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REPAIR MANUAL - Pitt Auto Electric Company

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1. 2 Restriction in fuel flow 3 Air in fuel lines 4 Transfer pump faulty 5 Water in fuel 6 Internal engine seizure 7 Faulty electrical shut off on in jection pump COMBUSTION KNOCKS Excessive 1 SES Lugging 2 Poor quality fuel 3 Injection timed too early 4 Injection nozzle sticking MECHANICAL KNOCKS 1 To locate knock 2 Main bearings 3 Connecting rod bearings 4 Loose piston pin 5 Broken piston ring or pin 6 Tappet noise 7 Timing gear noise CORRECTION 1 Refill fuel tank and bleed fuel System 2 Clogged or dirty filters check lines for obstruction or break 3 Bleed fuel system 4 Replace transfer pump 5 Drain system and refill with clean fuel or strain remaining fuel through chamois 6 Turn engine manually if uan ble to do so check for foreign object in combustion chamber or for piston or bearing seizure 7 Repair or replace 1 Reduce load or increase speed 2 Use only 2 diesel engine fuel oil for good performance and economy 3 Follow recommended timing procedure 4 Remove nozzle check opening pressure clean and adjust 1 Short out cylinders by loosening fuel line to nozzle one at a time if no change in sound knock is not occurring in that cylinder 2 Heavy dull knock when ac celerating under load Examine bearing lining for wear or ex
2. 13 LUBRICATION RECOMMENDATIONS Motor oils used for internal combustion engine lubrication perform many useful functions in cluding Dissipating heat sealing piston rings preventing metal to metal contact wear and reducing power loss through friction The lubricating oil recommendation is based upon engine design type of service and the at mospheric temperature prevailing High quality oils are required to assure maximum perfor mance long engine life and minimum cost of operation Continental industrial diesel engines operate in a wide range of service conditions and seasonal temperatures so our recommendations are given for various types of service and ambient temperatures API SERVICE DESIGNATIONS We recommend using oil described below for all Continental industrial diesel applications CD Service Class D Service typical of industrial diesel engines operating under engine manufacturer s warranties High detergent exceeds engine manufacturer warranty requirements SE CD Oil Classifications may be used SF CD Oil Classifications may be used SG Oil Classifications may be used S A E OIL BODY GRADES The oil grades available from the lightest SAE 5W to the heaviest SAE 50 are sw row ssw zow 20 30 40 so EE ICI PR WE Multi Grade Oils such as SAE 5W 20 and SAE 15W 50 have the starting grade characteristics of the lighter oil and after warm up have the running char
3. Ridge Reaming Top of Cylinder Bore 45 46 Honing Cylinders Several good makes of ridge reamers are available which will ream the top of the bore in direct relation to the worn area so that should the worn area be off center slightly there will be no partial ridge remaining Drain the crankcase and remove the oil pan Remove the cap screws holding the connec ting rod caps to the rod Keep the cap and bolts in numerical order so that when the pistons and rods are removed from the engine the cap can be reassembled and kept with its mating part Push the pistons and connecting rods up through the top of the cylinder carrying with them all the carbon and metal chips left from the cleaning and ridge reaming operation When doing this every precaution must be taken to prevent damage to cylinder bores by the sharp corners and rough edges of the con necting rods It is important to remove the glaze on the cylinder bores by using a cylinder hone with an adjustable stone tension in order to assure quick seating of the new pistion rings If the cylinder glaze is not removed you will have no assurance as to when the rings will begin to function properly and control the oil this is esp cially true when chrome rings are used The following step by step procedure is recommended a To get the correct cross hatch pattern with a cylinder hone use a top quality electric drill with a speed of 500 R P M or les
4. Read and observe safety warnings on pages 1 and 2 A Preventive Maintenance system including in spection lubrication and adjustment as recom mended in our Maintenance Section wil prevent the greater portion of Diesel troubles Failure of a Diesel engine to perform satisfac torily is generally due to difficulties with the fuel supply system such as air leaks in the suction line due to loose connections or restrictions to fuel flow because of clogged filters rather than the injection pump or nozzles Any attempt to disassemble or repair fuel injec tion pumps must be made only by persons fully qualified and equipped Operators should depend on their well developed senses of feeling hearing seeing and smelling and replace their sense of taste in this type of work with a generous amount of Com mon Sense A good rule to follow in locating trouble is to never make more than one adjustment at a time then locate the trouble by a process of elimination Remember the cause is usually Simple rather than mysterious and comp licated Following are listed some of the normal com plaints encountered in routine operation of all Diesel engines the probable causes and the recommended steps required to correct the dif ficulty COMPLAINTS PROBABLE CAUSE CORRECTION 1 Dead or weak battery 3 Poor ground connection A Engine Won t Turn Over tions 5 Starting switch faulty 6 Starting motor d
5. 016 026 016 026 012 024 0032 0020 0032 0020 0032 0020 N WARNING Read and observe all individual safety warnings as you use this manual to operate service or repair y ur engine See pages 1 and 2 Important Safety Notice and Warnings sensessussnnunnonensnnnonunnnnnsnununnnnunnnunnsnnnnnnensunnnennennnn 1 amp 2 CONS ES zisa 3 Industrial C ntinental Diesel Specifications nunuunnnenneussonnnnnunnsnnonennonnunnsonnnnnnunsunnnnnnnnnnunennennn 4 SECTION 1 General Information Continental Diesel Engine ii oon Ende Ee Luces eaa SO COPIER UR NS BER oe OE AERE ER XLI ES MU eO EP CH 5 SECTION 2 Operating Instructions Preparation of a New Engine for Operation EEN 7 taria the Engine iia lito 7 SIOPPING me e lt 9 Rf MUSI werner neue 9 Gold Weather Opera EE 9 Engine Preparation for Winter Use ee ea 10 Preparation of Engine for Seasonal Storage 2a un an isn 11 SECTION 3 Lubrication Engine E briealion SIM es een 13 eB em nee een 13 Oil GhNange e He EE 13 Lubrieation Recommendations a son 14 SECTION 4 Cooling System Cooling SYSTEM RE 15 EHector Altitude ot COOMNG EE EE 16 Ahi CZCS oes e eeler 16 Cleaning Cooling EE WEE 16 WESUNG Thermostat cas aussen nee ee EIER 17 Radiator Pressure OaD m 18 Fan Belt MON SIOIN rrr 18 Water PUND EEN 19 SECTION 5 Fuel System Elecine
6. 1 6875 1 6865 0055 0035 0015 0070 1 1880 1 1870 2 0620 2 0615 0617 0612 0607 1 9375 1 9365 1 9355 0031 0006 0019 0036 011 006 008 3 0716 3 0709 0978 0973 0968 2 8730 2 87 18 2 8708 0052 0023 0038 0067 0015 2 795 2 783 1 1250 1 1248 1 1245 1 1259 1 1255 1 1269 0 0005 0 001 1 0 0008 9970 9965 9986 9978 005 69 ENGINE MODEL PISTONS Cylinder Dia Wear Limits Cyl Bore Piston Pin Hole Dia Ring Groove Width 1 Max Wear Limit Width Ring Groove Width 2 Max Wear Limit Width 2 Ring Groove Width 3 Max Wear Limit Width Piston Fit Feeler Gauge Lbs Pull PISTON RINGS Ring Width 1 Wear Limits Min Width Ring Width 42 Wear Limits Min Width Ring Width 3 Wear Limits Min Width Ring Gap Clear 1 Ring Gap Clear 2 Ring Gap Clear 3 Ring Side Clear 1 Ring Side Clear 42 Ring Side Clear 43 METRIC 91 039 91 000 0 20 28 583 28 578 2 560 2 540 2 611 2 060 2 040 2 111 4 060 4 040 4 109 0 08 2 3 4 5Kg 2 490 2 478 2 423 1 990 1 978 1 923 3 990 3 978 3 927 0 40 0 65 0 40 0 65 0 30 0 60 0 082 0 050 0 082 0 050 0 082 0 050 ENGLISH 3 5842 3 5827 008 1 1253 1 1251 1008 1000 1 028 0811 0803 0831 1598 1591 1618 003 5 10 0980 0976 0954 0783 0779 0757 1571 1566 1546
7. 2 Disconnect battery cable at battery ter minal 3 Make sure the mounting area of the alter nator and regulator base are clean and make a good tight connection 4 Connect alternator in accordance with the manufacturer s instructions 5 Do not flash field or ground terminals of the regulator Reconnect battery cable Start engine and observe ammeter A High charge rate is normal for the first few minutes but will decrease as the battery recharges EL Note When servicing the charging system never remove a unit until tests have shown it to be defective Reference always should be made to the manufacturers maintenance manuals for complete trouble shooting instructions 33 Section 7 Preventive Maintenance In order to obtain maximum efficiency from your diesel engine a definite maintenance program should be set up and followed Haphazard mainte nance will only lead to faulty engine performance and shorten engine life All moving parts in the engine are subjectto wear however wear can be reduced by careful operation and a planned maintenance program In general diesel engine operation demands careful attention to the cleanliness of air fuel and oil and maintaining coolant operating temperatures of 81 93 C 180 200 F The following pages covering Daily 50 250 400 and 500 hour maintenance have been worked out with our field service division as Minimum Requirements to keep your en
8. but volume or flow needs to be checked simply disconnect the fuel inlet line from the fuel injection pump and turn the ignition Switch on Be prepared with a container to catch the fuel as it comes out of the open line A steady solid stream of fuel indicates that the fuel pump is probably OK for continued use A broken stream with bubbles and dribbles or no fuel at all indicates the fuel pump is probably bador that there are restrictions somewhere 21 in the fuel circuit There could also be an air leak in the fuel pick up line on the suction side of the pump causing the pump to cavitate If restrictions are suspected in the fuel circuit they are mostlikely found to be either plugged fuel filters or trash on the inlet side of the electric fuel pump BLEEDING THE FUEL SYSTEM Bleeding is necessary on initial installation of the fuel injection system after any subsequent removal and if the system should be drained after having run out of fuel Note Electrical equipment such as starters should be shielded with non conductive material during the bleeding process to prevent damage from fuel entry Also be certain that all transmissions gearboxes hydraulic controls etc are in a neutral position before attempting to crank the engine If a wheeled vehicle is involved be certainthatthe wheels are chocked and the parking brake is set CAV DPA Fuel System Before bleeding and venting the CAV DPA fuel system ensure tha
9. 11 Limits and Clearance Data 00 cccccsccceeecessccecceesesesnnssnsnscancossecessenenersensenseceeenes 69 70 72 NOTES NOTES SERVICE AND PARTS Available from your Authorized WISCONSIN Service Center ANN California Proposition 65 The engine exhaust from this product contains chemicals known to the State of California to cause cancer birth defects or other reproductive harm WISCONSIN MOTORS LLC SALES OFFICE 2020 Fletcher Creek Drive Memphis Tennessee 38133 Phone 901 371 0353 or Toll Free 800 932 2858 www wisconsinmotors com JUL 2006 TTP 10148
10. Fuel Transter PUmp EEN 21 Bleeding die Fuel Sysiem aana rS nn lee 22 misi a EES 23 MPL XC COIS octet RR RTT Tc TR 24 i e mo EEIE T O 24 PASM CUO FUMO EE 25 Timing of Injection Pump to the Engine 0 cccccccccccecsussssussssesssseseeccescecsesssensccaseesceeseensrsceseeses 26 xi FRECOMMMENGAUONS au ee Lc EM 31 SECTION 6 ChargingSystem An aE 32 SECTION 7 Pr ventive Maint nanc Daily Preventive Maintenance Schedule E 34 Dry Type R placeable Air Filter i rie teen eben iia iia 34 POV SV SUC Tc EET 35 As A EE EE 35 50 Hour Preventive Maintenance Schedule A 36 250 Hour Preventive Maintenance Schedule nenn nenne nnnnnnnnnnnnnannnnnn 37 400 Hour Preventive Maintenance Schedule A 37 500 Hour Preventive Maintenance Schedule 000nn000nonneeronennneonnnenssneossenessnosnsornornsasssenessanoneesenas 37 SECTION 8 Engine Repair and Overhaul VIG ST USA E a H 39 Disassembly oreylinder Head osi EE edis es eut ete a od Noche dips epoca iue fce tue 40 Valve GUIDO Sl QN PERPE 41 Valve edt Inserts lf SUDDIIBO EE 41 Vave Gude ADT Eee 42 CDD CI H 43 valve Le mE 44 ROCKOT cM c HC 45 NAIVE TN OOS 2 2 ohne 45 CHECKING Bore Weal x 45 Preparing Cylinder Walls for R
11. Timing Mark EUR i Typical CAV DPA Fuel Injection Pum 11 Guide the injection pump into position and di j install the three long M10 mounting bolts lock washers and nuts that secure the adaptor mounting plate to the engine Torque the M10 bolts to 25 30 FT LBS 34 40 Nm 12 Check thatline A is still lined up with the flat end of the snap ring If itisn t rotate the body of the injection pump until it is 13 Torque the three M8 bolts that fasten the injection pump to the adaptor mounting plate to 15 18 FT LBS 20 24 Nm 14 Rotate the crankshaft counter clockwise about 1 4 turn viewed from the front Then rotate clockwise stopping at 19 20 BTDC Re check that line A is still lined up with flat end of snap ring If not reset 15 Install the timing hole cover onto the injec tion pump housing 16 Install the high pressure fuel lines and torque the fuel line nuts to 20 25 FT LBS 27 34 Nm Typical CAV DPA Fuel Injection Pump cut a way 28 STANADYNE MODEL DB2 INJECTION PUMP The model DB2 injection pump is described as an opposed plunger inlet metered positive displace ment distributor type pump The DB2 pump incorpo rates a single pumping chamber Precise distribution between cylinders inherent in the pump design and the ability to preset fuel flow eliminates lengthy periods on the test stand The pump is self lubricated contains essentially the same number of parts regardles
12. according to the degree of plunger dis placement As the rotor turns the inlet port is cut off and the single distributor port in the rotor registers with an outlet port in the hydraulic head Atthe same time the 26 plungers are forced inwards by the rollers contacting the cam lobes and fuel under injection pressure passes up the central bore of the rotor through the aligned ports to one of the injectors The rotor nor mally has as many inlet ports as the engine has cylinders and a similar number of outlet ports in the hydraulic head The cam lobes are contoured to provide relief of pressure in the injector lines atthe end of the injection cycle this gives a sharp cut off of fuel and prevents dribble at the nozzles The governor flyweight assembly is mounted on the drive shaft and is contained entirely within the pump body Linkage transmits the movement of the governor flyweights to the control lever on the meter ing valve The governor control mechanism is en closed in a housing mounted on the pump body OVERHAUL PROCEDURE Dismantling assembly testing and adjustment of the DPA pump must be carried out by trained personnel using specialized tools and test appara tus Contact your Continental distributor for details TIMING OF INTECTION PUMP TO THE ENGINE A WARNING Bodily injury may result during the timing opera tion of the fuel injection pump if the engine is running DO NOT attempt to adjust the timing wi
13. distillate having the following characteristics Refer to page 11 for seasonal fuel recommendations listed in order of importance DIESEL FUEL RECOMMENDED CHARACTERISTICS EFFECT LIMITS Indicative of Ignition Quality Higher number better 50 desired Volatility To prevent premature vaporization during hot weather o T Initial Boiling Point operation RESP TORQUE 50 recovery Less smoke with fuel at low 50 and 90 Recovery 550 F maximum Temperatures Higher end points only partially burn 5 i o S Bc causing build up of deposits in energy cel and nozzle 650 F maximum n oin causing pintle sticking and smoke ZOU TE maximum Kar Lower recovery indicates heavy oil fractions which Distillation Recovery cause smoke and poor combustion Viscosity is a measure of flow resistance the low SU Viscosity limit minimizes leakage and lubrication and the higher 31 40 seconds 100 F 38 C limit insures penetration and atomizations f 1 i 0 DH Water and Sediment Water in fuel causes corrosion rapid pump wear and 05 maximum by clogged filters volume 10 below lowest Pour Point anticipated operating AP Grau 60 F 30 minimim HI Gravity i Lower Gravity Fuels contain more heat Units Gal A P l Degrees temperature Total Sulphur Sulphurous acids corrode and increase engine wear 5 maximum Corrosion Copper Discoloration or pitting on polished copper strip pass test 3 Hours 212 F shows same ef
14. in the bearing cap not in the block or oil to the bearings will be cut off Measuring Bearing Thickness 8 If visual inspection of the crankshaft shows no indication of excessive wearor scoring the clearance of the bearing should be checked 51 9 Check each bearing one at a time by using a piece of Plastigage of a diameter specified to check certain clearances ye Checking Bearing Clearance with Plastigage By placing the Plastigage on the crankshaft bearing surface and tightening the bearing and cap in place the width of the Plastigage after crushing will determine the bearing clearance CAUTION When using this method DO NOT TURN the crankshaft as that would destroy the Plastigage if crankshaft is scored or worn enough so that new bearings will not fit with the required clearance it should be removed and reground Standard crankshafts may be reground to decrease the diameter a maximum of 1 0mm 040 Before shaft is reground it must be checked for straightness and straigtened if necessary to be within 0 05mm 002 indicator reading When reground the fillet radii must be within dimen sional limits and must be perfectly blended into thrust and bearing surfaces Crankshafts must be nit mpered after regrinding AVOID SHARP CORNERS INSUFFICIENT FILLET 52 2 8R 11 on all crankpins 3 0R 12 on all mains Crankshaft Fillet Radii Replacing Bearing CAMSHAF
15. line up after which the bushing must be honed to ob tain the correct fit of the pin in the bushing as shown on Limits and Clearance Chart If there is an excess of stock in the piston pin bushing it may be reamed first then honed In any event the final operation should be done with a hone to obtain the desired fit with better than 75 bearing area contact on the pin PISTON AND CONNECTING ROD ASSEMBLY 1 Assemble the pistons on the connecting rod Heating them in hot water will facilitate assembly When heated the piston pin will enter the piston very easily and can be tapped through the connecting rod and into place without distor ting the piston The snap rings must be assembl ed in the grooves making sure they are fully seated in place 2 The piston pin hole in the connecting rod must be parallel to and in plane with the large bore in the bearing end of the connecting rod Checking Connecting Rod for Twist and Alignment This may be checked on a fixture with the piston pin assembled in the rod before assem bling the piston but regardless of this preliminary check the completed piston and rod assembly must be rechecked and there must not be more than 0 05mm 002 twist or out of squareness checked over a spread of approximately 100mm 4 If excessive replace the rod Pistons are cam and taper ground and this must be taken into consideration when checking alignment of the assembly since the diameter
