項目   零配件號碼         新件號   描述  

    1   KRP3030    6   KRP3030    活塞裝備         

    1   KRP3017    6   KRP3030    活塞裝備         

    5   KRP3018    6   KRP3018    活塞環(huán)裝備       

    5   KRP3019    6   KRP3018    活塞環(huán)裝備       

    項目   零配件號碼         新件號   描述  

    2      1      活塞         

    3   CH11503    1   CH11503    軸頭銷       

    4   CH11992    2   CH11992    CIRCLIP             

    項目   零配件號碼         新件號   描述  

    2      1      活塞         

    3   CH11503    1   CH11503    軸頭銷       

    4   CH11992    2   CH11992    CIRCLIP             

    項目   零配件號碼         新件號   描述  

       CH11352    1   CH11352    密封墊       

           1      TIMINGGEAR 蓋       

       CH11976    14  CH10946              

    1   CH11848    1   CH11848    正時齒輪箱蓋        

    1   CH11848    1   CH11848    正時齒輪箱蓋            

    項目   零配件號碼         新件號   描述  

    2      1      TIMINGGEAR 蓋       

    3   CH11352    1   CH11352    密封墊       

    4   CH10946    14  CH10946    螺旋         

    4   CH11976    14  CH10946                        

    項目   零配件號碼         新件號   描述  

    1   CH11667    1   CH11667    正時齒輪箱       

    1   CH11615    1   CH11667    正時齒輪箱       

    2   CH10829    1   CH10829    密封墊 - 正時齒輪箱        

    3   CH10953    10  CH10953    圖釘         

    4   CH10815    8   CH10815    螺拴         

    5   CH10255    8   CH10255    墊圈         

    5   CH10541    8   CH10255    墊圈         

    6   CH10791    9   CH10791    螺拴         

    6   CH11476    9   CH10791    螺拴         

    7   CH10832    1   CH10832    支撐托架         

    8   CH11895    2   CH11895    螺拴         

    8   CH10537    2   CH11895    螺拴         

    9   CH10615    2   CH10615    墊圈         

Oil Flow Through The Oil Filter And Oil

Cooler

Illustration 13

Oil flow when the engine is warm.

(1) Oil manifold

(2) Oil supply line

(3) Oil return line

(4) Oil filter

(5) Bypass valve for the oil filter

(6) Oil pan

(7) Oil pump

(8) Bypass valve for the oil cooler

(9) Suction lines

(10) Oil cooler

g00562123

Illustration 14

Oil flow when the engine Is cold.

(1) Oil manifold

(2) Oil supply line

(3) Oil return line

(4) Oil filter

(5) Bypass valve for the oil filter

(6) Oil pan

(7) Oil pump

(8) Bypass valve for the oil cooler

(9) Suction lines

(10) Oil cooler

(11) Bypass valve for the oil pump

g00562383

(11) Bypass valve for the oil pump

When the engine is warm, oil is drawn from the oil

pan (6) through the suc tion lines (9) to the oil pump

(7). The oil pump pushes the hot oil through the oil

cooler (10). The oil is then sent to the oil filter (4).

Oil from the oil filter is sent to the oil manifold (1) in

the cylinder block and to the oil supply line (2) for the

turbocharger. Oil from the turbocharger goes back

through the oil return line (3) to the oil pan.

When the engine is cold, oil is drawn from the oil

pan (6) through the suction lines (9) to the oil pump

(7). When the oil is cold, an oil pressure differential

in the bypass valves causes the bypass valves to

open. These bypass valves then provide immediate

lubrication to all of the engine components when cold

oil with high viscosity causes a restriction to oil flow

through the oil cooler (10) and the oil filter (4). The oil

pump then pushes the cold oil through the bypass

valve (8) for the oil cooler and through the bypass

valve (5) for the oil filter. The oil then goes to the oil

manifold (1) in the cylinder block and to the supply

line (2) for the turbocharger. Oil from the turbocharger

goes back through the oil return line (3) to the oil pan.

