

Troubleshooting: Check it on the

test bench and adjust the injection
pump assembly, adjust starting oil
quantity. Or replace oil pump.

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4.2.3 Advance Angle

Malfunction phenomenon: Failure of starting, normal operation of the starter, oil out of
high-pressure oil circuit, and with black or white smoke.

Cause: Running-off of advance angle when initially supplying oil.

Troubleshooting: Advance or delay oil supply time according to the working

conditions of the diesel engine, turn the flywheel to zero degree, then the sixth
cylinder is in the junction situation of ascending of exhaust valve and descending of
intake valve, which shows that the first cylinder is in the expansion beginning point.

For the flywheel end: Turn the flywheel to the required initial oil supply advance angle
(11 degrees) in clockwise, when operating, turn the flywheel over the mark and then
turn back to the corresponding mark.

Flywheel of 11
Flywheel OT mark
degrees

If it is staggered, loosen the

fastening bolt on the upper angle
regulating plate of coupling, turn
the advancer from left and right
side to align the mark, paint screw
sealant on fastening bolt and
screw to fasten it;

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4.2.4 Exhaust Butterfly Valve

Malfunction phenomenon:
Failure of starting, normal
operation of the starter, oil out
of the high-pressure oil circuit
and nearly to start.

Cause: Exhaust butterfly valve

is not closed normally, which
lead to non-operation of oil
cut-off cylinder with throttle
cable.

Troubleshooting: Do the
replacement.

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4.3Premature Abrasion
Premature abrasion of cylinder sleeve in the operation of diesel engine, abrasion rate
exceeding the accepted standard, leads to the phenomenon of blow-by and oil blow-by,
which seriously reduces power and economical performance of diesel engine. The main
causes are the breakdown of air cleaner and bad sealing of inlet system which bring about
entering of dust and sand to cause abrasion.

Malfunction phenomenon: Premature abrasion of cylinder sleeve in operation of diesel

engine, the abrasion rate exceeding the
accepted standard, leads to
phenomenon of blow-by and oil
blow-by.
Cause I: Breaking of connecting rubber
hose between air cleaner and inlet tube
leading to loose binding of both ends
and inappropriate sealing and breaking
of air cleaner core leading to
inappropriate sealing between core and
shell brings about impure inlet causing
abnormal abrasion of cylinder sleeve
and piston.
Troubleshooting: Find out malfunction
position and then do the sealing with techniques.
Cause II: Check whether engine oil grade is used correctly and what the condition of its
quality is;
Troubleshooting: Use the prescribed engine oil grade to ensure the quality of engine oil
and provide maintenance according to the user’s guide.

Cause III: Long-time operation of diesel engine under low temperature leads to bad
atomization. The incompletely-burnt diesel beads dilute engine oil, which makes difficulty
in forming lubricating oil film causing bad lubrication and abrasion. Low temperature and
high pressure of cylinder wall lead to forming of beads on cylinder wall from vapor in
cylinder. Interaction between the beads waste gas forms acid stuff on cylinder wall which
brings about chemical corrosion of cylinder.
Troubleshooting: Do idle running before driving and start to drive the vehicle when water
temperature reaches 55℃.

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Cause IV: During the period of running-in, running-in and maintenance are not offered
according to provision;
Troubleshooting: Running-in of diesel engine should be given in accordance with
provision.

Cause V: Unqualified four-part kit

Troubleshooting: Use standard original spare parts of China National Heavy Duty Truck
Group CO., LTD.

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4.4 Too Low Pressure of Engine Oil

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

Cause II: Damages of engine oil pressure inductor and engine oil pressure gauge always
present false appearance of too low engine oil pressure.
Troubleshooting: Directly mount the mechanical pressure gauge on main oil duct for
check.

Cause III: Check whether engine oil level is normal. If engine oil is too little and engine oil
level is too low, it is required to add engine oil timely.
Troubleshooting: Find out the cause of low engine oil level and check whether there is
leakage, sand inclusion of cylinder block, and etc. If the level is too low, it is required to
add engine oil to an appropriate level.

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Cause IV: Engine oil is used for a long time, which brings about pollution and going bad of
engine oil as well as its viscosity reduction.
Troubleshooting: Replace engine oil timely according to provision.

Cause V: Check whether there is leakage in engine oil tube, such as breaking of gasket of
engine oil cooler core and oil strainer, breaking of internal and external oil tube,
malposition and blockage of gasket of engine oil pump and oil strainer and dropping of
liner of engine oil pump or breaking of shell.
Troubleshooting: Find out malfunction position and do repairing.