16. observe safety warnings on pages 1 and 2 Before testing determine the brand name of the fuel injector aboutto be tested TMD engines currently use injectors made by two different companies One company is CAV and the other is STANADYNE They look very much alike but are never mixed together on any one engine because of different operating pres sures The nozzles are identified by very small lettering on the outside of the nozzle as follows CAV stamped just above the large hex portion of the nozzle STANADYNE stamped just under one of the bleed off tubes After having identified the nozzle connect it to the tester STEP 1 Set tester so that it will apply pressure and then work the pump handle several sharp strokes This will dislodge some light carbon build up from the tip of the nozzle and may remove any very fine dirt particles in the nozzle cavities STEP 2 Now work the pump handle slowly and observe the opening pressure Compare to the follow ing chart A E EA A CC EE CAV STANADYNE Acceptable Pressure Limits Acceptable Pressure Limits New Injector 1900 2016 PSI New Injector 2150 2250 PSI 131 139 BAR 148 2 155 1 BAR Service Injector 1755 2016 PSI Service Injector 1925 2250 PSI 121 139 BAR 132 7 155 1 BAR A new injector is an injector with no engine run time on it A service injector is considered to be any injector that has been in use or any injector that has
17. or made unsafe by the procedures you choose IMPORTATNT the information specifications and illustrations in this book are on the basis of information available at the time it was written The specifications torques pressures of operation measurements adjustments illustrations and other items can change at any time These changes can effect the service given to the product Get the complete and most current information before you start any job Continental Distributors Dealers have the most current information which is available For a list of current Distributors Dealers refer to directory LIT1017 or www wiscosninmotors com N WARNING Most sub systems used in conjunction with Wisconsin Motors LLC industrial engines including but not lim ited to radiators hoses fans fuel tanks fuel lines or other fuel systems components hydraulic pumps and generators are not supplied by Wisconsin Motors LLC but are provided by the manufacturer of the end item in which the eingine is used Some of the dangers assoicatied with servicing such items are generally mentioned in this manual however the appropriate handbooks and safety instructions procided by the manufactureer of the end item should always be consulted prior to undertaking any work on sub systems attached to the engine to avoid any hazards inherent to these sub systems N WARNING Read and observe all individual safety warnings as you use this manual to operate service or rep
18. pulley clockwise viewed from the front until the notch on the pulley is atthe timing setting prescribed in SPB 92 420 Note Some engines use marks on the flywheel and a pointer pin fixed into the bell housing Ifthis is the case be certain that you are working with the correct set of marks Bell housing pointers are usually hidden by an access cover 9 Check that the engine is on the compression 29 stroke bylooking for the single beveled tooth on the rear side of the injection pump drive gear the injection pump drive gear is the smaller of the two gears visible in the opening where the injection pump mounts to the engine If the beveled tooth is not visible in the opening simply rotate the crankshaft one revolution clockwise and it will be This is very important because this engine will run with the injection pump installed 180 out of time However it runs very poorly in that condition 10 Remove the timing hole cover from the side of the injection pump housing 11 Tum the injection pump gear until the internal timing marks are lined up See Below Turn the injection pump gear until timing mark is aligned with the pointer 12 Guide the injection pump into position and install the three long M10 mounting bolts lock washers and nuts that secure the adaptor mounting plate to the engine Torque the M10 bolts to 25 30 ft Ibs 34 40 Nm 13 Inspectthe internal timing marks again The two marks should look li
19. removed from the cylinder head and reconditioned or replaced CAUTION No attempt should be made to adjust the injection pressure without a proper testing pump and pressure gauge Itis impossible to adjustthe setting of the injector with any degree of accuracy without proper equipment Therefore it is recommended that adjust ments and or repairs be made only by authorized CAV or Stanadyne repair centers depending upon the type system involved TESTING Injectors should notbe disassembled unless test ing shows that cleaning or other service is needed Any disassembly of the fuel injectors should be done in an extremely clean work area The exterior of the injectors should be rinsed with cleaning solution be fore testing Be careful notto flush any debris into the open ports of the injector Before testing each injector turn it upside down and shake it This may get rid of any debris that has just entered the nozzle during the removal and clean ing process Use a special hydraulic injector tester equipped with a filter so that only clean oil enters the injector There are many testers on the market follow the 24 manufacturer s instructions for correct and safe op eration of the test equipment chosen A WARNING Bodily injury may result during this operation if care is not exercised The high velocity f spray may puncture the skin and cause blood poison ing Keep hands and face away from nozzle spray Read and
20. series of metal tubes through which the coolant is 16 circulated In standard radiator design fins are connected to the metal tubes to give an extended surface through which heat can be dissipated It is important that these tubes be kept clean on the inside and the fins free of dirt on the outside so the maximum heat transfer can take place in the radiator Radiator Coolant Inlet Blowing out between the fins of the radiator using compressed air in a direction opposite to that of the fan circulated air will serve to keep the cooling surfaces of the core free of dirt and other particles Operating conditions will determine the frequency of this service Every 500 hours of operation the radiator and cooling system should be well cleaned and flushed with clean water RADIATOR OUTLET HOSE NRADIATOR DRAIN Radiator Drain Wherever possible only soft clean water should be used in the cooling system Hard water will cause scale to form in the radiator and the engine water jackets and cause poor heat transfer Where the use of hard water cannot be avoided an approved water softener can be used CLEANING COOLING SYSTEM Deposits of sludge scale and rust on the cool ing surfaces prevent normal heat transfer from the metal surfaces tothe coolant andintimerender the cooling system ineffective to properly main tain normal operating temperatures The ap pearance of rust in the radiator or coolant is a warning that
21. the camshaft forward with suitable bar through the fuel pump opening in the block so there is no possibility of the camshaft bumping the expansion plug at the rear end and forcing it out of position thus causing an oil leak NOTE TMD20 spec 8604 uses a different cam gear and injection pump drive gear set up For assembly information see SPB 87 372 Please reference SPB 87 372 Installing Camshaft Gear 96 Assemble camshaft nut and torque to specification see torque specifications section Do not use impact wrench or over torque cam nut Torquing Cam Gear Nut Check camshaft end play as shown in illustra tion Refer to limits and clearance section for cor rect dimension CAUTION NEVER USE THE CAMSHAFT NUT TO PRESS THE GEAR ONTO THE CAMSHAFT This will break the threaded end off cast iron cam shafts es E TS Ka o f Tu Checking Camshaft End Play 4 Drive the crank gear on the shaft making sure that the marked teeth on the cam gear straddle the marked tooth on the crank gear which assures you of the crankshaft and camshaft being in time kt TEE rpg sah rn Timing Gears Assembied According to Timing Marks CRANKSHAFT END PLAY The crankshaft end play is controlled by the center flanged bearing No shims are required Using a dial indicator check the crankshaft end play If the end play exceeds 0 18mm 007 replace the flanged bearing End play should be between the 0 17mm 0
22. the valve spring retainer locks retainers rotors springs and oil seals on valve stems placing all parts in a container of solvent EEUU La gt mm ei ME Capping injector Connections Removing Valve Springs a 2 Remove the valves and place them in order in x a rack with holes numbered for both intake and exhaust so they will not be mixed in handling Injector with Protective Caps and Nozzle Removal 6 Remove glow plugs Valves in Rack 3 Remove precombustion chamber inserts from cylinder head and place in a rack indicating the cylinder from which each was removed Ai 4 T Please see E Procedure SPB 87 371 8 W a ETA y Glow Plugs 7 Loosen and remove the capscrews holding the cylinder head to the block 8 Lift the cylinder head off the engine and carry 5 E to a clean bench for further disassembly Precombustion Chamber Inserts 40 Cleaning Combustion Pocket Clean insert and combustion pocket Inspect carefully for cracks 4 Remove al carbon from combustion areas using scraper and wire brush 5 Clean the cylinder head thoroughly with a solvent or degreasing solution and blow it off with air pressure Inspect carefully for cracks VALVE GUIDES 1 Clean the valve stem guides removing lac Quer or other deposits Do not use tools that remove metal 2 Check guides for wear by using a telescope gauge and 1 micrometer Replace al guides that
23. up with the scribe mark The Short Method is used only when the original on the injection pump adapter mounting plate injection pump adaptor mounting plate and crank The two marks should look as one when the case are assembled together If an injection pump job is complete has been tested but no repairs were necessary it 10 Check that the three M8 bolts that fasten the can be reinstalled using the Short Method How injection pump to the adapter mounting plate ever if repairs are necessary to the fuel injection are tight at 15 18 FT LBS 20 24 Nm pump it is now considered to be reconditioned DEE and the Long Method must be used Note Steps 9 and 10 may be unnecessary if the injection pump was never loosened from or sepa Short Method CAV rated from the adapter mounting plate during re moval of the pump from the engine The following steps are for reinstalling and timing the original Fuel Injection Pump and Adaptor 11 Remove the 1 4 round stock from the gear Plate onto the engine from which it was removed cover and re install the screw plug and washer 12 Install the high pressure fuel lines and 1 Install a new O ring P N X07837 into the torque the fuel line nuts to 20 25 FT LBS 27 groove on the adaptor mounting plate 34 Nm 2 Lightly lubricate the O ring with motor oil 3 Rotate the crankshaft pulley clockwise Note Leave any two of the injector line nuts loose viewed from the front u
24. 0 129136 HH M12 90 95 122129 Hot Retorquing Procedure Step 4 Retorque with Hand Torque Wrench after engine reaches normal operating temperature to the following values in one single smooth motion NOTE SH Socket Head Cap Screw HH Hex Head Cap Screw Torque all cylinder head capscrews using the proper torquing sequence shown here 68 Section 11 Limits and Clearance Data NOTE Dimensions ENGINE MODEL VALVE GUIDE Intake amp Exhaust Length Outside Dia Stem Hole Dia Wear Limits Max Dia VALVES INTAKE Stem Dia Wear Limits Min Dia Seat Angle Stem Clearance Limits Wear Limits Max Cl Desired Stem Ciear VALVES EXHAUST Stem Dia Wear Limits Min Dia Seat Angle Stem Clearance Limits Wear Limits Max CI Desired Stem Ciear VALVE SPRINGS Outside Dia Length Valve Closed Load Valve Closed Wear Limits Min Wgt Length Valve open Load Valve open Wear Limits Min Wat shown are for 60 4 16 700 16 675 8 717 8 692 8 775 8 660 8 642 8 592 29 45 0 075 0 032 0 125 0 053 8 640 8 622 8 575 44 45 0 095 0 052 0 142 0 073 34 85 42 0 24KgF 21 5KgF 32 88 47 54KgF 42 5KgF ENGLISH 2 3 8 6575 6565 3432 3422 3447 3409 3402 3383 29 45 0030 0012 0049 0021 3402 3394 3376 44 45 0037 0020 0056 0029 1 372 1 6535
25. 067 and 0 04mm 0015 limits Flanged Bearing Controls Crankshaft End Play FLYWHEEL AND FLYWHEEL HOUSING Install flywheel housing using special cap Screws NOTE Special capscrews having sealing bands are used in the upper holes to mount the flywheel housing to the cylinder block These special capscrews must be used to prevent oil leakage Special Capscrews Checking Flywheel Run Out The flywheel is machined and balanced so that the clutch face and locating counterbore will run true with its axis Mount an indicator on the flywheel housing and check the flywheel for runout Caution When checking runout remove glow plugs to allow engine to be turned over freely The indicator should be set up so that it con tacts the clutch face or the vertical surface of the clutch counterbore then turn the flywheel at least one full revolution at the same time holding against the crankshaft to offset the possibility of end play Excessive runout of the flywheel in either posi tion is probably caused by dirt in or damage to counterbore locating the flywheel on the crankshaft flange Re locate the indicator to check the inside diameter of the counterbore In both cases the maximum indicator reading must not be more than 0 20mm 008 When assembled mount the indicator on the flywheel so that it contacts the housing face and turn the crankshaft at the same time holding against it to counterac
26. 52 84 47 38 1 294 104 68 93 58 standard engines ENGINE MODEL CAMSHAFT Brg Journal Dia 1 82 83 Wear Limits Min Dia Bore Inside Dia 1 42 43 Bore Clearance Limits End Play CONNECTING RODS Bush Hole Dia Brg Hole Dia Brg Thickness Wear Limits Min Thk Dia Crank Pin Wear Limits Min Dia Clearance Limits Disired Clearance Wear Limits Max Cl Side Play Desired Side Play MAIN BEARINGS Dia of Brg Bore in Block Brg Thickness Wear Limits Min Thk Dia of Main Brg Jr Wear Limits Min Dia Clearance Limits Desired Clearance C S End Play PISTON PIN Length Diameter Wear Limits Min Dia Desired Fit Bush Hole Dia Fin Wear Limits Max Dia Pin Cl in Bushing Desired Pin Fit TAPPET Outside Dia Bore in Block Wear Limits TMD METRIC 47 511 47 486 44 336 44 311 42 749 42 723 ENGLISH 1 8705 1 8695 1 7455 1 7445 1 6830 1 6820 0 025 001 Under Minimum New Shaft Diameter 47 625 47 600 44 450 44 425 42 862 42 837 0 139 0 089 0 038 0 178 30 175 30 150 52 375 52 362 1 567 1 554 1 542 49 212 49 187 49 162 0 080 0 016 0 048 0 091 0 28 0 15 0 20 78 019 78 00 2 484 2 471 2 459 72 974 72 944 72 918 0 133 0 058 0 096 0 17 0 04 71 0 70 7 28 575 28 571 28 562 Light Push 28 598 28 588 28 623 0 013 0 028 0 020 25 324 25 311 25 364 25 344 0 13 1 8750 1 8740 1 7500 1 7490
27. CIFICATION SERIAL NUMBER To insure prompt and accurate service the following information must also be given 1 State EXACTLY the quantity of each part and part number 2 State definitely whether parts are to be shipped by express freight or parcel post 3 State the exact mailing address IMPORTANT READ THESE INSTRUCTIONS CAREFULLY All points of operation and maintenance have been covered as carefully as possible but if further information is required send inquiries to the factory for prompt attention When writing to the factory ALWAYS GIVE THE MODEL SPECIFICATION AND SERIAL NUMBER of the engine referred to Starting and Operating New Engines Careful breaking in of a new engine will greatly increase its life and result in trouble free operation A factory test is not sufficient to establish the polished bearing surfaces which are so necessary to the proper performance and long life of an engine These can only be obtained by running a new engine carefully and under reduced loads for a short time Be sure the engine is filled to the proper level with a good quality engine oil For proper procedures to follow when breaking in a new engine see Testing Rebuilt Engine The various bearing surfaces in a new engine have not been glazed as they willbe with continued operation and it is in this period of running in that special care must be exercised otherwise the highly desired glaze will never be obtained A new bea
28. CONTINENTAL DIESEL ENGINES T M D 9 E R S dd MOTORS LLC UE 2020 Fletcher Creek Drive Memphis Tennessee 38133 www wisconsinmotors com 2006 All Rights Reserved onsin Motors LLC FORWARD Good operation and a planned maintenance program as outlined in this manual are vital in ob taining maximum engine performance and long engine life The instructions on the following pages have been written with this in mind to give the operator a better understanding of the various problems which may a rise and the manner in which these problems can best be solved or avoided The operator is cautioned against the use of any parts other than genuine Wisconsin Motors LLC parts for replacement or repair These parts have been engineered and tested for their particular job and the use of any other parts may result in unsatisfactory performance and short enginel ife Wisconsin Motors LLC distributors and dealers because of their close factory relations can render the best and most efficient service THE LIFE OF YOUR ENGINE DEPENDS ON THE CARE IT RECEIVES The MODEL SPECIFICATION and SERIAL NUMBER of your engine must be given when order ing parts The MODEL and SPECIFICATION number are on the nameplate The SERIAL NUMBER is stamped either on the crankcase or the engine s identification tag Copy the MODEL SPECIFICATION and SERIAL NUMBER in the spaces provided below so that it will be available when ordering parts MODEL SPE
29. OTE A 1 4 teaspoon of dust per hour can ruin an engine in one 8 hour day PCV SYSTEM All connections must be air tight Biow by circulates into the intake manifold maintaining crankcase pressure within a narrow range regardless of operating speed or load Servicing of the PCV system is confined to checking the conditions of the hoses and connec tions Typical Teledyne Continental Motors PCV System Installation CHECK OIL PRESSURE Note oil pressure gauge which should indicate the following pressure range at full throttle and a minimum of 0 5 Bar 7 pounds pressure at idling speed MODEL OIL PRESSURE 2 8 4 1 Bar 40 60 PSI Higher oil pressures may be experienced during cold starts 35 NOTE ANY UNUSUAL NOISE Operators familiar with daily engine operation soon become alert to any noise not normally present This is very valuable in correcting defects in the early Stages and preventing expensive repairs or delays EVERY 50 HOURS 1 REPEAT DAILY OPERATIONS OUTLINED Follow previous Instructions 2 CHANGE CRANKCASE OIL Engine life is dependent upon clean oil being circulated to all moving parts therefore the fre quency of oil changes and oil filter replacement is very important and should be made at regular scheduled periods The schedule for changing oil is directly depen dent upon the operational environment an ex tremely clean operation could go 100 hours while a dirty operation foundry
30. RANKSHAFT OIL SEALS The overhead valve engines have the rear crankshaft oil seals incorporated in the combina tion rear main bearing cap and filler block The rear crankshaft oil seal has a stiffener ring imbedded in the rubber and no metal retainer is required Installing Seal in Rear Main Bearing Cap and Filler Block IMPORTANT Installing rear oil seals correctly demands careful workmanship Install seal with lip pointing toward engine Worn oil seals should be replaced in the follow ing manner 1 Remove rear bearing cap and filler block assembly by using a puller Remove old seals and thoroughly clean all contact surfaces 2 Install crankshaft oil seals A on engine block and main bearing cap Before installing break edge C slightly on both cap and block to avo d cutting the seals during installation and coat seal edge E contacting the groove with sealing com pound NOTE This oil seal can be installed without remov ing the crankshaft in this case use only light grease in the seal groove to assist sliding the seal in place Apply pressure to the seal so that it will hug the crankshaft which will also help moving it in place Filler Block and Seal 53 E Crankshaft Oil ES in Block 3 Apply a light coat of cement national oil seal or EC 847 to the butting ends of the crankshaft oil seal halves Allow to become tacky before assembling Lightly coat the cra