When the oil is warm, an oil press ure differential in

the bypass valves also causes the bypass valves to

close. There is normal oil flow through the oil cooler

and the oil filter.

The by pass valves will also open when there is

a restriction in the oil cooler or the oil filter. This

prevents a restricted oil filter or a res tricted oil cooler

from stopping the lubrication of the engine. The

system pressure is limited by the oil pump bypass

valve (11).

This document has been printed from SPI². Not for Resale

16

Systems Operation Section

KENR6231

Oil Flow In The Engine

Illustration 15

Engine oil flow sc hematic

(1) Rocker arm shaft

(2) Oil passage to air compressor

(3) Camshaft bearing journals

(4) Oil passage to adjustable idler gear

(5) Oil passage to the fixed idler stub shaft

(6) Oil passage to cluster idler gear

(7) Oil manifold

(8) Pis ton cooling jet

(9) Crankshaft main bearings

(10) Oil passage from filter

g00431790

The oil from the oil manifold (7) is sent under

pressure through drilled passages to the crankshaft

main bearings (9). The oil flows through drilled holes

in the crankshaft. This oil lubricates the connecting

rod bearings. A small amount of oil is sent to the

piston cooling jets (8). The piston cooling jets spray

oil on the underside of the pistons.

Oil flows through passages in the timing gear housing

and the accessory drive gear. This oil flows to the air

compressor through the oil passage (2).

Oil passage (4) prov ides oil to the adjustable idler

gear. Oil passage (5) provides oil to the fixed idler

gear. Oil passage (6) provides oil to the cluster gear.

The oil flows through a passage in the shafts of the

gears.

There is a pressure control valve in the oil pump.

This valve controls the pressure of the oil that flows

from the oil pump.

Oil passage (9) provides lubrication to the rear

crankshaft seal. This ensures a long service life for

the rear crankshaft seal.

Oil flows into the cylinder head via a hollow locating

dowel in the top deck of the cylinder block. Oil trav els

to the camshaft bearing journals (3) and the three

center rocker arm shaft supports through drilled

passages in the cylinder head. The supports supply

oil to each rocker shaft. Oil flows to the bushings of

the fuel injec tor rocker arm through holes in the rocker

arm s haft (1). This same oil lubricates the valve and

the rollers. Oil flows through drilled passages in the

rocker arms. This oil lubricates the roller, the valve

bridge and the contact surfaces of the actuator of the

unit injector. Splash oil lubrication is used to lubricate

other components of the valve system.

Excess oil returns to the engine oil pan.

i02550118

Cooling System

This engine has a pressure type cooling system that

is equipped with a shunt line.

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KENR6231

Sy stems

17

Operation Section

advantages. First, the cooling system can be

operated safely at a temperature that is higher than

the boiling point of water. Next, cavitation in the water

pump is prevented. It is more difficult for air or steam

pockets to be made in the cooling system.

Note: Use Perkins ELC in an Air-To-Air Aftercooler

system. Refer to Operation and Maintenance Manual,

“Fluid Recommendations” for more information. This

keeps the temperature range of the coolant high

enough for efficient performance.

Illustration 16

Cooling system for a warm engine

(1) Cylinder head

(2) Water temperature regulator

(3) Outlet pipe

(4) Vent line

(5) Vent tube

(6) Shunt line

(7) Pipe

(8) Water pump

(9) Cylinder block

(10) Oil cooler

(11) Inlet pipe

(12) Radiator

In operation, the water pump (8) sends most of the

coolant from the radiator (12) to the oil cooler (10).

The coolant from the oil cooler (10) goes into the

cylinder block (9) through a bonnet and an elbow.

The coolant goes around the cylinder liners, through

the water directors and into the cylinder head.

The water directors send the flow of coolant around

the valves and the passages for exhaust gases in the

cylinder head. The coolant then goes to the front of

the cylinder head. At this point, water temperature

regulator (2) controls the direction of coolant flow.