Cause VI: Excessively high temperature of engine oil leads to reduction of engine oil

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viscosity;

A large amount of diesel enters engine oil to dilute engine oil;

Troubleshooting: Check whether there is blockage in engine oil cooler. If there is, it is
required to do replacement. Find out the cause of mixing of engine oil and diesel and do
repairing.
Cause VII: There is leakage in pressure limiting valve of main oil duct or breakdown of
pressure spring;
Troubleshooting: Replace the spare parts which have malfunction.

Cause VIII: Engine oil strainer fails to suck up oil because of its blockage which results
from distortion of oil pan.
Troubleshooting: Do the replacement the spare parts which have malfunction.

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Cause IX: Seizure of engine oil pump gears and slipping of driver gears lead to failure of
oil supply.
Troubleshooting: Check and repair.

Cause X: The running-off of seized camshaft bearing leads to leakage of engine oil and
reduction of engine oil pressure.
Troubleshooting: Replace camshaft bearing and bushing.

Cause XI: Too wide gap of bearing shell due to serious abrasion of main bearing shell and
connecting-rod bearing shell, burning of bearing shell due to shortage of engine oil as well
as scoring of bearing shell due to dirty engine oil will bring about difficulty in forming of

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lubricating oil film, which leads to leakage of engine oil and reduction of engine oil
pressure;

Cause XII: Sealant used on joint surfaces of upper engine body and lower engine body is
excessively thick or the sealant is not the special sealant, which leads to too wide gap
between main bearing shells.
Troubleshooting: Check and repair.

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4.5 Mixture of Oil and Water

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

Cup plug is
inside

Cause II: Damage of cylinder liner or stroke on cylinder liner

Troubleshooting: Replace the spare parts

Cause III: There is crack or sand hole on cylinder head and water leakage of cooling
brass bush of oil injector.
Troubleshooting: Do check and replacement.

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Cause IV: Cooling water enters oil pan because of the crack on cylinder block.
Troubleshooting: Replace the failed spare parts and repair them.

Malfunction phenomenon: Entering of engine oil into water tank

Cause I: Damage of engine oil cooler core and breaking of its gasket
Troubleshooting: Do check and replacement.

Cause II: Inappropriate installation of O-ring

Troubleshooting: Check whether there is damage of O-ring before its installation and
then averagely press in the fuel oil.

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Cause III: There is sand hole in main oil circuit of engine body. Engine oil enters Water
circuit because of higher pressure of engine oil than that of cooling water.
Troubleshooting: Replace the cylinder block

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4.6 Power Deficiency

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

4.6.1 Problem of Oil Circuit

1. Malfunction phenomenon: Slow response of stepping on throttle pedal
Cause: Intake of low pressure fuel oil pipeline or its blockage
Troubleshooting: Check low pressure oil circuit, oil tank, low pressure oil tube, fuel oil
cleaner and fuel oil pump, and observe whether there are oil marks which show the
place of air intake.
2. Malfunction phenomenon: Power deficiency when vehicle climbs a gradient
with black smoke
Cause: The quality of diesel
Troubleshooting: Smell the diesel and observe its color. If there is any abnormity, it is
required to replace it.
3. Malfunction phenomenon: Power deficiency of heavy-duty vehicle with
unstable rotation speed.
Cause: Problem of oil outlet of fuel pump
Troubleshooting: Test the quantity of outlet of oil pump on experimental bench and
test the performance of speed adjustment. Adjust or replace the oil pump.
4. Malfunction phenomenon: Power deficiency of vehicle with black smoke
Cause: Bad atomization of oil injector
Troubleshooting: Pull out the oil injector to see whether the head is wet. If it is wet, it
indicates bad atomization of oil injector. And it is required to repair or replace it on
bench.
5. Inappropriate gap between valves and inappropriate sealing of valves leads to
incomplete burning of diesel, which needs adjustment and repair;

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4.6.2 Intake and Exhaust System

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

2. Malfunction: Power deficiency of

vehicle
Cause: Check whether exhaust
braking valve is incompletely open
which leads to too high exhaust back
pressure;
Troubleshooting: Check whether
exhaust butterfly valve is close and
whether solenoid valve of exhaust
butterfly valve has malfunction. If it is,
it needs replacement.

3. Malfunction phenomenon: Power

deficiency of vehicle with black
smoke, and no blockage of air
cleaner and no leakage of intake
passage
Cause: Burning damage of spring
seal ring of supercharger or floating
bearing, leakage of joint of volutes
or blockage of pipeline, damage of
inlet blade or human intervention of
air outlet valve make abnormal
operation of supercharger which

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seriously affects the effect of air intake. It needs replacement of the spare parts under
the condition.