31. S Follow previous Instructions 2 FUEL SYSTEM See fuel filters page 23 Replace fuel filter element Inspect mounting and gaskets Check all connections for leaks EVERY 500 HOURS 1 REPEAT DAILY 50 HOUR AND 250 HOUR SCHEDULES 2 COOLING SYSTEM Clean radiator core by blowing out with com pressed air Inspect radiator mounting Inspect water pump and connections for leaks Check fan and accessory drive belts 3 ADJUST VALVE TAPPET CLEARANCE Check and adjust intake and exhaust valve tappets to following clearances at operating tem perature MODEL INTAKE EXHAUST 4 SAFETY AND THERMAL CONTROLS Inspect control wires and connections 37 NOTES 38 Section 8 Engine Repair and Overhaul This section inciudes instructions for repairs and overhaul of the component units of Continen tal industrial diesel engines Provide a clean place to work and clean the engine exterior before you start disassembling dirt causes engine failures Many shop tools have been developed to save time and assure good workmanship these should be included in your equipment Use only genuine Continental parts in Con tinental engines since years of development and testing have gone into these specifications to assure maximum life and performance CYLINDER HEAD The cylinder head is the most important part of the engine assembly since it contains the com plete combustion chamber including valves fuel
32. T 1 Remove the screws holding the camshaft thrust plate to the front of the cylinder block which makes it possible to pull the camshaft forward out of the bearings 2 Measure the camshaft bearing journals and bores If clearance is equal to orgreater than the amount indicated under wear limits check the diameter of the camshaft journals to determine the next step Excess wear at these positions require replacement of the shaft 3 If the front camshaft journal bore becomes worn beyond limits there is a service camshaft bush ing available as p n F400G00222 See SPB 89 389 for details 4 Tappets can then be lifted out and lined up in sequence for installation in the same location unless inspection shows that they require replacement The overhead valve engines have a good trouble free rear crankshaft oil seal if carefully installed CAUTION When installing camshaft use special care to prevent camshaft bumping and loosening expansion plug at rear of crankcase causing an oil leak TAPPETS NOT ACCEPTABLE ACCEPTABLE Valve Tappet Wear Comparison 1 Inspect each tappet carefully Two or three small pits on the contact face is acceptable more than that calls for replacement of the tappet A damaged tappet could mean possible damage to the camshaft 2 Check the outside diameter with a micrometer to determine if replacement is necessary because of wear Refer to limits and clearance section REAR C
33. ackets 8 8 Camshaft Nuts cast iron camshaft 7 8 aa 65 70 Pulley M12 3 38 2328 M22 Pess 5055 Fuel Injection Pump Driven Gear 5 16 A Wa 20 25 To Fuel Injection Pump ma 6875 55 RokerCow J m os J 78 gt High Pressure Fuel Lines Mi2 Jara 2025 Always use a new steel heat shield washer between injector and cylinder head C N NOTE The Following Torque Values are to be used only if Torque Value for specific part to be installed is not listed on preceding sheets TORQUE Phosphate Coated Fasteners e LBFT Nm LB FT Nm 68 au 68 15 18 2024 1518 Mo 3480 2530 3440 2530 p GENE MERECE Kmec i om bi A 7581 5560 7581 55960 122 135 90 100 122 135 90 100 190 203 140 150 190 203 PROPERTY CLASS MARKING BOLTS AND SCREWS The property class symbols for metric bolts and PROPERTY STUDE screws are given in table at right Marking shall be BOLTS SCREWS SMALLER located on the top of the head Alternatively the AND STUDS THAN M12 marking may be indented on the side of the head for hex head products STUDS All metric studs used on TMD engines are of property class 10 9 If marked marking will be at nut end CYLINDER HEAD Cold Torquing Procedure Step 1 Torque with Hand Torque Wrench to A 25 30 TORQUE SEQUENCE E9440 Nm SH M12 AH MIO SH Mi2 95 10
34. acteristics of the heavier grade The following SAE grades are general recom mendations for Continental Industrial diesel engines during changing seasonal atmospheric temperatures AVERAGE AMBIENT TEMPERATURE AT WHICH ENGINE STARTING IS REQUIRED C 30 18 17 5 16 27 38 F 20 0 20 40 60 80 100 MMM MLL La OOOO LS YY TR ey ZA utu UL jp Sr GA mew y For engines in continuous duty oii viscosity should be based on sump oil temperature NM Sump Oil Temperature SAE Grade 210 250 F 40 99 121 C 30 160 210 F 30 71 99 C 10W 30 10W 40 20W 40 15W 40 20W 50 15W 50 130 160 F 20 55 71 C 10W 30 10W 40 The Multi Grade oil used should cover the single grade recommendation for the at mospheric temperature involved e g SAE 10W 30 covers SAE 10W SAE 20W SAE 20 and SAE 30 SUGGESTED OIL AND OIL FILTER CHANGE INTERVALS Light Duty Operation 25 Max Continuous Rating and Standby Continuous Duty at Continuous Duty Rating CLEAN DIRTY ENVIRONMENT ENVIRONMENT 100 Hours Max 50 Hours 200 Hours Max NOTE 1 Lube oil and filter must always be changed after the first 50 hours of operation of a new or rebuilt engine 2 Environmental installation fuel system and general engine conditions can all influence lubri cant performance Lube oil analysis programs are recommended in all applications for optimum engine performance and life Sta
35. age battery used on automotive and industrial applications is an SCH electrochemical device for converting chemical Wiring energy into electrical energy Wiring in the charging circuit should be care It has two major functions fully inspected for frayed insulation or other 1 It provides a source of current for starting the damage and replace any wiring that is defec engine tive Also inspect all connections to the alter nator regulator and battery including all 2 It can for a limited time furnish current ground connections and clean and tighten as when the electrical demands of the unit ex required ceed the output of the alternator 3e A WARNING Stop engine before checking battery terminals or elec trical connections Sparks or flames near a battery could cause an explosion or fire Battery acid can cause cor rosive burns Always wear eye protection Use of jumper cables or battery charging should be done only as directed by manufacturers safety instructions Read and observe safety warnings on pages 1 and 2 Refer to equipment manufacturer for battery recommendations Alternator The alternator differs from the conventional D C shunt generator in that the armature is the stationary member and is called the stator while the field is the rotating member and is called the rotor Alternating current is rectified changed to direct current by means of diode rectifiers rather than mechanically
36. air your engine Always exercise caution whenever working with an engine or any associated system Injuries may be caused by lack of care when working with or near moving parts hot parts pressurized systems electrical equipment or fuel systems Always wear eye and hearing protection when working on or near engines Improper attire such as loose clothing ties rings soft shoes or bare feet could be hazardous and should be avoided when servicing engines Use or service of the engine including the use of modified parts or materials not in accordance with manufacturer s specifications could damage your engine or cause personal injury N WARNING Starting fluids or aids such as ether or gasoline must not be used in a diesel engine air intake system The use of these fluids will cause severe internal engine damage and or bodily injury N WARNING Some equipment and materials used in the overhaul or maintenance of an engine such as machine tools electrical equipment compressed air solvents diesel gasoline or other fuels may be dangerous and can cause injury Always observe safety precautions associated with these items CONTENTS CONTINENTAL INDUSTRIAL ENGINES SECTION 1 General Into Mali ss Page 5 SECTION 2 Operating Instruccion Page 7 SECTION 3 EENEG een Page 13 SECTION 4 Coole SV SCI secretes diete oe iesu sexes Eeer Page 15 SECTION 5 Sid irs tI ee Page 21 SECTION 6 Charging System iiec iae e ee
37. apped into its seat Keep in mind that the engine is now at rest and cold This illustration shows the same valve only now it has reached normal operating temperature Notice that the lapped area of the valve and the seat no longer match each other This is perfectly normal due to expan sion of the valve Now you can see that the ef fects of the lapping job are lost completely us e ei x PEDE ps i 3 F So remember do not lap valves in after grinding Coat the valve stem with a light film of engine oil VALVE SPRINGS Check all valve springs on a spring tester to make sure they meet specifications regarding weight and length E ee r L m A HE Valve Spring Tester H Ae Springs when compressed to the valve open or valve closed length must fall within the specifications shown on the Limits and Clearance chart when new and must not show more than 10 loss to re use ai T Seef Valve Assembly 2 All intake and exhaust valves have umbrella seals Soak in boiling water for several minutes prior to installation 3 Reassemble the valves and springs in the head with the seal retainer and retainer lock Installing Umbrella Seals ROCKER ARMS 1 Inspect the rocker arm shaft for wear If the shaft has shoulders on it due to wear replace Blow out oil holes with air 2 Examine rocker arms for cracks condition of valve contact surface and worn bores R
38. are worn bell mouthed or have increased 0 038mm 0015 in diameter See Limits and Clearance Sec tion for maximum diameter permissible to deter mine actual amount it has increased Remove all valve guides when necessary by pressing them out from the combustion chamber side 3 Replace worn guides as required by pressing in new guides to the correct depth as given in the valve guide data page 42 Removing Valve Guides from Combustion Chamber Side CAUTION When replacing guides do not ream since these are all pre reamed before being ferrox coated any further reaming will remove the coating VALVE SEAT INSERTS IF SUPPLIED 1 The exhaust vaive seat insert is held in place by a shrink fit Inspect all exhaust valve inserts in the head and replace any that are loose cracked or otherwise damaged Use puller for removing faulty insert 2 When required to replace with new insert clean and counterbore for 0 25mm 010 larger insert using counterbore tool with cor rect fitting pilot When machining the counterbore be sure to go deep enough with the toot to clean up the bottom so that the insert will have full contact to carry away the heat Continental does not recommend installing new inserts having the same outside diameter as the one removed New insert installation must have a press fit Chill insert in container with dry ice for 20 minutes before assembling Insert may then be installed in the counter
39. arg ing should be done only as directed by manufactur ers safety instructions Read and observe safety warnings on pages 1 and 2 Check specific gravity of each cell which should be at least 1 250 Add distilled water if required to raise level 9 5mm 3 8 above the separators Checking Battery Particular attention should be given the battery during cold weather The cranking power of a fully charged battery 27 C 80 F is reduced 60 18 C 0 F but yet the power required to crank the engine is 2 1 2 times greater at 18 C 0 F than O 27 C 80 F 6 DRAIN WATER FROM FUEL FILTERS S Note Some fuel filters are not equipped with a water drain See Fuel Filters page 23 7 ADJUST IDLE SPEED TO EQUIPMENT MANUFACTURERS RECOMMENDATION Repeat again at end of 500 hours EVERY 250 HOURS 1 REPEAT DAILY AND 50 HOUR SCHEDULES Follow previous Instructions 2 CLEAN EXTERIOR OF ENGINE Use steam if available otherwise any good commercial engine cleaner to wash down the en gine CAUTION Never allow cool water to come in contact with the fuel injection pump while the engine is run ning Injection pump seizure may result 3 CHECK GLOW PLUGS Inspect glow plug wiring Glow Plugs 4 IF DRY REPLACEABLE ELEMENT AIR CLEANER IS USED REPLACE ELEMENT 5 FIRST 250 HOURS RECOMMEND ADJUST ING VALVE TAPPET CLEARANCE EVERY 400 HOURS 1 REPEAT DAILY AND 50 HOUR SCHEDULE
40. arts 5 68 L 6 Quarts 6 65 L 7 Quarts Valve Clearance Intake 36 014 36 014 36 014 Exhaust 46 018 46 018 46 018 Water Capacity Engine 2 1 Quarts 3 Quarts Weight Approx With Accessories 420 LBS 475 LBS 557 LBS 3 8 Quarts Higher oil pressure may be experienced during cold starts INFORMATION FOR ORDERING PARTS specification number is listed This data is of vital importance in obtaining the correct parts always include this information on your parts order When ordering parts refer to the engine name plate attached to side of the cylinder block which lists the model and serial number In most cases a MADE IN USA WISCONSIN MOTORS LLC MEMPHIS e TENNESSEE L TME27 08500 1001 Vontnental Section 1 General Information CONTINENTAL DIESEL ENGINE Continental Diesel Engines are Comet V com bustion chamber indirect injection diesel engines The combustion chamber design has been tailored for the required turbulence charge flow and burning characteristics to provide depend able and economical heavy duty service Some of the principal design features are 1 Individual Porting of the intake manifold whereby each cylinder is fed with the air charge individually and is not influenced by other cylinders of the engine This is accomplished by casting the cylinder head with individual intake valve passages for each cylinder and connecting these pas
41. balance the deliveries from each of the high pressure delivery lines WORKING PRINCIPLE The internal cam ring mounted in the pump housing normally has as many lobes as there are engine cylinders and operates the opposed pump plungers through cam rollers carried in shoes sliding in the rotor body The plungers are forced inwards simultaneously as the rollers contact the diametri cally opposed cam lobes This is the injection stroke The plungers are returned by pressure of the inflowing fuel and this forms the charging stroke The pump rotor is driven by the engine through a pinned hub and gear The accurate spacing of cam lobes and delivery ports ensures the exact equality of the timing interval between injections and components which affect timing are designed with one assembly position only to ensure precision Fuel entering the pump through the main inlet connection is pressurized by a sliding vane transfer pump carried on the rotor inside the hydraulic head The pressure rise is controlled by a regulating valve assembly located in the pump end plate The fuel then flows through the passages to the pumping elements The outward travel of the opposed pumping plungers is determined by the quantity of fuel me tered which varies in accordance with the setting of the metering valve In consequence the rollers which operate the plungers do not follow the contour of the internal cam ring but contact the cam lobes at points which vary
42. been reconditioned and no new parts were involved The lower acceptable limit figures for the service injectors are necessary dueto nozzle needle embedment and spring relaxation that takes place after a nozzle has been put into use Injectors that fail to meet the acceptable pressure limits should be adjusted by adding or subtracting shims Shims should be available from the CAV or STANADYNE service center which is performing the adjustment Replace any injector that cannot be adjusted to meet the above pressure limit specifica tions l Not It is always a good practice to have all the injectors of any one engine set as nearly alike as possible This makes for a smoother running engine cc iu E E ns STEP 3 Once the pressure setting has been con firmed check the nozzle spray pattern Hold constant pressure on the tester lever to maintain the opening pressure of the nozzle Watch for dribble from the spray orifice which indicates abad seat Also look for leaks along the body of the nozzle holder itself which indicates a leak between the holder and the valve body lapped surfaces GT GOOD Nozzle Spray Patterns STEP 4 Now work the pump handle rapidly about 100 strokes per minute and observe the spray pat tern produced Check that spray pattern is a straight shot or that it isn t aimed off to one side The spray pattern should exit the injector in the form of a thin line stream that gradually gets a l
43. bly Removing Water Pump DISASSEMBLY OF WATER PUMP When replacement of any internal parts becomes necessary disassembly must be in the following sequence in order to prevent damage to the pump 1 Use puller to remove fan hub 11 from shaft 2 Remove countersunk screws 1 holding cover 2 removing cover and gasket 3 3 Use puller to remove impeller 4 taking precautions to prevent damage to the casting 4 Remove seal 5 19 LO CD Disassembling Water Pump 5 Remove lock rings 7 holding bearing and shaft assembly in body after which shaft 10 can be forced out through the front with an arbor press or lead hammer DO NOT ATTEMPT TO DRIVE WATER PUMP SHAFT 10 OUT THROUGH REAR OF HOUSING To do so will damage the housing beyond repair REASSEMBLY AND INSTALLATION 1 Reassemble pump replacing worn or failed parts Seal contact surfaces must be smooth and flat The bushing should be replaced if scored or cut A light film of lubricant applied to the face of the seal will facilitate seating and sealing 20 Drive Shaft out in this direction 2 Use thick soapsuds on both the seal and shaft when assembling in order to prevent damage to the seal 3 The fan hub must be installed prior to replac ing rear plate The shaft must be supported during this operation to prevent damage to the seal and bushing 4 Mount pump assembly on block using anew housing gasket 5 Install fan belt and adj
44. bore using a piloted driver and arbor press without the possibility of shearing the side walis This assures it being seated firmly on the bottom of the counterbore 3 Grind the intake and exhaust valve seats in the head in accordance with instructions in the Valve Guide Data page 42 Before removing the arbor indicate the seat Total indicator reading of the run out must not be more than 0 05mm 002 Use a pilot having a solid stem with a long taper as all valve seats must be ground concentric and square with either new or worn valve stem guide holes 41 42 VALVE GUIDE DATA Model TMD Diameter of Seat 39 77 33 50 1 566 1 319 C Diameter of Choke 35 0 29 0 1 38 1 14 Distance From Bottom 43 0 43 0 of Cylinder Head 1 69 1 69 E Length of Guide 60 4 60 4 2 38 2 38 3 Inside Diameter Guide 8 717 8 692 8 717 8 692 3432 3422 3432 3422 G Distance Intake to Ex 47 65 haust 1 876 Indicating Valve Seat 2 ORIGINAL VALVES Inspect valves for condition and replace any that are necked cracked or burned also any of which valve stems are bent or worn more than 0 05mm 002 over the maximum allowable limits Reface or replace all valves REFACED IF AREA A IS LESS THAN 50 OF ORIGINAL DISCARD VALVE Allowable Head Thickness of Refaced Valves All valves having fess than 50 margin thickness outer edge of valve head after refacing has been