The water temperature regulator (2) is c losed when

the engine is cold. The coolant flows through the

regulator housing and pipe (7) back to water pump

(8).

If the coolant is at normal operating temperature,

the water temperature regulator (2) opens and the

coolant flows to the radiator (12) through the outlet

pipe (3). The coolant becomes cooler as the coolant

moves through the radiator. When the coolant gets to

the bottom of the radiator, the coolant goes through

the inlet pipe (11) and into the water pump (8).

Note: The water temperature regulator (2) is an

important part of the cooling system. The water

temperature regulator (2) divides the coolant flow

between the radiator (12) and the bypass pipe (7).

This will maintain the correct temperature. If the

water temperature regulator is not installed in the

system, there is no mechanical control. Most of the

coolant will go through the bypass. This will cause

the engine to overheat in hot weather. If a higher

volume of c oolant goes through the radiator, the

engine will not reach normal operating temperatures.

This occurs during cold weather.

Shunt line (6) gives several advantages to the c ooling

system. The shunt line gives a positiv e coolant

pressure at the water pump inlet that prev ents pump

cavitation. A small flow of coolant constantly goes

through shunt line (6) to the inlet of water pump

(8). This causes a small amount of coolant to move

constantly through the vent tube (5). The flow through

the vent tube is small and the volume of the upper

compartment is large. Air in the coolant is removed

as the coolant goes into the upper compartment.

The vent line is used to fill the cooling system with

coolant for the first time. This will purge any air out of

the top of a bottom filled system.

i02550119

Basic Engine

Cylinder Block Assembly

Passages supply the lubrication for the crankshaft

bearings and the piston crowns. These passages

are cast into the cylinder block. Oil is supplied to the

pas sages by the cylinder block’s oil manifold.

The cylinder liner is an induction hardened liner. A

steel spacer plate provides improved reusability and

durability.

This document has been printed from SPI². Not for Resale

18

Systems Operation Section

KENR6231

Cylinder Head Assembly

The cylinder head is a one-piece cast iron head. The

cylinder head supports the camshaft. Steel reinforced

bearings are pressed into each bore. The bearings

are lubricated under pressure. Bridge dowels have

been eliminated as the valve train uses floating valve

bridges.

Thermal efficiency is enhanced by the use of

stainless steel thermal sleeves in each exhaust port.

The sleeves reduce the amount of heat rejection to

the cooling system. The sleeves then transfer the

thermal energy to the turbocharger.

The unit injector is mounted in a stainless steel

adapter. This adapter has been pressed into the

cylinder head injector bore.

Pistons, Rings And Connecting

Rods

The piston is a one-piece steel design that is retained

by the piston pin to the small end of the connecting

rod. The pistons have three rings that are located

in grooves in the steel crown. These rings seal the

combustion gas . The rings provide control of the oil.

The top ring has a barrel face. The second ring has

a tapered face and the ring has a coating of chrome

finish for the face. The third ring is the oil ring. The

third ring has a coil spring expander.

The connecting rod is a conventional design. The

cap of the connecting rod is attached to the shank by

two bolts that are threaded into the shank. Each side

of the small end of the connecting rod is machined

at an angle of 12 degrees in order to fit within the

piston cavity.

Crankshaft

The crankshaft converts the combustion force in the

cylinder into rotating torque. A v ibration damper is

used at the front of the crankshaft in order to reduce

the torsional vibrations.

The crankshaft drives a group of gears (front gear

train) on the front of the engine. The front gear

train provides power for the following components:

camshaft, water pump, oil pump, fuel transfer

pump, and accessory items that are specific to the

applic ation.

The cylinder block has seven main bearings that

support the crankshaft. The cylinder block uses two

bolts to hold each of the bearing caps to the block.

The crankcase uses a lip seal at both ends of the

crankshaft.

Camshaft

The camshaft has three lobes at each cylinder.