4.6.3 Crank Connecting Rod Structure

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

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4.6.4 Advance Angle

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

4.6.5 Complete Vehicle System

1. Malfunction phenomenon: Power deficiency of vehicle climbing a gradient but
no difficulty in running on the even road.
Cause: Problem of complete vehicle adjustment. The highest rotation speed of
no-load vehicle doesn’t reach the peak only because the handle of oil pump doesn’t
get the maximum place when throttle peddle is stepped to the end.
Troubleshooting: Step on throttle pedal and pull oil pump handle to the maximum
positions to see whether their no-load rotation speeds are the same. If not, do the
adjustment.
2. Malfunction phenomenon: Power deficiency of vehicle at intervals
Cause: Problem of complete vehicle adjustment like excessively large adjustable gap
of clutch or eccentric abrasion of pressure plate.
Troubleshooting: Take down clutch to observe its condition. It is required to adjust
gaps or replace clutch pressure plate.

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4.7 High Water Temperature in Engine

4.7.1 Water Circuit

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

2. Malfunction phenomenon: High water temperature when vehicle is in high

speed with abnormal noise
Cause: Too loose water pump belt slips
Troubleshooting: Adjust idle pulley to ensure tightness of belt.

3. Malfunction phenomenon: High water temperature of vehicle in high speed

Cause: Water leakage of water pump, no lubricating grease and coming-off water
pump pulley

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Troubleshooting: Judge the water leakage of water pump by checking whether there
is smell of antifreeze fluid or marks of antifreeze fluid near water pump when engine
is working. Check the condition of water pump rotation and then replace it.

4. Malfunction phenomenon: Unstable water temperature of vehicle

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

Coolerstat

Housing shell

Water-seal ring

5. Malfunction phenomenon: High water temperature of vehicle especially when

vehicle climbs gradient
Cause: Blockage of water tank cooling tube or inappropriate fitting of water tank
Troubleshooting: Feel the temperature difference between upper part of water tank
and water outlet tube of water tank. Wash the water tank or replace it or replace a
bigger one (maybe a copper water tank).

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4.7.2 Others
1. Malfunction phenomenon: Rapid rising of water temperature when vehicle is
started
Cause: Blockage of Water circuit in cylinder head of cylinder block
Troubleshooting: For cylinder block, observe whether there is scale crust near water
pore. If there is not, it indicates the blockage of the water pore. Or do the test by
feeding steel thread into the water pore. Besides, water pressure test can be applied
to cylinder head.

2. Malfunction phenomenon: Abnormal high water temperature when vehicle is in

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

3. Malfunction phenomenon: High water temperature of vehicle with phenomenon

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

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required to replace cylinder block).

4. Malfunction phenomenon: High water temperature when vehicle is in high

speed
Cause: Breakdown of fans
Troubleshooting: If it is rigid fan, damage of fan blade can be found; if it is silicone oil
fan, deficiency of rotation speed of fan can be found when engine works in high
speed. And it is required to replace it.

5. Malfunction phenomenon: High water temperature when vehicle is in high

speed
Cause: Coverage of foreign matters in front of water tank leads to inappropriate
radiating.
Troubleshooting: There are a lot of foreign matters, clay and impurity in front of water
tank. Clear them away and mount protecting net in front of water tank.

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6. Malfunction phenomenon: High water temperature shown on gauge panel but

normal temperature of water tank by hands
Cause: Problem of water temperature sensor or problem of gauge panel of complete
vehicle
Troubleshooting: Measure the electric resistance of water temperature sensor. If it is
abnormal, replace it; if it is normal, it indicates the problem of gauge panel of
complete vehicle and harness, do troubleshooting by universal meter.
The judgement of abnormal sound of EGR and high-pressure common rail diesel
engine is the same as that of Euro II diesel engine.

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4.8 Water Return of Engine

4.8.1 Cooling System

1. Malfunction phenomenon: Water return of expansion water tank and overflow
of cooling water
Cause: Excessive water is added into expansion water tank
Troubleshooting: Drain excessive cooling water to ensure water in the water tank is
limited in the required scope of water level shown on water tank body.

2. Malfunction phenomenon: Water return of expansion water tank and loss of

water tank cover
Cause: Water return results from deficiency of pressure in expansion water tank due
to loss of water tank cover.
Troubleshooting: Check whether the water tank cover is lost. If it is, replace it.
Besides, observe whether there is crack in water feeding port of water tank. If there is,
replace it.

There may be
crack here.