45. bow mounting gasket Thermostat flange must seat in counter bore with gasket sealing contact between it and the outlet elbow RADIATOR PRESSURE CAP A WARNING If the coolant is hot or if the engine has been running loosen the pressure cap to the first stop and let the pressure out of the cooling system before removing the radiator cap Read and observe safety warnings on pages 1 and 2 Many operations use a pressure cap on the radiator to prevent overflow loss of coolant during normal operation This spring loaded valve in the cap closes the outlet to the overflow pipe of the radiator and thus seals the system so that pressure developing within the system raises the boiling point of the coolant and allows higher temperatures without overflow loss from boiling Most pressure valves open at 0 3 or 1 0 Bar 4 or 15 PSI allowing steam and water to pass out the overf ow pipe however the boiling point of the coolant at this pressure is 107 C 224 F or 120 C 248 F at sea level When a pressure cap is used an air tight cooling system is necessary with par ticular attention to tight connections and a radiator designed to withstand the extra pressure Installing New Gasket 18 FAN BELT TENSION When tightening fan belts loosen the alter nator adjusting bolts and pull out on the alter nator by hand until the belt is just snug Under no circumstances should a pry bar be used on the alternator to obtain fan b
46. cessive clearance Replace if necessary 3 Condition noted at idle or light load and disappears at full load Check and correct as in Para 2 main bearings 4 Sharp metallic rap at idling speed or when starting cold Replace pin with oversize 5 Sharp clicking noise that can not be eliminated by shorting out Remove pistons replace piston pin or rings if necessary 6 Check tappet clearance Adjust to specifications Reference page 60 7 Loose or worn gears rattle tight gears whine Check gear fit and examine teeth Refit new set of gears if loose or worn badly Section 10 Torque Specifications NOTE The following Torque Values are based on Phosphate Coated Fasteners Class 10 9 amp 12 9 and Black Oxide Coated Fasteners Class 8 8 amp 9 8 CYLINDER HEAD SEE CHART Page 68 eu THD MAT L TORQUE SIZE CLASS B FT 3 8 SAE GR 8 61 68 TMD Connecting Rods CAUTION High limit is max imum DO NOT Torque beyond high limit Main Bearing Caps M14 150 162 110 120 Flywheels M10 Fiywheel Housings M10 12 9 61 68 Rear End Plates Manifolds 8 8 9 8 15 18 Seezpruf M10 8 8 9 8 34 40 25 30 Gear Covers M10 8 8 9 8 34 40 25 30 Water Pumps Oil Pans 14 19 10 14 Sheet Stee Oil Pump To Engine 8 8 9 8 Rocker Shaft Supports Accessories And C 00 Co e CO O 00 ND Q ND n i Pa n J M10 25 30 M12 M14 90 100 M16 140 150 Misc Br
47. completed must be re placed To check this dimension compare the refaced valve with a new valve we Checking Valve Face in V Blocks ny GG Check all refaced or new valves in V blocks with indicator to determine if the contact face is true with the stem within 0 05mm 002 If not repeat the refacing operation After the valves and seats have been refaced and reground coat the seat lightly with Prus sian blue and drop the valve into position oscillating it slightly to transfer the blue pat tern to the valve face This should show a con tact width of 1 62 to 3 2mm 1 16 to 3 32 and should fall well within the width of the valve face leaving at least 0 4mm 1 64 on either side where the blue does not show If the con tact is over 3 2mm 3 32 wide the seat in the head may be narrowed by using a 15 stone to reduce the outside diameter or using a 60 or 75 stone to increase the inside diameter Checking for Proper Valve Seating Never allow valves to set down inside th seat After the narrowed down seat is brought within specifications the seat should be retouched lightly with the original stone to remove burrs or feathered edge 43 WRONG RIGHT Valve Position in Head 44 A poor valve grinding job cannot be cor rect d by valve lapping For example after the valve has been hand lapped it would look like this when cold The thin line visible here shows where the valve l
48. d the positive shut off thermostat which controls the open ing to the radiator or heat exchanger Upon being discharged from the thermostat housing the coolant enters the radiator or heat exchanger depending upon the application where it is cooled before re entry into the engine Continental industrial diesel engines operate most efficiently with coolant temperatures of 81 93 C 180 200 F and a thermostat and bypass system is used to control these temperatures The thermostat valve remains closed and only allows the coolant to circulate within the engine itself until normal operating temperatures are reached This provides for both rapid and even temperature increase of all engine parts during the warm up period When desired temperature is reached the thermostat valve opens allowing all the coolant to circulate through both the engine and radiator while shutting off the by pass system IMPORTANT Present thermostats begin to open at 81 C 180 F and are fully open at 94 C 202 F Operation of engines in this temperature range is not harmful However temperature gauges are not al ways accurate and may sometimes indicate higher than actual temperature This can lead operators to believe engines are overheating when they are actu ally operating normally Sectional View showing Coolant Passages in Head and Block EXPANSION OF WATER Water has always been the most commonly used coolant for internal combustion en
49. djust idle speed to equipment manufac turer s recommendation 9 FOLLOW PREVENTIVE MAINTENANCE SCHEDULES RECOMMENDED this will avoid troubles which might cause expensive breakdowns and maintain your engine for depen dable and economical operation 10 IDLING ENGINE slow engine down to low idle for about 5 minutes after each operating period before stopping too rapid cooling down may cause distortion 11 CLEAN WATER FREE FUEL is vitally impor tant to the operation of your engine and fuel injec tion system Injection pump warranty will be af fected if pump failure results from water in the fuel When the presence of water in the fuel is suspected the filter bowl should be drained daily until the amount of water so removed indicates that less frequent draining will be adequate to pre vent water from entering the fuel injection pump If more than a teacupful of water is drained off the source of ingress must be found or else the filter bow must be drained at more frequent intervals wear This is formed by the piston combustion gases mixing with the fine oil mist in the crankcase and condensing on a cold surface This condensation forms both a sulphuric and sulphurous acid which combines with the oil to become a highly injurious sludge This dew point is about 57 C 135 F when crankcase temperatures are higher the contaminated gases remain in gaseous form and the engine operates clean as long as breather system is k
50. e centrifugal force of the weights in their retainer is transmitted through a sleeve to the governor arm and through a positive linkage to the metering valve The metering valve can be closed to shut off fuel through solid linkage by an independently operated shut off lever or by an electrical solenoid The automatic advance is a hydraulic mechanism which advances or retards the pumping cycle Note There are various types of STANADYNE fuel injection pumps used on the TMD engine They are used in the 2 cylinder 3 cylinder and 4 cylinder engine models Various equipment applications having differ ent speed ranges and load ranges are involved As a result there are numerous injection pump timing settings required to cover the many STANADYNE applications To determine the correct injection pump timing for your particu lar engine refer to Service Parts Bulletin 92 420 Short Method STANADYNE kHe installing and timing the original Fuel Injection Pump and adaptor plate onto the engine from which it was removed This methodis identicalto the STANADYNE Long Method that follows except that you omit the first 5 five steps when performing the Short Method Note There is a chisel type scribe mark that is stamped into the injection pump mounting flange and the adaptor mounting plate In most cases at the end of Step 15 these two marks will line up However don t be alarmed if they
51. e Ringing or Reborimg 45 PSIO cM e cm Ere ER 47 PISION INS nee een Biere M 48 COMMOCUUING ROG EE 48 Piston and Connecting Rod Assembly EE 48 Sei le Le EE 49 Recommended Method of Installing Piston Rings EE 49 Crankshaft ana Main le e EE 50 Sue A a a A E 50 RE HU 52 MPA OLS zone sie 53 Hear Crankshaft Ol Seals EE 53 e je H ese 54 TITING G OAS fe e T 55 Cranks halt ENG Play metn 57 Flywheel and Flywheel Housing oerte i a rie ea 57 Aeas se MbINO EN Ae EET 58 NSAN e e a Ada 58 Install NG OP anda 60 SECTION 9 Trouble Shooting ENGINE WOM Ride 61 Engine TUS DULWONT Slade licenciado 62 Runs Rough with Excessive Vibration occocononnccconoccnocncccnnonncnonononononnnnnonenonnnacnononnnnnnconnnnnnnan ns 62 LOSS Ol FOWET aii rm 63 RV OF IV ue EE 63 EXCBSSIVE SIMON ife M M 64 Poor Compression under 325 at 150 RPM 2 0 0 0 cece csceeeeeececeeeeceseesseeeeenereeseseeveneeuueseneseeesseesaues 64 Bo Oil Pres SUNN EIE 65 PIGM Oil CONSUMBIION eens mE 65 POOF ui cese em n ee 65 Sudden StODPINO EE 66 Engirie KNOCKS ana BC EE 66 SECTION 10 Torque Specifications 0 0s sceseccccscessssscescrsssrsssennsnscccnceussessenncccsessssconscosserane 67 68 SECTION
52. earing and crankshaft jour nals If there is any indication of flaking out scoring or actual wear they must be replaced BEARINGS Tri metal bearings when new are smooth and highly polished However a very few hours of Appearance of a Good Bearing Scored Bearing Due to Dirt or Lack of Oil operation will change their appearance completely The bearing surface becomes a leaden gray in color and develops minute craters almost cellular in appearance This appearance is a natural char acteristic of this type bearing and in no way indi cates failure Removing Main Bearing 7 If the visual inspection appears satisfactory they should be removed and checked for thickness using a ball micrometer To remove the upper half of the bearing shell use aspecial tool obtainable at most parts houses which is apin with an angular head It may be inserted in the oil hole of the crankshaft and as the crankshaft is turned in a clockwise direction the head of this pin picks up the bearing shell and forces itout of the bore in the block The thickness of the bearing shells is given in the Limits and Clearance Chart and if this thickness has been reduced more than 0 013mm 0005 beyond the maximum allowable tolerance the bearing shell must be replaced CAUTION The upper main bearing shells are grooved The lower main bearing shells on some models are not The ungrooved bearing shell must be placed
53. efective 7 Internal engine seizure 2 Inadequate battery capacity 4 Loose or faulty wiring connec 1 Recharge or replace battery 2 Replace Battery 3 Inspect and tighten ground cable 4 Clean and tighten connections 9 Replace switch or relay 6 Check brushes commutator drive spring and mounting bolts 7 Turn engine manually if unable to do this check for foreign objects in gears on top of piston or for piston seizure 61 COMPLAINTS PROBABLE CAUSE 1 No Fuel Supply to Pump e Air in Fuel Injection Lines 3 Clogged or dirty filters 4 Cranking speed low 5 Water in Diesel Fuel B 6 Wrong injection pump timing Engine Turns But Won t Start 7 Low atmospheric temperature 8 Low compression 9 Glow plugs faulty or inoperative C Runs Rough With Excessive Vibration 62 CORRECTION 1 Fill Fuel Tank or open Shut Off Valve 2 Check connections and bleed Fuel System 3 Disassemble and clean primary filter and replace secondary filter if clogged 4 Recharge or replace battery check starter repair if necessary 5 Drain Fuel System Refill with clean fuel or strain through chamois and bleed system 6 Retime pump to engine according to recommedations 7 Use cold starting equipment A WARNING Starting fluids or aids such as ether of gasoline must not be used in a die
54. elt tension or damage to the bearings wil result When adjusted correctly the fan belt deflection on the long side should not exceed 13mm IZ Adjusting Fan Belt Tension CYLINDER BLOCK COOLANT DRAINS When the cooling system is to be completely drained there is a drain plug on the right hand side of the cylinder block which drains all coolant which might be trapped in the base of the block Coolant Drain WATER PUMP The water pump is located on the front of the cylinder block and is driven by the fan belt from the crankshaft pulley The inlet of the water pump is connected to the lower radiator connection and the outlet flow from the pump is through integral passages cast in the block No lubrication of the pump is required as the bearings are of the permanently sealed type and are packed with special lubrication for the life of the bearing The water pump requires no attention other than bearing replacement when it shows ex cessive looseness or if a coolant leak develops which shows a damaged or badly worn seal that needs replacement REMOVING WATER PUMP The water pump assembly can be removed from the engine as a unit for service or repair in the following manner 1 Drain coolant 2 Remove fan by taking out four cap screws 3 Loosen alternator so that fan belt can be slacked off enough to slide over pulley 4 Remove fasteners holding the pump body to the front of the block and remove the pump assem
55. eplace all defective rocker arms or any having over 0 13mm 005 clearance between shaft and arm 3 Inspect the rocker arm brackets for cracks or other damage VALVE PUSH RODS 1 Inspect push rods for bends or twist and ex amine the ball and cup ends for excessive wear Replace rods that are faulty or excessively worn 2 TO prevent damage to push rods replace after the cylinder head is installed Please see Procedure SPB 87 371 Cylinder Head Resurfacing Info Push Rod Inspection for Runout CHECKING BORE WEAR 1 Cleanthe ringof carbon from aroundthe topofthe cylinder bore formed above the travel of the top ring 2 Determine the original diameter of the cylinder barrel by checking this unworn area with an inside micrometer or a dial bore gauge at intervals of approximately 45 M t e x t Se Wa Zi biz SS Measuring Original Bore Diameter Above Ring Travel 3 Check in same manner the top of the ring travel area approximately 6mm 1 4 below the shoulder 4 The maximum difference in the above checks indicates the amount of cylinder bore wear If less than 0 20mm 008 re ringing will be suitable and if over 0 20mm 008 re boring is recommended PREPARING CYLINDER WALLS FOR RE RINGING OR RE BORING 1 Ridge ream the cylinders to remove the unworn area at the top so that the new rings when assembled will not bump and distort both themselves and the piston lands
56. eplace if re quired 5 Retime pump according to recommendation 6 Inspect for restriction in muf fler and exhaust system and clean 63 COMPLAINTS PROBABLE CAUSE F Excessive Smoke G Poor Compression Under 325 at 150 RPM 64 WHITE SMOKE May Indicate Misfiring 1 Low engine temperature 2 Faulty injectors 3 Poor fuel 4 Poor compression 5 Coolant leaks into combustion chamber 6 Glow plugs not used at start up BLUE SMOKE Indicates High Cil Consumption 1 Worn or stuck rings 2 Low engine water temperature 3 Worn valve guide valve stem or valve stem seal BLACK SMOKE 1 Excessive fuel rate 2 Overloading engine 3 Restriction in air supply 4 Low engine water temperature 1 Valves holding open no tappet clearance 2 Leaky cylinder head gasket 3 Wrong valve timing 4 Burned or sticking valves or incorrect valve timing 5 Broken or weak valve springs 6 Piston rings worn or broken 7 Worn pistons and bores CORRECTION 1 Check thermostat increase engine temperature 2 Cut out individual injectors with engine running clean and test faulty nozzle for pressure leakage and spray pattern 3 Use Diesel fuel that meets specifications See Pages 11 amp 29 4 See G recommendations 5 Check head gasket 6 Energize glow plug
57. ept clean however temperatures below this will result in injurious sludge formation It is vitally im portant therefore to maintain oil and crankcase temperatures above 57 C 135 F as shown on the following chart REACTIONS WITHIN ENGINE CRANKCASE TO TEMPERATURES DURING OPERATION C 176 6 ENGINE OPERATION 121 1 93 3 65 5 37 7 10 Q Sludge and Freezing of Oil Screens 17 8 and Pumps Resulting in Burned Bearings and Stripped Pump Gears d 456 When sludging conditions prevail the oil should be examined daily and changed as it may freeze or clog the inlet strainer and cause bearing or oil pump failures High Altitude Operation if engine is to be run continuously at a high altitude above 5000 ft the pump calibration should be modified to maintain an acceptable smoke level Contact manufacturer for recommendations Note Some high altitude fuel delivery curve shaping can be performed on some STANADYNE fuel injec tion pumps in the field See pg 30 High Temperature Operation for every 5 C 10 F above 29 4 C 85 F inlet air temperature a power loss of 1 results ENGINE PREPARATION FOR WINTER USE More than 90 of the hard starting complaints in cold weather are the direct result of inadequate attention to preparation for winter use and proper maintenance An engine not properly prepared re quires more cranking energy and time which puts a heavy load on batteries So in
58. eration 81 C 96 C 178 205 F Higher temperatures are acceptable with pressurized systems Overheating is detected by loss of coolant FRE QUENT READINGS OF GAUGE SHOULD BECOME A HABIT 4 MUFFLER RESTRICTION should not exceed 508mm 20 water Inspect mufflers periodically for restrictions to prevent burned valves 5 CLEAN AND SERVICE AIR CLEANER as recommended to maintain its efficiency 6 WHEN ENGINE IS OVERHEATED do not add water allow engine to cool so as to prevent crack ing the cylinder block or cylinder head 7 AVOID COLD SLUDGE CONDENSATION by protecting unit to maintain crankcase temperature over 57 C 135 F Use a proper temperature range thermostat and warm engine up thoroughly COLD WEATHER OPERATION Battery condition is very important for proper starting The oil used during cold weather should have a cold test below the lowest anticipated temperatures that will be encountered during its use The multigrade lubricating oils 5W 20 and 10W 30 are ideal for cold starting with its reduced initial drag until warmed up when they assume the characteristics of the heavier oil Sludge formation at low temperatures is a close second to dirt in causing engine damage and 8 BREAKING IN A NEW OR REBUILT ENGINE for peak performance and economical operation the following adjustments shouid be made at end of first day s operation 1 Adjust valve tappets to specified clearances 2 A
59. fect on engine parts Ash Amount of non combustible material is abrasive and 01 maximum by causes pump wear weight Fuel Oil must be in fluid state to prevent clogging due to congealing wax 31 Section 6 Charging System 10 WIRE ALTERNATOR A d wi 10 WIRE GLOW CIRCUIT CONTROL UNIT lo f OVERCURRENT Locate on Chassis not on S engine in engine compart ment with connectors point 8 WIRE I ing down ED D ai 14 WIRE A UL eS 34 DE TYPICAL GLOW INDICATOR PLUGS LAMP ENGINE 0 CABLE STARTING ew MAX WIRING MOTOR NOTE ALL WIRING TO BE STRANDED DIAGRAM HOURMETER MURPHY SWITCH OPTIONAL s SWITCH TH ja HIGH WATER P TO FUEL SHUT OFF TEMPERATURE SWITCH WARNING LIGHT SOLENOID LOW OIL eui GER PRESSURE OIL amp WATER WARNING LIGHT ALL WIRE 416 AWG UNLESS OTHERWISE NOTED SYMBOLS 7 Fr INTERNAL GROUND SWITCH lt PUSH ON CONNECTOR FEMALE PUSH BOTTON PUSH ON CONNECTOR MALE RED CAP SOLENOID besch CONTACTOR TO NOT FURNISHED H Ps NO 4 GLOW PLUG d IR TYPICAL POWER UNIT BATTERY a WIRING DIAGRAM STARTER The charging circuit consists primarily of an ll Battery alternator regulator battery and wiring When analyzing the charging circuit the components Battery condition is very important for proper should be checked in the following order starting The lead acid stor