These lobes allow the camshaft to operate the unit

injector, the exhaust valves, and the inlet valves. The

camshaft is supported in the cylinder head by s even

journals which are fit with bearings. The camshaft

gear contains integral roller dampers that counteract

the torsional vibrations that are generated by the

high fuel pressure during fuel injector operation. The

des ign reduces gear train noise. The camshaft is

driven by an adjustable idler gear which is turned by

a fixed idler gear which is turned by a cluster idler

gear in the front gear train. Each bearing journal is

lubricated from the oil manifold in the cylinder head.

A thrust plate that is located at the front controls the

end play of the camshaft. Timing of the camshaft is

accomplished by aligning marks on the crankshaft

gear and idler gear, and camshaft gear with a mark

on the front timing plate.

i02554889

Electrical System

Grounding Practices

Proper grounding for the machine electrical sy stem

and engine electrical systems is necessary for

proper machine performance and reliability. Improper

grounding will res ult in uncontrolled electrical circuit

paths and unreliable electrical circuit paths.

Uncontrolled engine electrical circuit paths can result

in damage to main bearings, crankshaft bearing

journal surfaces, and aluminum components.

To ensure proper functioning of the vehicle and

engine electrical systems, an engine-to-frame ground

strap with a direct path to the negative battery post

must be used. This may be provided by way of a

starting motor ground, a frame to starting motor

ground, or a direct frame to engine ground.

An engine-to-frame ground strap must be used in

order to connect the grounding stud of the engine to

the frame of the vehicle and to the negative battery

post.

This document has been printed from SPI². Not for Resale

KENR6231

Sy stems

19

Operation Section

Illustration 17

Typical example

Grounding Stud To Battery Ground (“-”)

Illustration 18

Typical example

Alternate Grounding Stud To Battery Ground (“-”)

g01028488

g01028479

NOTICE

When boost starting an engine, the instructions in Op-

eration and Maintenance Manual, “Engine Starting”

should be followed in order to properly start the en-

gine.

This engine is equipped with a 24 volt starting system.

Only equal voltage for boost starting should be used.

The use of a higher voltage will damage the electrical

system.

The Electronic Control Module (ECM) must be dis-

connected at the “J1/P1” and “J2/P2” locations before

welding on the vehicle.

The engine has several input components which are

electronic. These components require an operating

voltage.

Unlike many electronic systems of the past, this

engine is tolerant to common external sources of

electrical noise. Buzzers that use electrical energy

can cause disruptions in the power supply. If buzz ers

are used anywhere on the machine, the engine

electronics should be powered directly from the

battery system through a dedicated relay. The engine

electronics should not be powered through a common

power bus with other keyswitch activated devices.

Engine Electrical System

The electrical system has the following separate

circuits :

• Charging

• Starting (If equipped)

• Accessories with low amperage

The charging circuit is in operation when the engine

is running. An alternator makes electricity for the

The engine must have a wire ground to the battery.

Ground wires or ground straps should be combined

at ground studs that are only for ground use. All of

the grounds should be tight and free of corros ion.

All of the ground paths must be capable of carrying

any likely current faults. An AWG #0 or larger wire is

recommended for the grounding strap to the cylinder

head.

The engine alternator should be battery ground

with a wire size that is capable of managing the full

charging current of the alternator.

charging circuit. A voltage regulator in the circuit

controls the electrical output in order to keep the

battery at full charge.

The starting circuit is activated only when the start

switch is activated.

Charging System Components

Alternator

The alternator is driven by a belt from the cranks haft

pulley. This alternator is a three-phase, self-rectifying

charging unit, and the regulator is part of the

alternator.

This document has been printed from SPI². Not for Resale

20

Systems Operation Section

KENR6231

The alternator design has no need for s lip rings

and the only part that has movement is the rotor

assembly. All conductors that carry current are

stationary. The following conductors are in the circuit:

• Field winding

• Stator windings

• Six rectifying diodes

• Regulator circuit components

The rotor assembly has many magnetic poles that

look like fingers with air space between each of the

opposite poles. The poles have residual magnetism.