3. Malfunction: Water return of expansion water tank and high water temperature
of engine
Cause: Damage of water pump leads to inappropriate water circulation. A large

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amount of entering of high temperature gas from lower water outlet port of expansion
water tank into expansion water tank brings about water return.
Troubleshooting: Check
whether water pump normally
works. If it doesn’t, replace it.
(Set three-way valve or
one-way valve in the lower
water tube of expansion water
tank and between water pump
and intercooler to avoid
entering of high temperature
water into expansion water
tank). Pull out the thick tube
under expansion water tank to
check whether there is water
flowing out (be careful of hot water).

4. Malfunction phenomenon: Water

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

4.8.2 Others
Malfunction phenomenon: Water return
of expansion water tank, existence of
scale crust on cylinder head of cylinder
block and abnormally high water
temperature
Cause: Damage of cylinder head gasket
Troubleshooting: Pull out thermostat gas
outlet to see whether there are bubbles and
observe whether there is scale crust on
cylinder head of cylinder block. If there is, do
replacement.

See whether there

are bubbles

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4.9 Diesel on Oil Pan

Diesel exists in two places on oil pan which are injector and fuel pump.
I. Injector
Malfunction phenomenon:
Existence of diesel on oil pan and
abnormal idle running of engine
Cause: Oil leakage of injector
makes diesel enters oil pan from
combustion chamber.
Troubleshooting: For the abnormal
idle running, do the idle running by
cutting fuel for cylinders one by one.
Or do the test for six injectors on
bench. Do replacement.

II. Fuel Pump

Malfunction phenomenon:
Existence of diesel on oil
pan but normal idle
running of engine which
can be found after a long
time
Cause: Internal leakage of oil
pump
Troubleshooting: Internal
leakage of oil pump results
from breakdown of seal ring
of plunger piston. Replace
seal ring in heavy oil service
station. If it doesn’t succeed,
replace oil pump.

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4.10 Black Smokes

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

Cause III: Too big valve clearance

causes insufficient air intake and
incomplete exhaust. Poor seal
between valve and seat ring causes air
leakage.
Troubleshooting: Re-adjust valve
clearance and check whether there is
carbon deposited on the head of valve.
Replace it if necessary.

Cause IV: Serious carbon deposit of

piston ring causes poor seal. Serious
abrasion of cylinder sleeve causes under
blow-by, insufficient pressure of cylinder
and incomplete combustion. Replace the

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piston ring and cylinder sleeve.

Troubleshooting: Open the cylinder head and re-install the four-part kit.

Cause V: The fuel supply advance angle is

small, i.e. fuel supply is late, which causes
combustion lag of partial fuel.
Troubleshooting: Rotate the engine
crankshaft to the top dead center of Cylinder 1
(the rocker arm of intake/exhaust valve has no
action but Cylinder 6 has) and rotate flywheel
to the required position, then align with the
mark of oil pump and coupling joint.

Cause VI: For black smokes at idle speed, it

may the cases that the fuel injection pump
supplies too much fuel.
Troubleshooting: Adjust it on the test bench
or replace it.

Cause VII: Low injection pressure of injector

nozzle, poor atomization or seized and
dripping nozzle tip makes the combustion not
complete. Examine and repair it or replace it.
Troubleshooting: When the vehicle is
shaking at idle speed, you can disassemble
the fuel injector and check whether the head is
wet. Replace it if necessary. It’s better to detect
it on the test bench.

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Cause VIII: The diesel engine is 6.Fuel injection pump supplies

too much fuel.
running at an overload. 7.The injection pressure of Black smokes
fuel injection nozzle is
Troubleshooting: Get rid of the low. Atomization is not
redundant goods. good. The nozzle tip is
seized and dripping which
makes the combustion
not complete.
8.Diesel engine is running
overloadedly.

Cause Ⅸ: Too many gaskets at the bottom of fuel injector are mounted, making the
injection of fuel injector abnormal.
Troubleshooting: Use diagnostic tools
to detect the final compensation value of
fuel injector. When the value is over ±5,
maybe the number of gaskets of fuel
New “O” ring
injector mounted is too much or not Coat engine oil
enough. before installation

New base of fuel

injection nozzle

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4.11 White Smokes

When the diesel contains much water or some gas has been discharged without
combustion, the air exhaust will be white. The causes of white smokes are mainly
regarding with the following aspects:
Cause I: The quality of diesel is bad with much water in it;
Troubleshooting: Check the lower part of fuel primary filter and see whether there is
much water in it. Bleed the water. If much water is gathered soon, it’s the diesel’s fault.
Replace it with good-quality diesel and clean
the oil circuit.
Cause II: The nozzle coupler is not in good
seal with dripping happening. The injection
pressure is low and the atomization is not
good. Examine and repair it.
Troubleshooting: If the vehicle is shaking at
idle speed, remove the fuel injector and test it
on the bench.