60. g specialized tools and test apparatus STANADYNE DB2 INJECTION PUMP Welder or Generator Set Governor Normally the DB2 can produce stable governing at 3 regulation for welder or generator sets This can be obtained at either 1500 50 Hertz or 1800 RPM 60 Hertz The speed droop control is used where the regulation is adjusted while the generator set is operating The external control knob with an internal screw thread pitch similar to the governor spring pitch is adjusted to add or subtract active coils as shown Speed droop governor control Only minorthrottlelevertrimming is necessary Thus a single spring may allow a droop adjustment of approximately 2 to 5 A single governor spring may also be selected which will regulate this droop adjustment range at both 1500 and 1800 RPM The inherent self governing feature of inlet metering is especially advantageous for such close governing control This is further aided by the extremely low masses and resulting inertia forces of the metering valve and govemor components During initial set upof awelderorgeneratorset the speed droop contro must be adjusted to provide the sharpest regulation possible without surge or combustion instability Tuming the speed droop screw clockwise broad ens regulation and reduces instability After the proper droop setting is achieved high idle must be readjusted Fuel Delivery Curve Shaping for High Altitude use on Welder and Generator Set Pumps Max
61. gine in dependable operating condition DAILY PREVENTIVE MAINTENANCE SCHEDULE 1 OVERALL VISUAL INSPECTION OF ENGINE Look for evidence of fluid leaks on floor cylinder head and block indicating loose fuel oil or water connections tighten if found 2 CHECK OIL LEVEL OF ENGINE The dipstick indicates the high and low oil level in the crankcase make allowance for additional oil drainage back into oil pan if engine has not been stopped 15 minutes The most efficient oil level is between the two dipstick levels IMPORTANT Donotaddoil until oil level approaches the low mark then add only enough to bring it to high level NEVER above Do not operate the engine with oil below low level mark Check Oil Level of Engine 3 CHECK RADIATOR Fill radiator with a clean 50 50 water anti freeze mixture to normal level maintained due to expansion 34 when heated Visually inspect fan and belt for con dition and adjustment 4 FILL FUEL TANK Fill fuel tank at end of day s operation to prevent condensation forming in tank Clean filler cap and area around spout before filling to prevent entrance of dust into fuel system 5 CHECK AIR CLEANER All engines when operating consume several thousand cubic feet of air per hour Since dusty air is full of abrasive matter the engine will soon wear excessively if the air cleaner does not remove the dust before entering the cylinders On any air cleaner operating environmen
62. gines because it has excellent heat transfer ability and is readily ob tained everywhere Like all liquids it expands when heated the rate of expansion being 1 32 liter per liter 1 4 pint per gallon when the temperature is raised from 4 to 81 C 40 to 180 F For example If a 4 gallon cooling system is filled completely full of water at 4 C 40 F 1 pint willbe lost through the radiator overflow pipe by the time the water temperature reaches 81 C 180 F WATER FILTERS In some areas the chemical content of the water is such that even the best of rust inhibitors will not protect the cooling system from the formation of rust and scale There are instances where this corrosive ele menthas eaten holesthrough castiron parts such as water pump impellers and bodies This condi 15 tion is caused by electrolysis taking place in the parts involved Where these conditions exist water filters should be incorporated in the assembly to remove these troublesome elements and offset the elec trolytic action EFFECT OF ALTITUDE ON COOLING Water boils at 100 C 212 F under at mospheric pressure at sea level This pressure becomes less at higher altitudes and the reduced pressure causes water and other liquids to boil at a lower temperature ANTI FREEZES Water freezes at 0 C 82 F forms solid ice and expands about 9 in volume which causes tremendous pressure and serious damage when allowed to freeze inside the cooli
63. haft Pr vious Oil Pump impeller Inn r impeller Outer Note Refer to Service Bulletin 88 379 issued October 1988 Oi Pump Removal m n O Ring at Pump inlet Current Oil Pump SN BAN When the pump is removed and disassembled examine the impellers cover and cavity for wear Inspecting the key and keyway at the same time If scored or worn badly they must be replaced Examine the pick up screen for clogging or damage Examine the O Ring at the pump inlet If dam aged replace Two O Rings are required after S N 88096321 Engine oil pressure must be maintained to specification for satisfactory engine life The oil pump must be fully seated in the counterbore No gaskets are used in this assembly Install mounting capscrews and tighten to 20 24 Nm 15 18 Lb Ft NOTE When replacing any oil pumps on engines built before S N 88096321 the oil suction tube must be replaced also See SPB 88 379 TIMING GEARS 1 Timing gears should be inspected for exces sive wear and or pitting and replaced if necessary 99 2 Examine the camshaft thrust plate carefully for scoring and wear and if any indication of either shows a new thrust plate should be assembled be kr be ir ae an az ote Fur e d os n w Pr r Sn Camshaft Thrust Plate 3 Assemble the injection pump drive gear with key and cam gear to the camshaft by driving or pressing each on at the same time holding
64. i bearing cap side 9 0 mmi 35 slots to capacity using RTV and syringe furnished in kit Sealant must bieed out chamfer at crankcase split line YU Ut H WW OS y Thia area of Form in Place gaaket must intersect caviti Inte vertical cavities both sides 5 mm 30 The two curing inserts pipe cleaners included in the kit must be usedas follows Oo JO Dip the curing insert into a container of Top View e 7 clean water and insert full length into de slot cavities filled h C ankcase tact face lo bearing cap side slot cavities filled wit RTV material making certain the insert is centrally located in side slot install curing insert until approximately 5 8 protrudes from slot Cut off flush with pan rail Rear Bearing Cap and Filler Block P See notes 1 and 2 Form In Place sket material to holes plug Bottom Viaw Min 6 0mm 236 deep from contact surface Oll Pan Contact Face Typical RTV Oil Pan Application for the Diesel Overhead Valve Engine 60 Section 9 Trouble Shooting A WARNING Bodily injury or death may result to individuals during operation of an engine within any enclosure not ade quately or property ventilated Engine operation in any enclosure requires adequate and proper ventilation to avoid asphyxiation or other interruption of normal breathing to supply sufficient air to cool the engine provide air to mix with fuel and to carry away heated air from the bullding
65. ical maintenance is being carried out or if there is reason to believe that the element is plugged Under normal conditions water should be drained from the fuel filter approximately once a week Poor fuel quality and harsh work conditions can shorten the weekly drain interval to daily intervals Todrain the water from the filter simply loosen the drain plug at the bottom of the filter assembly 1 2 to 1 turn Leave the drain plug open until water free fuel is observed Tighten the drain plug Not It is best to drain the water after the engine has been at rest for awhile This allows the water which is heavier to separate and settle to the bottom of the filter Always drain the water from the fuel filter with the engine dead and electric fuel pump off To replace the filter element 1 Remove filter bowl 2 Discard the dirty element Remove and discard the upper and lower element sealing washers and O ring from the center stud 3 Clean the inside of the bowl and center tube 4 Fit the new upper and lower sealing washers Install new O ring on the center stud Place the new filter element in position and replace the bowl Tighten center stud to 6 8 Ib ft 8 11 Nm 5 Bleed the fuel system refer t page 22 CAV DPA fuel system Glow Plugs Stanadyne Fuel Filter Note This fuel filter is not a water separator If water contamination is anticipated an additional primary fuel filter and water separat
66. ill run with the injection pump installed 180 ers and lock washers Tighten screws finger out of time However it runs very poorly in that tight condition 4 Install the injection pump gear along with 4 Remove the screw plug and washer located alignment dowel pin onto the injection pump on the front side of the timing gear cover It is shaft Use three M8 screws P N X22132 and positioned directly in front of the injection pump lock washers for mounting the gear gear i 5 Hold the gear in a soft jawed vise and torque 5 Find a piece of round stock approximately 1 the three M8 screws to 20 25 FT LBS 27 34 4 in diameter and 5 to 6 long Welding rod or Nm brazing rod minus the flux works good here 6 Install a new O ring P N X07837 into the 6 Insert the 1 4 round stock through the gear groove on the adapter mounting plate cover and into the 236 6mm dead end hole in 7 Lightly lubricate the O ring with motor oil the injection pump gear 8 Rotate the crankshaft pulley clockwise 7 Guide the injection pump into position and viewed from the front until the notch on the install the three long M10 mounting bolts lock pulley is atthe 19 20 degree Before Top Dead washers and nuts that secure the adaptor Center BTDC mark on the pointer plate 27 Not Some engines use marks on the flywheel and la pointer pin fixed into the bell housing If this is the case be certain that you are working with the BTDC marks Bell hous
67. imum fuel delivery on welder and generator set pumps is adjustable to reduce exhaust smoke under high altitude conditions The setting may be done either on an injection pump test stand or by trial and error on a complete machine The simplest method is to run the machine at maximum output at high altitude Loosen the torque screw jam nut and turn the torque screw in clockwise until exhaust smoke is reduced to acceptable levels Retighten the jam nut If the machine is returned to operation at sea level the torque screw may be backed out to restore full sea level power No adjustment will normally be required for operation under 3 000 feet See Torque Screw Location page 31 Contact your Continental distributor for details MN y y N J Torque screw location Typical DB2 Fuel Injection Pump FUEL RECOMMENDATIONS Diesel fuel selection handling and filtration is of great importance The fuel not only supplies the energy for all the work done by the engine it also ubricates the parts of the fuel injection system which operate with very close tolerances Fuel that contains water abrasives or sulphur in excess of our recommended specifications can cause extensive damage to the injection pump and engine DIESEL FUEL SPECIFICATIONS Continental Diesels have been designed and developed to use ONLY No 1 D light fuel and preferably No 2 D heavy fuel which can be a cracked residual a blend of preferably a straight run
68. in line with the piston pin would be less at the top of the skirt than at the bottom PISTON RINGS Check the piston rings in the cylinder for gap Checking Ring Gap To do this insert a piston in the cylinder bore in an inverted position and then insert each ring one at a time about 50mm 2 down in the bore If the ring does not have sufficient end gap clearance file one end of the ring until sufficient clearance is obtained Check the gap between the ends of the ring with a feeler gauge in accordance with specifica tions shown in the Limits and Clearance Chart Prior to installing the rings on the piston check each ring in its respective groove to the limits specified in the manual If ring to land clearance exceeds maximum serviceable limits pistons must be replaced p APP Checking Ring Clearance in Groove RECOMMENDED METHOD OF INSTALLING PISTON RINGS 1 Prior to ring assembly check the ring grooves for nicks and burrs This is done by rotating each unassembled ring around its groove to be sure of free action Installing Rings with Ring Expander Tool Oil Ring 2 The oil ring should be installed first on the piston from the top side so skirt will not be scrat ched 49 Oil Piston and Rings 3 To install the balance of the rings use aring tool with recess side up and place the ring in with the bottom side up Start with the lowest ring first a Position ring in the tool s
69. ing pointers are usually hidden by at the nozzles which is part of Bleeding the Fuel Note Leave any two of the injector line nuts loose System see page 22 17 Re connect all electrical wires linkage rods low pressure fuel lines shut down cables 9 Check that the engine is on the compression etc an access cover stroke by looking for the single beveled tooth on the rear side of the injection pump drive gear The injection pump drive gear is the smaller of 18 Bleed the fuel system see page 22 19 Restamp the pump to adaptor mounting plate scribe marks the two gears visible in the opening where the injection pump mounts to the engine If the beveled tooth is not visible in the opening simply rotate the crankshaft clockwise one revolution and it will be visible This is very important because this engine will run with the injection pump installed 180 out of time However it runs very poorly in that condition 10 Remove the timing hole cover from the side ofthe injection pump housing Turn the injection pump gear unti line A on the rotating shaft lines up with the flat end of the snap ring see below A WARNING Bodily injury may result during the timing opera tion of the fuel injection pump if the engine is running DO NOT attempt to adjust the timing without the pump mounting bolts securely torqued m g q H 5 Eur AM hd arat Pe AAA KC Mark m ui DUNG Injection Pump
70. injection nozzles glow plugs and cored passages for air exhaust and water flow REMOVING THE CYLINDER HEAD 1 Drain water from engine and disconnect radiator or heat exchanger hoses 2 Remove cylinder head cover by removing the capscrews holding the cover to the cylinder head 3 Remove rocker arm shaft assembly and push rods Grip the push rods and snap them sideways out of the tappet sockets as shown in the illustra tion This method serves to break the hydraulic connection and permits lifting the push rods out and leaving the tappets in place Removing Push Rod from Ball Socket of Tappet 4 Disconnect the injectors and leak off lines at both the nozzle and pump connections Socket relief clearance Caution should be used when replacing the fuel injectors to prevent loosening the injector leak off nipples Be sure to cut a relief in the inside of your socket for clearance This will prevent an in terference between the socket and the leak off nipple Disconnecting Injector Leak off Line CAUTION Always cover openings with protective caps at any time when lines are disconnected This will pre vent any dirt or foreign matter from entering 5 Remove injection nozzle assemblies Place a protective cap over ends of injector for keeping openings clean Refer to fuel injection system for testing procedures page 24 39 DISASSEMBLY OF CYLINDER HEAD 1 Using a C type valve spring compressor remove
71. ir flow 5 Poor fuel 6 Poor Compression 7 Injection nozzles faulty 8 Injection pump faulty 1 Lack of coolant 2 Fan belts slipping 3 Overloading the engine 4 Thermostats sticking or in operative 5 Fuel injection timing wrong 6 Back pressure in exhaust line CORRECTION 1 Loosen fuel line to injector one at a time no noticeable change indicates that cylinder is misfiring Clean and test in jector for pressure leakage and pattern 2 Check thermostat 3 Check connections Bleed fuel system 4 Clean and service air cleaner tighten connections 5 Increase to recommended speed 6 Use Diesel engine fuel that meets specifications 1 Retime pump to engine accor ding to recommendations 2 Check connections and bleed fuel system 3 Clean Primary Filter and replace secondary filter if necessary 4 Service Air Cleaner and Con nections 5 Use recommended Diesel Engine Fuel that meets specifications See Pages 11 amp 29 6 See G recommendations 7 Clean and Test Faulty Nozzle for pressure leakage and spray pattern 8 Remove and have checked at an authorized service center 1 Add water Tighten hose con nections and repair leaks as required 2 Inspect belt condition and ad just tension 3 Reduce load Keep engine speed up 4 Remove clean and check ther mostats and r
72. ittle wider before devel oping into a small mist cloud out at the end Wide or non uniform spray patterns are question able If in doubt the judgement call should be made by the trained eye of the CAV or STANADYNE technician FUEL INJECTION PUMP The function of a diesel fuel injection pump is to accurately meter and deliver fuel to a nozzle in each cylinder and to inject it at high pressure into the combustion chamber at precisely timed intervals The extreme precision necessary can wellbe appreciated since this cycle must be repeated thousands of time per minute with virtually no variation in timing or amount of fuel injected Check the specification of your engine for your particular fuel injection pump Removal of the Fuel Injection Pump Remove all high pressure fuel lines being careful not to bend them Disconnect any low pressure fuel lines linkage rods or electrical wires that need to come off to allow injection pump removal from the engine Remove the three long bolts that go completely through the timing gear cover and remove the injec tion pump DO NOT separate the injection pump from the adaptor mounting plate unless absolutely necessary This will save you much time during reinstallation of the pump if the pump is going back onto the same engine See Short Method pg 26 Typical CAV DPA Fuel eden Pump CAV DPA INJECTION PUMP The DPA distributor type fuel injection pump incorporating a sensitive all s
73. ke one unbroken horizontal line If not you must judge as to whether the pump gear is one tooth or more out of time or if a minor rotation of the injection pump body will align the marks If the marks are far apart repeat step 12 because the pump gear is probably out of time If the marks are very closetogether rotate the body ofthe injectionpump one way or the other until the marks line up 14 Torque the three M8 bolts that fasten the injection pump to the adaptor plate to 15 18 ft lbs 20 24 Nm 15 Re check the timing marks after eliminating the backlash and play that may be in the timing gear train This is done by rotating the crank pulley counter clock wise approximately 1 4 turn viewed from the front Then rotate the crank pulley clockwise until it is back to the prescribed timing position Check the internal timing marks once again and adjust if needed 16 Install the timing hole cover and gasket onto the injection pump housing 17 Install the high pressure fuel lines and torque the fuel line nuts to 20 25 ft lbs 27 34 Nm Not Leave any two of the fuel line nuts loose at the nozzles which is part of Bleeding the Fuel System See Page 23 18 Re connect all electrical wires linkage rods low 30 pressure fuel lines etc 19 Bleed the fuel system See Page 23 Overhaul Procedure Dismantling assembly testing and adjustment of the DB2 pump must be carried out by trained personnel usin