The residual magnetism produces a small magnetic

field between the poles. As the rotor as sembly

begins to turn between the field winding and the

stator windings, a small amount of alternating current

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

stator windings from the small magnetic field. The

AC current is changed to direct current (DC) when

the AC current passes through the diodes of the

rectifier bridge. The current is used for the following

applications:

• Charging the battery

• Supplying the accessory circuit that has the low

amperage

• Strengthening the magnetic field

The first two applications use the majority of the

current. As the DC current increases through the

field windings, the s trength of the magnetic field is

increased. As the magnetic field becomes stronger,

more AC current is produced in the stator windings.

The increased speed of the rotor assembly also

increases the current and voltage output of the

alternator.

The voltage regulator is a solid-state electronic

switch. The voltage regulator senses the voltage in

the system. The voltage regulator switches ON and

OFF many times per second in order to control the

field current for the alternator. The alternator uses

the field current in order to generate the required

voltage output.

NOTICE

Never operate the alternator without the battery in the

circuit. Making or breaking an alternator connection

with heavy load on the circuit can cause damage to

the regulator.

Illustration 19

Typical alternator components

(1) Regulator

(2) Roller bearing

(3) Stator winding

(4) Ball bearing

(5) Rectifier bridge

(6) Field winding

(7) Rotor assembly

(8) Fan

Starting System Components

Starting Solenoid

Illustration 20

Typical starting solenoid

g00425518

g00317613

This document has been printed from SPI². Not for Resale

KENR6231

Sy stems

21

Operation Section

Illustration 21

Typical starting motor components

(1) Field

(2) Solenoid

(3) Clutch

(4) Pinion

(5) Commutator

(6) Brush assembly

(7) Armature

g00425521

When two sets of solenoid windings are used, the

windings are called the hold-in winding and the

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

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

winding uses a wire with a larger diameter. The wire

with a larger diameter produces a greater magnetic

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

current flows from the battery through the hold-in

windings. The rest of the current flows through the

pull-in windings to the motor terminal. The current

then flows through the motor to ground. Solenoid

(2)is fully activated when the connection across the

battery and the motor terminal is complete. When

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

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

the smaller hold-in windings are in operation. The

hold-in windings operate for the duration of time that

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

will now draw less current from the battery, and the

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

an acceptable level.

The starting solenoid (2) is an electromagnetic s witch

that performs the following basic operations:

• The starting solenoid (2) closes the high current

starting motor circuit with a low current start switch

circuit.

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

starting motor (4) with the ring gear.

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

a hollow cylinder. A plunger that is spring loaded is

inside the cylinder. The plunger can move forward

and backward. When the start switch is closed and

electricity is sent through the windings, a magnetic

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

plunger forward in the cylinder. This moves the shift

lever in order to engage the pinion drive gear with the

ring gear. The front end of the plunger then makes

contact across the battery and motor terminals of

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

the flywheel of the engine.

When the start switch is opened, current no longer

flows through the windings. The spring now pushes

the plunger back to the original position. At the same

time, the spring moves the pinion gear away from

the flywheel.

This document has been printed from SPI². Not for Resale

Testing and Adjusting Section

KENR6231

Testing

Section

and

Adjusting

Testing

and

Adjusting

Belt

Tension Chart

i02555248

Table 1

Table 2

Size of Belt

Width of Belt

(1)

(2)

Initial Belt Tension refers to a new belt.

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

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

length of belt and check the tension on the belt.

Check and adjust the tension on the tightest belt.

To adjust the belt tension, refer to Disassembly and

Assembly, “Belt Tightener - Install”.

Note: When the belts are replaced, always replace

the belts as a set.

Table 3

Size of Belt

Width of Belt

(1)

(2)

Initial Belt Tension refers to a new belt.