Cause III: Check whether the air temperature

or cooling water temperature is too low.
Troubleshooting: When the air temperature
is low, the engine with white smokes is normal.
We can adopt the method of heating air intake
passage.

Cause IV: The brass bush of fuel injector is

not in good seal with water leaking into the
cylinder.
Troubleshooting: In the expansion tank,
maybe there is water return. Replace it if
necessary.

Cause V: The scuffing of cylinder bore makes the pressure of cylinder poor and part of
fuel not burnt. The not-burnt fuel is discharged as oil mist.
Troubleshooting: Replace four-part kit.

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Cause VI: The failure for the cold starting of solenoid valve makes the low-pressure diesel
oil enter into the cylinder directly.
Troubleshooting: Pull out the preheater and then activate the fuel pump manually to
check whether there is oil flowing out from the preheater. Replace the solenoid valve if
necessary.

Solenoid valve

Cause VII: The valve clearance is too small, so that the exhaust valve is opened too early.
Troubleshooting: Re-adjust the valve clearance.

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4.12 Blue Smokes

Cause I: In running-in period, the 1. In running-in period, the piston

piston ring and cylinder sleeve are not ring and cylinder sleeve are not in
good running-in.
in good running-in. 2. The oil level of oil sump tank is
too high, so that the crankcase is Blue smokes
Troubleshooting: Usually this pressed higher and the engine oil
happens on a new car. Keep on jumps up.
3. The engine is running at high
running-in. speed immediately after star-up
or shut down at high speed which
makes the supercharger in the
condition of dry friction at
80,000~110,000 RPM, causing the
seal ring and floating bearing be
burnt out and the oil return pipe
be blocked, and accordingly,
resulting in oil leakage of engine.

Cause II: The oil level of oil sump tank

is too high, so that the crankcase is
pressed higher and the engine oil jumps
up. The engine oil should be filled to the
specified mark of oil level stick.
Troubleshooting: After the car has
been stopped for five minutes, check
the oil level of oil level stick. Discharge
the redundant engine oil.

Cause III: The gas-oil separator is

blocked by the greasy dirt, which makes
the crankcase be pressed higher. Then
the engine oil flows into cylinder and
burns.
Troubleshooting: Clean the gas-oil
separator by gasoline oil or replace it.

Gas-oil separator

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Cause IV: The engine is running at high

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

Cause VI: Excessive abrasion between the

piston and cylinder sleeve. Replace the
cylinder sleeve.
Troubleshooting: There is dust entering
into the air intake passage, leading to
early abrasion of engine.

4. The piston ring is of wear,

Cause VII: The valve oil seal is damaged. failure, seizure, contra-aperture,
which makes bad seal and
The valve and guide tube are seriously worn engine oil jump up. The first and
second compression rings shall
out. The engine oil flows into cylinder. be mounted with the side with
installation mark upwards. If the Blue smokes
Replace the valve, guide tube and valve oil piston ring is installed
reversely, it will not be sealed
seal. but pump oil.
5. Piston and cylinder sleeve
wears too much.
Troubleshooting: The engine has no 6. Valve oil seal is damaged. Valve
and guide tube are seriously
downward exhaust and the exhaust worn out. The engine oil flows
into cylinder.
passage has no engine oil due to the valve 7. As the air cleaner pipe is in
oil seal. Replace it if necessary. serious blockage, the negative
pressure of supercharger
compressor is strong, which
makes engine oil be inhaled into
supercharger.

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Cause VIII: As the air cleaner pipe is in serious blockage, the negative pressure of
supercharger compressor is strong, which makes engine oil be inhaled into supercharger.
Troubleshooting: The supercharger has been replaced for many times, but it still does
not work. In this case, clean the air cleaner or replace air cleaner core.

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4.13 Serious Consumption of Engine Oil

Serious consumption of engine oil is usually shown as oil dripping of exhaust pipe and
engine oil burning. Besides the causes listed for blue smokes, there are another two
common causes as follows:
Cause I: Check the joint of each engine oil tube and front/rear oil seal of crankshaft for
leakage.
Troubleshooting: Generally, check whether there is greasy dirt.

Cause II: The piston ring of air compressor and cylinder sleeve are seriously worn out,
which causes engine oil discharged from the vent. Replace it to rehabilitate it if necessary.
Troubleshooting: Pull out the vent of air compressor to smell.

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