74. miss lining up by a small distance The most important point about timing the STANADYNE injection pump is the alignment of the internal timing marks Ref Step 15 and the corre sponding location of the frontpulley timing mark Flywheel tming mark on some engines See SPB 92 420 for the timing setting required on your particular engine Long Method STANADYNE installing and Timing a New or Reconditioned or other than original Fuel Injection Pump A WARNING Bodily injury may result during the timing opera tion of the fuel injection pump if the engine is running DO NOT attempt to adjust the timing without the pump mounting bolts securely torqued 1 Grind or file off any existing scribe mark that may be on the injection pump adaptor mounting plate A new plate will have no scribe mark 2 Installa new gasket P N TMD27B00300 to the front of the injection pump 3 Install the adaptor mounting plate onto the injection pump using the M8 screws flat washers and lock washers Tighten screws finger tight 4 Install the injection pump gear along with align ment dowel pin onto the injection pump shaft Use three M8 screws P N X22132 and lock washers for mounting the gear 5 Hold the gear in a soft jawed vise and torque the three M8 screws to 20 25 FT LBS 27 34 Nm 6 Install a new O ring P N X07837 into the groove on the adaptor mounting plate 7 Lightly lubricate the O ring with motor oil 8 Rotate the crankshaft
75. n Page 32 SECTION 7 Preventive Maintenance aec seinen Page 34 SECTION 8 Engine Repair amp Overhaul eere nennen Page 39 SECTION 9 Trouble SIOOUING toi tee aaa Pageo SECTION 10 Torque Specific allOfis E Page 67 SECTION 11 Limits amp Clearance Dan Page 69 Continental industrial Diesel TMD20 TMD 27 MODEL TMD13 fe No of Cylinders Bore amp Stroke Displacement Compression Ratio Max Oil Pressure Min Oil Pressure Idling Firing Order Main Brg Frt Main Brg Int 3 58 x 4 06 82 CID 20 5 1 40 60 PSI 7 PSI 1 2 2 88 x 94 METRIC ENGLISH METRIC 2 2 3 91 x 103 2 2 0 L 20 5 1 2 8 4 1 Bar 0 5 Bar 1 3 2 73 x 23 8 73 x 23 8 ENGLISH 3 3 58 x 4 06 123 CID 20 5 1 40 60 PSI 7 PSI 1 3 2 2 88 x 94 2 88 x 94 METAIC 4 91 x 103 2 2 68 L 20 5 1 2 8 4 1 Bar 0 5 Bar 1 3 4 2 73 x 23 8 2 73 x 23 8 ENGLISH 4 3 58 x 4 06 164 CID 20 5 1 40 60 PSI 7 PSI 1 3 4 2 2 88 x 94 2 88 x 94 2 88 x 1 25 73 x 31 8 2 88 x 94 73 x 23 8 1 94 x 96 49 2 x 24 5 2 88 x 1 25 73 x 31 8 2 88 x 94 73 x 23 8 1 94 x 96 49 2 x 24 5 2 88 x 1 25 2 88 x 94 1 94 x 96 Main Brg Thrust 73 x 31 8 Main Brg Rear 73 x 23 8 Conn Rod Brg 49 2 x 24 5 Oil Capacity Crankcase 3 78 L 4 Quarts 4 73 L 5 Quarts 5 7L 6 Quarts Filter 95L 1 Quart 95 L 1 Quart 95 L 1 Quart Total 4 73 L 5 Qu
76. ndard Continental supplied starters and alternators have sealed bearings requiring no lubrication Check your specification for ac cessories which may require periodic lubrication Section 4 Cooling System The function of the cooling system is to prevent the temperatures in the combustion chamber from damaging the engine and at the same time keep the operating temperatures within safe limits Maintaining the cooling system efficiency is im portant as engine temperatures mustbe brought up to and maintained within satisfactory range for effi cient operation however this system must be kept from overheating in order to prevent damage to valves pistons and bearings CAUTION OVERHEATED ENGINE never pour cold water or cold anti freeze into the radiator of an over heated engine Allow the engine to cool and avoid the danger of cracking the cylinder head or block Keep engine running while adding coolant EE COOLING SYSTEM All Continental industrial diesel engines have the coolant force circulated by a water pump and use a thermostat and by pass system to control the tem perature range The coolant from the pump enters the front of the block passing along and between the cylinder bores and is metered by the head gasket into and across the cylinder head to cool the pre combustion cham bers valve seats and guides Upon leaving the cylinder head the coolant en ters the thermostat housing in which is mounte
77. ng system When operating temperatures are below O C 32 F an anti freeze liquid must be added which will lower the freezing point a safe margin below the anticipated temperature of outside air Perma nent anti freeze will also raise the boiling temperature of the coolant The correct proportion of anti freeze is also im portant when the engine is to be operated under high ambient temperature conditions OPERATING TEMPERATURE RANGE O to 12 C 12 C to 23 C 23 C to 34 C 32 to 10 F 10 to 10 F 10 to 30 F Ratio Ethylene Glyco to water ANTI FREEZE ETHYLENE GLYCOL permanent type When there are no leaks add water only to make up for evaporat on CORROSION INHIBITORS A WARNING Corrosion inhibitor can cause damage to the eyes or skin It contact is made immediately wash skin with water For the eyes immediately flush the eyes with water for several minutes In either event seek prompt medical attention Read and observe safety warnings on pages 1 and 2 Water forms rust due to its natural tendency to combine chemically with iron and air in the system Rust inhibitors for water are inexpensive simple to use and make cleaning and flushing necessary only after long periods of operation The addition of a corrosion inhibitor is not necessary if an anti freeze containing a rust in hibitor is used RADIATOR The radiator or heat exchanger consists of a
78. nkshaft con tact edge of the seal with graphite grease to prevent damage prior to use 4 Install Crankshaft 5 Apply alight coating of RTV Gasket Material to surface B and graphite grease to the oil seal lip Carefully install the combination rear bear ing cap and filler block on to the dowels Insert the capscrews and torque to 150 162 Nm 110 120 Lb Ft Please see SPB 87 361 Applying RTV to Rear Filler Block 6 After the rear cap is in place and torqued in ject RTV into each side seal slot D as shown in illustration Force the RTV into the channels until a steady flow comes out the corner chamfers Installing RTV in Rear Filler Block Channels 54 NOTE Oil leakage will occur if any voids are left along these slots 7 Dip the curing insert in clean water Install curing insert until approximately 5 8 protrudes from slot Cut off flush with pan rail This insertinsures complete cure of the RTV Install Curing Insert 8 Prior to installing oil pan apply a small bead of RTV material to the rear bearing cap and filler block as shown See page 60 Please see SPB 81 313 Fill Dowel holes with RTV AE UN E B al Applying RTV to Rear Bearing Cap and Filler Block OIL PUMP The oil pump is assembled to the front of the cylinder block and front main bearing cap and is held in place by capscrews The pump is driven by a hardened key mounted in the cranks
79. ntil free of air Tighten the connection Note If connection A is inaccessible due to the type of filter in use loosen connection B FUEL TANK Typical STANADYNE Fuel System Schematic 3 Loosen any two injector high pressure pipe nuts at the injector end Set the accelerator to the fully open position and with the ignition switch on crank the engine until fuel free from air flows Tighten the line nuts 4 Energize the glow plugs Refer to page 8 5 Start the engine FUEL FILTERS Clean Fuelis a Mustin diesel operation Extreme conditions may require additional filters to provide longer filter change periods when clean fuel is not available Continental diesels are normally equipped with the filter installed between the fuel injection pump and the transfer pump outlet so the filter is on the pressure side of the transfer pump The period for changing the element will largely depend upon the quality and condition of the fuel available Under normal conditions the element should be renewed every 400 hours This period should be decreased if unavoidable contamination of the fuel is experienced Not Electrical equipment such as starters should be shielded with non conductive material during filter replacing and priming to prevent fuel entry a SS MAPLE CAV DPA Fuel Filter The fuel filter is of the paper element type and no attempt should be made to clean the element It should be replaced when period
80. ntil the 1 piston is at at the nozzles which is part of Bleeding the Fuel TOP DEAD CENTER TDC onthe COMPRES Sen ee Ue eer SION stroke 13 Re connect all electrical wires linkage TDC is when the notch on the front pulley lines up with the DC mark on the pointer plate rods low pressure fuel lines shut down cables etc Not Some engines have DC marks on the fly 14 Bleed the fuel system see page 22 wheel and a pointer pin fixed into the bell housing Usually these are hidden by an access cover Long Method CAV The COMPRESSION stroke is determined The following steps are for installing and timing by looking for the single beveled tooth on the a new or reconditioned or other than original Fuel rear side of the injection pump drive gear while Injection Pump the engine is at TDC The injection pump drive gear is the smaller of the two gears visible in the 1 Grind or file off any existing scribe mark that opening where the injection pump mounts to the may be onthe injection pump adaptor mounting engine If the beveled tooth is not visible in the plate A new plate will have no scribe mark opening simply rotate the crankshaft pulley 2 Install a new gasket to the front of the injec one complete revolution clockwise and check tion pump Gasket P N TMD27B00300 for the beveled tooth again 3 Install the adapter mounting plate onto the This is very important because this engine injection pump using the M8 screws flat wash w
81. o the expanding fingers will fully engage both ends b Apply pressure on handles so ring is com pletely expanded Pass the expanded ring and tool recessed side down over the piston to the proper groove Install Tapered Rings with Top Side Up CAUTION Some piston rings are taper faced These are clearly marked TOP on the side to be up when assembied on piston and some rings have the top side marked with a color band or a PIP mark 4 When pistons are ready for installation in the cylinders oil generously Compress rings careful ly using a good ring compressor and a light tap on the head of the piston will allow the assembly to go into the cylinder very easily If any difficulty in tapping piston and ring assembly into the cylinder is encountered the compressor should be remov ed and rings checked for correct installation in the groove CAUTION The pistons have offset piston pins Be sure to install pistons with notch or arrow in top toward the front of the engine 50 CRANKSHAFT AND MAIN BEARINGS 1 Using a puller remove pulley from crankshaft 2 Remove screws and remove gear cover 3 Remove the crankshaft gear and woodruff keys 4 Using a puller remove cam gear and injection pump drive gears 5 Remove the oil pump and key by removing cap screws holding pump to front of the engine Removing Injection Pump Drive Gear 6 Remove each main bearing cap one at a time and inspect the b
82. of approx imately 7 kg 15 Lbs capacity E v Y Checking Piston Fit in Bore 47 When the correct fit is obtained you must be able to withdraw the feeler with a pull of 2 3 4 5 kg 5 10 pounds on the scale with the feeler inserted between the piston and the cylinder midway bet ween the piston pin bosses where the diameter of the piston is the greatest Check the fit of the piston when it is approximately 50mm 2 down to the cylinder bore in an inverted position PISTON PINS Check the bushing in the upper end of the con necting rod for wear If worn and you are using the Original pistons an oversize piston pin may be ob tained in 0 08 or 0 13mm 003 or 005 oversize ST Checking Piston Pin Bushing for Wear The piston pin hole in the piston and the bushing in the connecting rod may be honed to in crease their diameter to obtain the desired fit as shown in our Limits and Clearance Chart Aj ARBOR PRESS eeh n e SAM BUSHING gi SM TN S BUSHING EXE B un NEW or OLD Pressing in Piston Pin Bushing 48 Note that while the chart specifies a light press fit of the pin in the piston there is a definite clearance of the piston pin in the connecting rod CONNECTING RODS Replace the bushing in the connecting rod if new pistons are used Using the arbor press press out the old bushing and press in the new one making sure the oil supply holes
83. of lubrication between the mating parts This finish can be obtain ed by using 280 grit stones on the hone Mazes Desirable Crosshatch Pattern Obtained with a Cylinder Hone After all honing operations are complete thoroughly wash the bores with soap hot water and a stiff brush to remove all traces of grit Kerosene or other solvents will not remove the grit Rinse the block with clean clear water and dry with compressed air Cleaning Bores When you have finished cleaning the block run a clean dry paper towel through the bores The paper towel should come out clean Checking Block for Cleanliness Oiling Bores If not the bores must be rewashed As soon as the bores have dried lubricate with engine oil immediately to prevent rust This completes the honing operation PISTONS Check the pistons for excessive ring groove wear and replace any that exceed the allowable limits in our Limits and Clearance Data The cylinder walls and pistons must be per fectly clean and dry when fitting pistons in the cylinder bores Pistons should be fitted with the block and piston at room temperature 20 0 21 0 C 68 70 F PISTON FIT ON STANDARD PISTONS with 2 3 to 4 5 kg 5 to 10 Pull TMD series 0 08mm 003 Check the piston fit in the bore using a half inch wide strip of feeler stock of the thickness specified in the Limits and Clearance Chart the feeler being attached to a small scale
84. or cap Read and observe safety warnings on pages 1 and 2 A Check radiator hoses and engine for water leaks Tighten hose clamps repair leaks and install antifreeze to the level required for winter protection 3 LUBRICATION SYSTEM A Drain oil and change filter Add oil of the pro per winter grade B There are several different types and manufacturers of transmissions and power take offs Caution should be used when determining the proper seasonal grade lubri cant to assist in cold weather starting 4 FUELSYSTEM A Check the fuel stop and throttle control for Satisfactory operation and adjust as required B Fuel filters must be checked more often particularly the primary stage filter to remove all the moisture and condensation separated from the fuel otherwise this may freeze and stop the fuel flow C Clean fuel handled by a reliable source having a cetane number of 45 minimum is a definite requirement for easy starting and efficient operation We cannot caution you too seriously about obtaining fuel from a reliable source D Fuel recommendations the type of fuel to be used should be suitable for the ambient temperature to be expected Refer to SAEJ313 or your local fuel distributor for detailed information see page 30 To insure against condensation in the fuel tank fill to capacity at the end of each operat ing period 5 EXHAUST SYSTEM A Check the rain cap if supplied f
85. or cement factory could be 50 hours or less Replace the oil filter element every time the oil is changed Thoroughly clean the sealing surfaces before replacing new element and gasket Do not put kerosene into the crankcase The best method is to drain the oil when the engine is thoroughly heated which will carry off most of the sediment Some operators unwisely put kerosene in the crankcase after draining the engine oil then turn the engine over with the starter In the belief they are doing a better job of crankcase cleaning In doing this kerosene is circulated through the oil pump the main oil header and the branches leading into the engine bearings thereby washing away the protective oil film In addition some of the kerosene will be trapped and remain to thin out the new oil reducing its lubricating qualities 3 SERVICE AIR CLEANER Clean element with compressed air See Daily Instructions Be sure that no unfiltered air can enter the engine 4 CHECK FAN BELT TENSION Inspect wear condition of fan belt note align ment and check belt tension which should allow not over 13mm 1 2 deflection on the long span 36 Fan Beit Tension 5 CHECK BATTERY A WARNING Stop engine before checking battery terminals r electrical connections Sparks or flames near a battery could cause an explosion or fir Battery acid can cause corrosive burns Always wear eye protection Use of jumper cables or battery ch
86. or proper operation and repair as required 6 INTAKE AIR SYSTEM A Be sure all hoses and clamps are properly seated and tight B Check instructions on the air cleaner decal Service dry type air cleaner as specified 7 MISCELLANEOUS A Normal starting using the glow plugs supplied as standard equipment should be accom plished down to 20 C 4 F Contact Wisconsin Motors LLC for special starting aids for colder temperatures B Check and adjust tappets WINTER MAINTENANCE 1 Perform maintenance in accordance with instruc lion manuals 2 Change oil as recommended on page 14 WARNING Starting fluids raids uch as ether or gasoline must not be used in a diesel engine alr intake system The use of these fluids will cause severe internal engine damage and or bodily injury Read and observe safety warnings on pag s 1 and 2 3 If unit is only used for short periods and does not get thoroughly warm operate it for at least an hour once a week to get it thoroughly warm This will avoid excessive sludge in the oil and reduce dilution of oil with raw fuel in the crankcase PREPARATION OF ENGINE FOR SEASONAL STORAGE 90 DAYS TO 6 MONTHS 1 Run engine To thoroughly warm up oil in crankcase 2 Stop engine And drain crankcase oil 3 Refil crankcase With SAE No 10 engine preservative oil which meets MIL L21260 Grade 1 specification 4 Fill cooling system With a solution containing a
87. or should be installed before the fuel transfer pump No attempt should be made to clean this type element It should be replaced at the regularly sched uled periodic maintenance interval or if there is reason to believe that it is plugged To replace the metal canister element simply release the two spring clamps and pull the old ele ment off the filter bracket Lube the new element grommets with clean diesel fuel and push into place Snap the spring clamps into position and bleed the fuel system Reference page 23 Stanadyne Fuel System Stanadyne Fuel Filter TMD20F00400 23 INJECTORS When replacing injectors in the cylinder head it is essential that a new heat shield washer be fitted between the nozzle cap and the cylinder head Ref erence page 59 Heat Shield amp Injector Injector Nozzie Side Y NX XM Side View Tighten injectors evenly to 50 55 LB FT 70 Nm Injectors should be taken out only if engine is malfunctioning as outlined below 1 Misfiring 2 Knocking in one or more cylinders 3 Engine overheating 4 Loss of power 5 Smoky exhaust black or white 6 Increased fuel consumption 7 To perform a compression test The faulty injector or injectors may be located by loosening the line fitting nut on each in turn with the engine running at a fast idle This allows the fuel to escape and not enter the cylinder The injector least affecting the engine performance should be