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

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

length of belt and check the tension on the belt.

Check and adjust the tension on the tightest belt.

To adjust the belt tension, refer to Disassembly and

Assembly, “Alternator - Install”.

This document has been printed from SPI². Not for Resale

KENR6231

23

Testing and Adjusting Section

Fuel

System

i02550123

•

•

Relief valves

Check valves

Fuel System - Inspect

A problem with the components that send fuel to

the engine can cause low fuel pressure. This can

decrease engine performance.

1. Check the fuel level in the fuel tank. Ensure that

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

2. Check all fuel lines for fuel leakage. The fuel lines

must be free from restrictions and faulty bends.

Verify that the fuel return line is not collapsed.

3. Install a new fuel filter.

4. Cut the old filter open with a suitable filter cutter.

Inspect the filter for excess contamination.

Determine the source of the contamination. Make

the necessary repairs.

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

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

If excessive resistance is felt, inspect the fuel

pressure regulating valv e. If uneven resistance

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

Operation, Testing and Adjusting, “Air in Fuel -

Test” for more information.

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

Refer to Sy stems Operation, Testing and

Adjusting, “Fuel System - Prime”.

i02550146

Air in Fuel - Test

This procedure checks for air in the fuel. This

procedure also assists in finding the source of the air.

1. Examine the fuel system for leaks. Ensure that

the fuel line fittings are properly tightened. Check

the fuel level in the fuel tank. Air can enter the

fuel system on the suction side between the fuel

transfer pump and the fuel tank.

2. Install a suitable fuel flow tube with a visual sight

gauge in the fuel return line. When possible, install

the sight gauge in a straight section of the fuel line

that is at least 304.8 mm (12 inches) long. Do not

ins tall the sight gauge near the following devices

that c reate turbulence:

• Elbows

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

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

System Operation, Testing and Adjusting, “Fuel

System - Prime” for more information. If the engine

starts, check for air in the fuel at varying engine

speeds. When possible, operate the engine under

the conditions which have been suspect of air in

the fuel.

Illustration 22

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

approximately 1.60 mm (0.063 inch) is an acceptable amount

of air in the fuel.

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

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

intervals between bubbles.

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

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

f, uel return line, install a second s ight gauge at the

inlet to the fuel transfer pump. If a second sight

gauge is not available, move the sight gauge from

the fuel return line and install the sight gauge

at the inlet to the fuel transfer pump. Observe

the fuel flow during engine crank ing. Look for air

bubbles in the fuel. If the engine starts, check for

air in the fuel at varying engine speeds.

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

transfer pump, the air is entering the system after

the fuel transfer pump. Proc eed to Step 6.

If excessive air is seen at the inlet to the fuel

transfer pump, air is entering through the suction

side of the fuel system.

This document has been printed from SPI². Not for Resale

24

Testing and Adjusting Section

KENR6231

To avoid personal injury, always wear eye and face

protection when using pressurized air.

4. Pressurize the fuel tank to the recommendations

of the OEM in order to avoid damage to the fuel

tank. Check for leaks in the fuel lines between

the fuel tank and the fuel transfer pump. Repair

any leaks that are found. Check the fuel pressure

in order to ensure that the fuel transfer pump is

operating properly. For information about checking

the fuel pressure, see System Operation, Testing

and Adjusting, “Fuel System Pressure - Test”.

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

the s upply line from the fuel tank and connect an

external fuel supply to the inlet of the fuel transfer

pump. If this corrects the problem, repair the fuel

tank or the stand pipe in the fuel tank.

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

combustion gases may be leaking into the fuel

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

are worn, missing, or damaged, combustion gases

may leak into the fuel system.

i02550152

Electronic Unit Injector - Adjust

Table 4

Required Tools

Tool   Part Number     Part Description     Qty

A      CH11149    Injector Height Gauge     1

To make an adjustment to the unit injectors on

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

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

on the compression stroke. Refer to Systems

Operation, Testing and Adjusting, “Finding Top

Center Position for No. 1 Piston”.