88. peed governor is a compact self contained unit for multi cylinder diesel engines Itis a relatively simple design and incorporates no bail or roller bearings gears or highly stressed springs The number of working parts remains the same irrespective of the number of engine cylinders the pump is required to serve The pump is flange mounted to the engine It is 25 oil tight and during operation all moving parts are lubricated by fuel oil under pressure so that no additional lubrication system is required Pressure maintained within the pump housing prevents the entrance of dust water and other foreign matter Fuel injection is effected by a single element having twin opposed plungers located within a trans verse bore in acentral rotating member which acts as a distributor and revolves in a stationary member known as the hydraulic head The pump plungers are actuated by lobes on an internal cam ring Fuel is accurately metered to the pumping element and the high pressure charges are distributed to the engine cylinders at the required timing intervals through ports in the rotor and the hydraulic head The integral governor is of the mechanical fly weight type and gives accurate control of engine speed under all load conditions Most pumps have an automatic device which varies the point of com mencement of injection The single pumping element ensures uniform delivery of fuel to each engine cylinder and elimi nates having to
89. peration the following adjustments should be made at end of first 50 hrs operation 1 Adjust valve tappets to specified clearances 2 Adjust idle speed to equipment manufacturer s recommendation WARM UP NEW ENGINES When new engines in distributors or dealers stock showrooms etc are started up for any rea son they should be brought up to operating tem perature in order to eliminate all condensation before stopping If they are stopped while still cold condensa tion will settle on valve stems and guides as well as other moving parts and rust and sludge will form Soon valves rings etc will be stuck by this rusting and sludging action Engine should be operated long enough to bring oil and water temperature to normal operating temperature be sure breather or ventilation system is open so vapor can be expelled STOPPING THE ENGINE 1 Disengage Power Take Off 2 Reduce engine Spe d to Idle if hot run engine at idle for several minutes to cool 3 Move switch to off position 4 if the fuel pump is fitted with a mechanical shut off move the control to full close 11 MUSTS FOR YOUR ENGINES 1 OIL PRESSURE should be up to recommended pressure at operating speed and over 0 5 Bar 7 PSI at idle 800 1200 R P M 2 AMMETER should register Charging at all times engine is running A voltage regulator may limit it to a very low reading 3 WATER TEMPERATURE normal op
90. r T ake off 2 Makesure electric shut off is wired to permit fuel flow when the starter switch is in the start and run positions 3 If the fuel pump is fitted with a mechanical shut off move the control to full open 4 Engage glow plug preheat contro and wait until the indicator light is off If engine does not use an automatic preheat control manually energize glow plugs for the appropriate time either 7 seconds or 20 seconds depending upon which type glow plugs are used in the engine 5 Move switch to start position and start engine 6 Adjust throttle to idle at 800 to 1200 R P M fora few minutes to circulate and warm the oil Then open throttle to about half speed until the coolant reaches 38 C 100 F T if engine fails to start turn switch to the off position and repeat the above Steps If Starting is not attempted within 15 to 20 seconds repeat the pre heat sequence 8 if engine still does not start refer to trouble shooting section 9 9 Check Oil Pressure OIL PRESSURE 2 8 4 1 Bar 40 60 PSI Higher oil pressure may be experienced during cold starts 10 Check Water Temperature Water Temperature Gauge 11 CAUTION After starting new engine runit at idle for 5 minutes then stop engine and recheck oil level in crankcase then bring oil level to high mark on dipstick IMPORTANT Breaking in a new or rebuilt en gine for peak performance and economical o
91. r where a mechanical fuei pump would normally be mounted Electric fuel pumps will operate without having to crank the engine over This makes them extremely useful when bleeding the air from the fuel system See Bleeding the Fuel System They draw little battery current and only a slight drain is usually seen on the storage battery during the bleeding process When fuel pump trouble is suspected always check that the pump is getting voltage from the ignition circuit and that the BLACK ground wire is intact before declaring the pump is bad A quick test for voltage is to turn the ignition switch on and feel the body of the pump You can actually feel the pump operating and hear it ticking if the work area is quite enough If you can t hear or feel the fuel pump operating check for actual battery voltage to the unit before declaring it to be bad Using a Voltmeter or test light check for voltage at the first wire connec tion closest to the electric fuel pump This connection is usually found at the fuel shut off solenoid on the fuel injection pump If no voltage is present check the equipment electrical circuit for blown fuses broken wires bad switches etc If voltage is present at the fuel pump make one last test before declaring the pump bad Loosen the fuel line fitting on the inlet fuel line on the injection pump Fuel should flow and the pump should begin ticking if it is operating properly If the pump is operating
92. ring surface that has once been damaged by carelessness will be ruined forever IMPORTANT SAFETY NOTICE Proper repair is important to the safe and reliable operation of an engine This Service Manual outlines basic recommended procedures some of which require special tools devices or work methods Improper repair procedures can be dangerous and could result in injury or death READ AND UNDERSTAND ALL SAFETY PRECAUTIONS AND WARNINGS BEFORE PERFORMING REPAIRS ON THIS ENGINE Warning labels have also been put on the engines to provide instructions and identify specific hazards which if not heeded could cause bodily injury or death to you or other persons These labels identify hazards which may not be apparent to a trained mechanic There are many potential hazards for an untrained mechanic and there is no way to label the engine against all such hazards These warnings in the Service Manual and on the engine are identified by this symbol WARNING Operations that may result only in engine damage are identified in the Service Manual by the word CAUTION Wisconsin Motors LLC cannot anticipate every possible circumstance that might involve a potential hazard The warnings in this manual are therefore not all inclusive If a procedure tool device or work method not specifically recommended by Wisconsin Motors LLC is used you must satisfy yourself that t 1s safe for you and others You should also ensure that the engine will not be damaged
93. rust inhibitor 5 Drain fuel tank and filters Refill with about 2 gallons of a 50 50 mixture of pure white kerosene and SAE No 10 engine oil 6 Bleed the system as detailed in section 5 7 Start engine and run it at half speed for 15 minutes when the oil will have circulated through the injection pump lines and injectors 8 Seal the air vent in the tank or filler cap with water proofed adhesive tape 9 Drain crankcase 10 Drain cooling system completely 11 Clean exterior engine surfaces After engine has cooled removing all grease or other foreign matter Never wash a hot injection pump with cold water while engine is running 12 Seal all openings air tight with adhesive tape that will not absorb or retain moisture 11 NOTES 12 Section 3 Lubrication ENGINE LUBRICATION SYSTEM Continental industrial diesel engines have full pressure lubrication to all main connecting rod and camshaft bearings as well as rocker arms and timing gears Tappets are lubricated by overhead oil return OIL PUMP On all engines a large capacity gerotor type oil pump is driven off the crankshaft and protected by a screened inlet A by pass valve maintains suitable oil pressure from idle to maximum speed automatically Higher oil pressure may be experienced during cold starts Refer to page 4 for complete oil pressure figures CAUTION If the oil pressure is erratic or falls below these limits stop
94. rve safety warnings on pag s1and 2 ALWAYS keep the tip of the air nozzle or air hose at least 2 inches 50mm from the paper portion of the cartridge e ALWAYS blowth cartridge clean from the inside out CAUTION Failure to comply with the above guidelines will damage the cartridge and lead to severe engine damage Replace the cartridge if in doubt Cleaning Dry Type Air Filter Wipe inside screen cartridge gasket surface inside cover and mounting seat before installing element Place cartridge on mounting seat make sure outer edge of cartridge fits inside edge of bottom plate Replace cover and assemble wing bolt finger tight to insure air filter seal CAUTION Do not wash or oil cartridge Replacing New Cartridge Replace immediately if bent crushed or dam aged Dry type air cleaners are efficient only as long as top and bottom sealing edges are not damaged Also surface of air cleaner base and cover where air cleaner cartridge seals must be clean and not damaged such as dents or bends Often in cleaning the cartridge it is tapped against surfaces that are not flat thus damag ingsealing edges Regardless of how clean the paper is if edges are damaged dirt will enter the engine The element should be replaced every 250 hours or when servicing does not result in full power recovery whichever occurs first Under extreme dust conditions more fre quent replacement will be required N
95. s and 280 grit stones b Cover the entire crankshaft with a clean slightly oily cloth to prevent abrasives and dirt from getting on the crankshaft c Remove the excess carbon deposits from the top of the cylinder wall before beginning the glaze breaking operation This is to pre vent loading the stones d Insert hone in cylinder and expand to cylinder wall with slight tension Using a clean brush wet cylinder wall and stones with kerosene Use a hand drill and surface hone cylinder with a rapid up and down mo tion to produce a good crosshatch pattern Apply kerosene continuously and increase tension on hone adjustment until a good pattern and finish is obtained A smooth bright finish of 0 25 0 38 Micro Meters 10 to 15 micro inches is desired The honing operation wil produce a sharp edge at the bottom of the bores Upon completion of the honing operation remove this sharp edge with a piece of number 500 emery cloth If this edge is not removed jt can cause shaving of the piston skirts Removing Sharp Edge After Honing e Clean the loose abrasives from the stones by using kerosene and a wire brush IMPORTANT Stones must be used wet Keep ap plying kerosene during honing to prevent stones from drying out and causing an incorrect honing pattern f The most desirable cylinder finish is 0 25 0 38 Micro Meters 10 15 micro inches with this finish the depressions in the surface tend to keep a supply
96. s before starting 1 See lI high oil consumption recommendation 2 Check thermostat 3 Replace 1 Take pump to an authorized service center 2 Reduce load 3 Clean air cleaner 4 Check thermostat 1 Adjust tappet clearance to specifications 2 Clean head and block surfaces Replace gasket and torque to Specification See Torque Specification Section 10 3 Check and correct if necessary 4 Clean and grind valves Reface or replace as required 5 Check and replace any not up to specifications 6 Re ring with recommended service kit 7 If necessary rebore amp replace pistons See SPB 87 371 check for cylinder head warpage COMPLAINTS PROBABLE CAUSE H Low Oil Pressure 1 High Oil Consumption J Poor Fuel Economy 1 Low oil level 2 Oil pressure gauge or line faulty 3 Oil too light diluted 4 Dirt in relief valve or broken spring 5 Suction screen plugged 6 Worn bearings 7 Worn oil pump 8 Pick up tube O ring damaged or missing 1 Oil leaks 2 Too high oil level maintained 3 Incorrect grade of oil used 4 Clogged crankcase breather 5 Oil pressure too high relief valve stuck 6 Piston rings not properly run in 7 Worn broken or stuck piston rings and clogged oil control rings 8 Worn pistons or bores 9 Worn bearings and valve guides 10 In
97. s of the number of cylinders served Working Principle The main rotating components are the drive shaft transfer pump blades distributor rotor and governor The drive shaft engages the distributor rotor in the hydraulic head The drive end of the DB2 rotor incor porates two pumping plungers The plungers are actuated toward each other simultaneously by an internal cam ring through rollers and shoes which are carried in slots at the drive end ofthe rotor The numberof cam lobes normally equals the number of engine cylinders The transfer pump at the rear of the rotor is of the positive displacement vane type and is enclosed in the end cap The end cap also houses the fuel inlet strainer and transfer pump pressure regulator The face of the regulator assembly is compressed against the liner and distributor rotor and forms an end seal for the transfer pump The injection pump is designed so that end thrust is against the face ofthe transfer pump pressure regulator The distributor rotor incorporates two charging ports and a single axial bore with one discharge port to service all head outlets to the injec tion lines The hydraulic head contains the bore in which the rotor revolves the metering valve bore the charging ports and the head discharge fittings The high pres sure injection lines to the nozzles are fastened to these discharge fittings The DB2 pump contains its own mechanical governor capable of close speed regulation th
98. sages to an intake manifold which also has individualized passages for each cylinder Water Jackets completely surround all ylinder bores to a depth sufficient to cover the hot piston ring travel resulting in minimum bore distortion for good oil control yet maintaining low heat rejection to the coolant CHOICE OF FUELS Continental Industrial Diesel Engines have been tailored for heavy duty operation for use with 1 or 2 diesel fuel that meet a minimum cetane number of 45 see fuel recommendations page 29 DE ANNY SS a 3 e vm N J X zz a A p YP Ja y MEE bai man A i Ex SAAR N N ARE nern OHV Design Individual Porting Rocker Arm Water Header Cylinder Head Intake Valve Piston Chrome Top amp Oil Rings Water Jacket Connecting Rod Counterweighted Crankshaft Heat Treated Alloy Steel Connecting Rod Main Bearing Cap amp Cylinder Head Bolts Qu Pan Cylinder Head Cover Saas N S Injector dv e S pu VX ae N ai N we N 7 Lig hs 77 y Ze dr E YE 4 Y ap Precombustion Chamber Insert ya p gt SEV OJI 7 HA EY GV ylinder Head Gasket Injection Pump Driven Ge Camshaft Gear Injection Pump Orive Gear Crankshaft Gear Ow Pump Pick up Cross section of typical Continental Industrial Diesel Section 2 Operating Instructions The person operating the engine naturally as sumes responsibility for i
99. se flush the engine water Jacket 1 Remove the thermostat 2 Clamp the flushing gun in the upper hose 3 Partly close the water pump opening to fill the engine jacket with water before applying the air 4 Follow the same procedure outlined above for the radiator by alternately filling the water jacket with water and blowing it out with air 5 5 Bar 80 PSI until the flushing stream is clear FLUSHING GUN Reverse Flushing Engine TESTING THERMOSTAT Remove the water outlet elbow Before testing clean and examine the thermostat If the valve can be pulled or pushed off its seat with only a slight effort when cold or it does not seat properly the unit is defective and should be replaced Thermostat operation can be checked in the following method 1 Hang thermostat by its frame in a container of water so that it does n t touch the bottom 2 Heat the water slowly and check temperature with a thermometer 17 3 If the valve does not start to open at temperatures of 81 93 C 180 200 F or if it opens well before the 81 C 180 F point is reach ed the thermostat should be replaced When replacing the thermostat in the water header be sure the counterbore is clean 185 F Thermostat Open Checking Thermostat When installing a new thermostat in the water header make sure that the temperature sensing unit goes in first or faces toward the cylinder head Assemble new water outlet el
100. sel engine air intake system The use of these fluids will cause severe internal engine damage and or bodily Read and observe safety warnings on pages 1 and 2 8 See recommendations in G 9 Replace or correct Note A characteristic of a fuel injection pump is that if engine misfiring occurs and it is traced to a certain cylinder in which no combustion is taking place the cause might be an injector sticking open in the cylinder which immediately precedes that cylinder in the engine firing order During injection to the cylinder which has the injector sticking in the open position the fuel rushes into that cylinder with no restriction whatsoever causing a scavenging effect in the pump distributor rotor and a void which cannot be recharged to a sufficient degree to provide opening pressure of fuel to the following injector Hence no combustion can take place Please note this well as knowledge of this characteristic might provide a great saving in service time in such a given situation COMPLAINTS C Runs Rough with Excessive Vibration D Loss of Power E Overheating PROBABLE CAUSE 1 Misfiring cylinder or cylinders 2 Too low operating temperature below 165 F 3 Air in fuel lines 4 Clogged air cleaner 5 Engine idles too slowly 6 Poor fuel 1 Wrong injection pump timing 2 Air in fuel lines 3 Clogged or dirty filters 4 Restriction in a
101. t dic tates the air cleaner service periods In extremely dusty operations this may be once or twice daily In dust protected areas the air cleaner should be serviced when changing oil One basic type ofair cleaner is normally used the dry replaceable element type DRY TYPE REPLACEABLE AIR FILTER Dry type air filters are standard equipment on many engines and it is most important that the dirt buildup in the cartridge does not reduce the air flow sufficient to cause a noticeable loss in power They should normally be serviced every 50 hours in the following steps Extreme conditions will require daily cleaning Remove cover and cartridge after removing wing bolt do not allow dirt to fall into the exposed carburetor Clean cartridge by gently tapping flat on a smooth horizontal surface to loosen and remove the heavier dirt deposits CAUTION Do notdamage the gasket sealing surface or bend the outer screen portion of the cartridge while cleaning Replace the cartridge if in doubt The cartridge can also be cleaned with com pressed air but it is important to use the following guidelines e ALWAYS keep air pressure adjusted to less than 30 psi 2 Bar A WARNING Wear protective glasses or a face protect r wh n ever air hoses are used Never use air pressur that is more than 2 Bar 30 pounds per square inch and make sure the air line is equipped with a water filt r to prevent damage to parts Read and obse
102. t end play The maximum indicator reading must not exceed 0 20mm 008 Checking flywheel Housing Face 57 Re locate the indicator to contact the housing bore and check this in the same manner The same runout limits prevail installing Pistons MR ON Once more we call attention to care demanded CODE e NR to prevent connecting rods damaging the cylinder Checking Housing Bore bore finish and at the same time as they are assembled over the crank pin locate them carefully in order to protect the bearing surfaces REASSEMBLING ENGINE Always lubricate the bearings with clean engine oil when assembling and tighten them to In the foregoing we have outlined procedures the torque specified for checking repairing or replacing the many wearing parts in the engine INSTALLING HEAD In most cases the instructions have covered 1 Make sure that gasket contact surfaces on the reassembly of parts or subassemblies made the head and block are clean smooth and flat up of several parts Check flatness with straight edge and feeler gauge in three positions lengthwise and five When reassembling pistons and connecting crosswise The maximum permissible is 0 10mm rods use a good ring compressor and oil the DO4 low in the center lengthwise gradually bores thoroughly A hammer handle may be used decreasing towards the ends or 0 076mm 003 to bump the pistons out of the ring compressor in crosswise or in locali