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

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

is measured from the top of the unit injector to the

machined ledge of the fuel injector body.

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

cloc kwise until the correct height is obtained.

4. Hold the adjusting screw in this position and

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

(74 ± 7 lb ft).

5. To make an adjustment to the unit injectors on

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

the flywheel by 360 degrees in the direction of

engine rotation. The direction of engine rotation is

counterclockwise, as the engine is viewed from

the flywheel end. This will put the number 1 piston

at the top center position on the exhaust stroke.

6. Repeat Steps 3 through 4.

7. Remove the timing bolt from the flywheel after all

the unit injector adjustments have been made.

Reinstall the valve mechanism cover.

i02550163

Electronic Unit Injector - Test

This procedure assists in identifying the cause for

an injector misfiring. Perform this procedure only

after performing the Cylinder Cutout Test. Refer to

Troubleshooting for more information.

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

not already been performed. Refer to Systems

Operation, Testing and Adjusting, “Air in Fuel -

Test”.

Illustration 23

Injector Mechanism (Typical example)

(1) Rocker arm

(2) Adjusting screw

(3) Locknut

(4) CH11149 Injector Height Gauge

g01023138

Electrical shock hazard. The electronic unit injec-

tor system uses 90-120 volts.

This document has been printed from SPI². Not for Resale

25

Testing and Adjusting Section

2.

Remove the valve cover and look for broken

parts. Repair any broken parts or replace any

broken parts that are found. Inspect all wiring to

the solenoids. Look for loos e connections. Also

Finding

Top

Center

i02551444

Position

look for frayed wires or broken wires. Ens ure

that the connector for the unit injector solenoid

is properly connected. Perform a pull test on

each of the wires. Refer to Troubleshooting,

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

of the solenoid for arcing. If arcing or evidence

of arcing is found, remove the cap assembly.

Refer to Disassembly and Assembly, “Elec tronic

Unit Injector - Remove”. Clean the connecting

posts. Reinstall the cap assembly and tighten

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

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

for No. 1

Table 5

Piston

3.

4.

5.

6.

“Electronic Unit Injector - Install”.

Check the valve lash setting for the cylinder of the

suspect unit injector. Refer to Systems Operation,

Testing and Adjusting, “Engine Valve Lash -

Inspect/Adjust”.

Ensure that the bolt that holds the unit injector is

tightened to the proper torque. If necessary, loosen

the bolt that holds the unit injector and tighten the

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

Remove the suspect unit injector and check the

unit injector for signs of exposure to coolant. Refer

to Disassembly and Assembly, “Electronic Unit

Injector - Remove”. Exposure to coolant will cause

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

shows signs of exposure to coolant, remove the

injector sleev e and inspect the injector sleeve.

Refer to Disassembly and Assembly, “Elec tronic

Unit Injector Sleeve - Remove”. Replace the

injector sleeve if the injector sleeve is damaged.

Check the unit injector for an exc essive brown

dis coloration that extends beyond the injector tip. If

excessive discoloration is found, check the quality

of the fuel. Refer to Systems Operation, Testing

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

seals on the injector and reinstall the injector.

Refer to Disassembly and Assembly, “Elec tronic

Unit Injector - Install”. Also refer to Disassembly

and Assembly, “Electronic Unit Injector Sleeve -

Install”.

If the problem is not resolved, replace the suspect

injector with a new injector.

compression stroke is the starting point of all timing

procedures.

Illustration 24

Typical example

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

flywheel housing. Remove the plug (1) from the

timing hole in the flywheel hous ing.

2. Install Tooling (A) into the flywheel housing

through the aperture behind the cover (2). Tooling

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

the direction of normal engine rotation. Normal

engine rotation is counterclockwise. Normal

engine rotation is viewed from the flywheel end of

the engine. Turn the engine flywheel until Tooling

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

This document has been printed from SPI². Not for Resale