103. t the outside of the vent screws and surrounding area is thoroughly clean to prevent dirt and foreign matter entering the system CAV DPA Fuel System Schematic Note Electrical equipment such as starters should be shielded during bleeding to prevent fuel entry 1 Turn the ignition switch to the on position 2 Loosen the filter outlet A or the fuel injection pump inlet connection B whichever is the higher and allow fuel to flow until free of air Tighten connections 22 Injection Pump Vents CAV DPA Note Filters ofthe four boss type must also be vented at the plugged boss this must be done irrespective of the height of the filter in the system 3 Loosen the vent valve fitted on one of the two hydraulic head locking screws C and the vent screw D on the governor housing When fuel free from air flows from the vents tighten the housing vent screw and then the governor vent screw 4 Loosen any two injector high pressure pipe nuts at the injector end Set the accelerator to the fully open position and ensure that the stop control is in the run position Crank engine until fuel free from air flows Tighten nuts 5 Energize the glow plugs Refer to page 8 6 Start the engine Stanadyne Fuel System 1 Turn the ignition switch to the on position 2 Loosen the filter outlet connection A or the fuel injection pump inlet connection B which ever is the higher and allow fuel to flow u
104. take valve seals 1 Operating with low coolant temperature 2 Wrong fuel 3 Loss of power 4 Incorrect injection pump tim ing 5 Nozzles faulty 6 Incorrect tappet clearance CORRECTION 1 Add oil to dipstick level 2 Inspect lines and check with Master Gauge 3 Change oil and follow recom mended lubrication 4 Clean or replace spring 5 Remove screen and clean in Solvent 6 Replace 7 Remove repair or replace pump 8 Replace 1 Locate and repair 2 Maintain oil level between high and low marks on dip stick 3 Use recommended type and SAE number of lubricating oil 4 Clean thoroughly 5 Clean and free up valve check spring tension 6 Break in all new and rebuilt engines as recommended 7 Re ring with recommended ser vice rings 8 If necessary rebore amp replace pistons 9 Replace 10 Replace 1 Maintain 79 4 C 85 C 175 F 185 F for maximum economy and performance 2 Use Diesel fuel that meets specifications 3 Follow D recommendations 4 Follow recommended timing procedure 5 Cut out faulty injector clean and test for pressure leakage and spray pattern 6 Adjust tappets 46 018 exh and 36 014 int Reference page 60 65 COMPLAINTS PROBABLE CAUSE K sudden Stopping L Engine Knocks and Noises 66 1 No fuel
105. that dirt will enter the exposed connec tions and the possibility of mishandling the equip ment through lack of knowledge of its design and construction Various components are made with the utmost precision and may be easily damaged when removed CAUTION There should be no tampering with the injec tion pump assembly or removalof it for inspection unless engine operation is seriously impaired and the cause of the difficulty is directly traceable to the pump unit It should be borne in mind that minor troubles such as suction leaks at joints in the supply line can cause erratic engine behavior It is unlikely that the injection pump itself would require overhaul before it has several thousand hours of operation All injection pumps should be calibrated and repaired at authorized service stations unless fac tory trained personnel are available with the proper tools and test equipment ELECTRIC FUEL TRANSFER PUMP Many Continental TMD Industrial engines use AN WARNING Smoking or open flame should be avoided any time the fuel system is being repaired or ser viced The area should be properly ventilated Improper handling of fuel couid result in an explosion or fire causing bodily injury to yourself or others Read and observe safety warnings on pages 1 and 2 electric fuel pumps to transfer fuel from the fuel tank to the fuel injection pump These electric pumps are usually mounted to the crankcase fuel pump pad cove
106. the final torque specification on the third round 7 Install the injectors and glow plugs at this point Having the injectors and glow plugs in now eliminates the risk of dirt and foreign objects fall ing into the cylinder Installing Glow Plugs Injector Nozzle Side NOTE Always use new steel heat shield washers when in WI RSLS stalling injectors in SS cylinder head Side View Installing Heat Shield and Injector 59 INSTALLING OIL PAN NOTES 1 Parts must be assembled within 20 minutes after applying gasket material Before assembling the oil pan make sure the 2 Caution must be used in handling the gasket contact surfaces are flat and clean of any gasket materials Read Labels material or oil When engine is completely assembled and filled A form in place gasket material is used for with proper oil see lubrication section set tappets sealing the engine oil pan to the crankcase The according to the following chart form in place gasket should be applied to the oil pan and filler blocks as shown here MODEL INTAKE EXHAUST Tighten the screws in accordance with limits 0 46mm prescribed in the torque chart to avoid looseness 018 or overstressing See page 54 4See Notes 1 and 2 Form in Piace 2 0mm 080 dia bead of Form in Place Gasket gasket material applied to oll pan and filler block aa shown important After assembly of the bearing cap to the crankcase fil
107. the corrosion inhibitor has lost its ef fectiveness and should be cleaned before adding fresh coolant Dependable cleaning compounds should be used Follow the procedure recommended by the supplier This is of prime importance because differ entcleaners vary in concentration and chemical com positions After cleaning and flushing the system should be filled with an approved anti freeze com pound containing a rust and corrosion inhibitor REVERSE FLOW FLUSHING Whenever a cooling system is badly rustclogg ed as indicated by overflow loss or abnormally high operating temperatures corrective cleaning by reverse flow flushing will most effectively remove the heavy deposits of sludge rust and scale The reverse flow flushing should be per formed immediately after draining the cleaning solution It is advisable to flush the radiator first allowing the engine to cool as much as possible R v rse flush the radiator as follows 1 Disconnent the hoses at the engine 2 Put radiator cap on tight 3 Clamp the flushing gun in the lower hose with a hose clamp 4 Turn on the water and let it fill the radiator CAP CLOSED FLUSHING GUN WATER AIR WE IR CLAMP Reverse Flushing Radiator 5 Apply air pressure gradually to avoid radiator damage 6 Shut off the air again fill the radiator with water and apply air pressure repeat until the flushing stream runs out clear 7 Clean and inspect radiator cap To Rever
108. the engine IMMEDIATELY and find the cause of the trouble Refer to trouble shooting section for this information A full flow oil filter is provided to remove dirt and foreign elements from the oil The removal of grit sludge and foreign particles causes filter elements to clog and become ineffective unless they are normally replaced every 100 hours or more often if conditions require m ROCKER BEARINGS eE Bo TAPPET olL GALLERY CAM a BEARINGS O Y PR RELIEF VALVE RODRA ET DUMP CRANK amp ROD BEARINGS DIL SUMP Full Flow Filter System Oil Pump Pick up Typical OIL CHANGE FREQUENCY Engine oil does not wear out However the lubricating oil in internal combustion engines becomes contaminated from the by products of combustion dirt water unburned fuel entering the crankcase and the detergents holding the car bon particles in suspension in the crankcase Note On engines equipped with remote oil filters always fill the oil filter element with motor oil prior to installation Failure to do so may result in engine damage due to momentary oil starvation at start up NES Oil Filter The schedule for changing oil is directly depen dent upon the operational environment an ex tremely clean operation could go 100 hours while a dirty operation foundry or cement factory could be 50 hours or less See suggested oil and filter change intervals on page 14
109. thout the pump mounting bolts securely torqued Injection pumps must be installed on the engine in accurate alignment and timed to correct relation with the crankshaft for proper engine operation with maximum power and economy and to prevent com plaints of hard starting overheating uneven running and excessive smoking Installation procedures and timing methods will vary depending on the make and model of the Fuel Injection Pump in use The TMD engine is equipped with either a CAV LUCAS injection pump or a STANADYNE injection pump Be sure of the kind of pump involved before attempting the installation and timing procedures that follow Look for nameplates or raised letters on the body of the pump for identifica tion purposes If identification of the pump is difficult call your local distributor for assistance Be sure to have the engine model number specification number and serial number available when you call The installation and timing procedure for the fuel injection pump willbe separated into a Short Method and a Long Method The Long Method mustbe used any time a new mounting plate to the engine or reconditioned injection pump is involved or any 8 Torque the long M10 mounting bolts to 25 30 time a new or other than original adaptor mounting FT LBS 34 40 Nm plate is used Also any time an injection pump is 9 Check that the scribe mark on the injection transferred from one engine to another pump flange is matched
110. to solder any lead to a rectifi r lead use a pair of pliers as a heat dam between the solder joint and the rectifier 5 The alternator must not be operated on open circuit with the rotor winding energized 6 Do n t attempt to polariz the alternator No polarization is required Any attempt to do so may result in damage to the alternator regulator or circuits 7 Grounding of the alternator output terminal may damage the alternator and or circuit and components 8 Reversed battery connections may damage the rectifiers wiring or other components of the charging system Battery polarity should be checked with a voltmeter before connecting the battery 9 If a booster battery or fast charger is used its polarity must be connected correctly to pre vent damage to the electrical system com ponents positive to positive negative to negative IV Regulator Most regulators are fully transistorized and completely sealed These cannot be adjusted or repaired and it can be assumed that this type regulator will outlive the other components in the charging system Other regulators are adjusted and repaired in accordance with the manufacturer s instruc tions Installation of Regulator for Alternator To insure proper operation and to protect the alternator and regulator the following steps should be observed during installation 1 Make sure regulator is of the same voltage and polarity as the alternator and battery
111. ts care while it is being operated This is a very important responsibility since the care and attention given the engine goes a long way in determining how long a period it will operate satisfactorily before having to be shut down for repairs The operating and preventive maintenance in structions for the Diesel Engines are simple and should be followed without deviation The entire aim in setting forth these instructions is to give you a benefit of the knowledge and expe rience gained over a long period of collaboration between Engineering Research and Field Service PREPARATION OF A NEW ENGINE FOR OPERATION Before placing anew engine in operation it must be thoroughly inspected for external damage and particular attention paid to the following items 1 Close water drain cock on the side of the block In some cases this may be a pipe plug LEN n Water Drain Cock Fill radiator and water jacket with coolant See Cooling System Section 4 Radiator Coolant Inlet 2 Fill Crankcase with oil Use the oil recom mended for the ambient temperature see chart on page 14 3 Fill Fuel Tank See fuel recommendations on page 29 A WARNING Stop engine before checking battery terminals or electrical connections Sparks or flames near a battery could cause an explosion or fire Battery acid cancause corrosive burns Always wear eye protection Use of jumper cables or battery charging should be done onl
112. ust belt tension to have 13mm 1 2 deflection on long side Pull out the alternator by hand as bearing damage will result with a pry bar 6 Refill cooling system Please reference SPB 88 374 Clark Water Pump Kits Section 5 Fuel System The basic purpose of the fuel system is to store convey and inject the fuel into the engine The fuel transfer pump draws the fuel from the supply tank forces it through the filters and delivers it to the injection pump The fuel injection pump places it under the high pressure required for me chanical atomization meters it with great accuracy distributes it in the proper sequence to the various cylinders commences the individual injections with fine precision in timing and produces uniformly through the nozzles the correct pattern of spray for the combustion chamber The injection system of a diesel engine in cludes an injection pump assembly complete with governor fuel supply pump fuel filters high pressure steel lines connecting the pump discharge outlets to the nozzles and nozzle holders and nozzle assemblies one for each cylinder Not the least of these are the filtration elements as fine particles of dirt in the fuel are extremely destructive to high pressure pumps of any description Careless or too frequent removal of elements of the fuel injection system for inspection or cleaning is generally far more harmful than beneficial due to the danger
113. variably batteries run down and the engine is blamed for hard Start ing Putting your engine in proper condition and keeping it that way pays big dividends by reduc ing costly down time 10 Use the checklist which follows to get your engine ready for winter Then use the winter maintenance schedule to keep it in peak operating condition during the winter months CHECKLIST WARNING Stop engine before checking battery terminals or elec trical connections Sparks or flames near a battery could cause an expiosion or fire Battery acid can cause corrosive burns Always wear eye protection Use of jumper cables or battery charging should be done only as directed by manufacturers safety instructions Read and observe safety warnings On pages 1 and 2 1 ELECTRICAL SYSTEM A Battery replenish water and test for condition and state of charge Replace if required B Wiring check battery cables connections and other wiring Be sure connections are clean and tight and that cables and wiring insulation are in good condition C Alternator and regulator run the engine and check the ammeter to be sure the alternator is charging and the regulator is functioning pro perly Check and adjust alternator belt tension 2 COOLING SYSTEM A WARNING If the coolant is hot or if the engine has been running loosen the pressure cap to the first stop and let the pressure out of the cooling system before removing the radiat
114. with brushes coming into contact with the various segments of the rotating armature on the generator With this construction the higher current values involved in the armature or stator may be conducted to the external circuit through fixed leads and connections rather than through the rotating commutator and brushes as in D C generator The comparative ly small values of current supplied to the field may be conducted without difficulty through small brushes and rotating slip rings The alternator is somewhat lighter and more compact in design than the conventional D C generator of comparable electrical size and is equally as simple to service and test Each bearing is prelubricated which eliminates the need for periodic lubrication Precautions to be observed when testing or ser vicing the alternator system 1 Disconnect the battery before connecting or disconnecting test instruments except voltmeter or before removing or replacing any unit or wiring Accidental grounding or short ing at the regulator alternator ammeter or ac cessories will cause severe damage to the units and or wiring To avoid damage to the regulator do not at any time connect battery to the regulator field terminal Th field circuit must never be grounded on this system between the alternator and the regulator Grounding of the field terminal either at the alternator or regulator will damage the regulator if itis necessary
115. y as directed by manufacturers safety instructions Read and observe safety warnings on pages 1 and 2 4 Electrical Connections Check storage bat tery terminals and all electrical connections STARTING THE ENGINE A WARNING Bodily injury or death may result to individuals during operation of an engine within any enclo sure not adequately or properly ventilated En gine operation in any enclosure requires ad equate and proper ventilation to avoid asphyxia tion or other interruption of normal breathing To supply sufficient air to cool the engine provide air to mix with fuel and to carry away heated air from the building Read and observe safety warnings on pages 1 and 2 If the engine is new or rebuilt or if fuel filters have been serviced or any low pressure lines discon nected fuel system must be bled to remove any air that may have become trapped in the system Bleed the entire fuel system Detailed instruc tions for bleeding the injection systems are given in section 5 STARTING PROCEDURE A WARNING Starting fluids or aids such as ether or gasoline must not be used in a diesel engine air intake system The use of these fluids will cause severe internal engine damage and or bodily injury Read and observe safety warnings on pages 1 and 2 1 Disengage Power Take Off if equipped Starting engine under load throws overload on starter and battery CLUTCH LEVER RELEASE A Powe
116. zed low spots If these limits to the cylinder bore are exceeded replace the cylinder head NOTE The pistons have offset piston pins Be sure to install pistons with notch or arrow in top toward the front of the engine Checking Cylinder Head Flatness Crosswise 58 2 Install precombustion chamber inserts mak ing sure they are fully seated Insert projection in reference with cylinder head surface is flush to 0 076mm 003 projection Please see A Procedure SPB 87 371 Precombustion Insert Projection 3 Use new cylinder head gasket which is precoated thus no cement is required 4 Using a chain hoist lower the cylinder head assembly evenly over the locator stud Replace the locator stud with the proper cylinder head capscrew 5 Before installing any head cap screws in the block be sure the threads in the block and on the cap screws have been properly cleaned Should these tapped holes need cleaning or recondition ing care should be taken to use the proper tap Tap M10x 1 5 CLASS 6G M12 x 1 75 CLASS 6G 6 The cylinder head capscrews require no sealant but should be installed with a very light coating of engine oil or lubriplate to reduce friction and insure proper clamp load and head Torquing Cylinder Head Capscrews capscrew torque Tighten with torque wrench in recommended sequence to the correct torque shown in torque chart on page 68 by going over them two times before pulling them down to

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