Isuzu Engine
Isuzu Engine
Engine Summary
SH200
Engine Summary
Main Data Table (changes from model 3)
CX210B (Tier 3)
(Exhaustgas third regulation)
CX210 (Tier 2)
(Exhaust gas second regulation)
Isuzu 4HK1
CASE 6TAA-5904
Model
Dry weight
lb (kg)
1, 58 lb (480)
Displacement
in (cc)
317 (5193)
360 (5900)
in (mm)
Compression ratio
17.5
18.0
Rated output
Maximum torque
Nm / rpm
rpm
1800
1950
rpm
1000
900
g / kWhr
229.3 max
max
Fuel unit
CDC
Control device
CDC
Cooling fan
Yes
Yes
Fan belt
Alternator
Starter
Turbo
Preheat unit
QOS-II
Manifold grid
Inter cooler
Yes
Yes
Fuel cooler
Yes
No
Electromagnetic pump
Yes
Yes
Fuel filter
Fuel pre-filter
Oil filter
Remote type
With engine
13.0 to 20.5
Yes
No
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Engine Summary
Overall Appearance Diagram
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EGR cooler
Air breather
Alternator
Starter motor
Turbo
EGR valve
10
Common rail
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Engine Summary
Sensor and Auxiliary Equipment Layout (left)
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EGR valve
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Starter motor
Engine Summary
Sensor and Auxiliary Equipment Layout (rear)
In
Air cleaner
Turbine side
13
Fuel cooler
Engine
14
Inter cooler
Injector
15
Fuel tank
Radiator
10
Common rail
16
Fuel prefilter
Turbo
11
Supply pump
17
Electromagnetic pump
Compressor side
12
EGR cooler
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Muffler
Engine Summary
Fuel System Diagram
ECM
Sensors
Engine coolant, atmospheric pressure, others
Electromagnetic pump
Flow damper
11
CMP sensor
Fuel prefilter
12
CKP sensor
Supply pump
13
Injector
Common rail
Fuel cooler
Pressure limiter
10
Fuel tank
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Engine Summary
Detailed Parts Diagrams
1. ECM (engine control module)
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Engine Summary
2. Supply Pump / SCV (suction control valve)
Feed pump
Supply pump
The supply pump uses the force of the engine rotation to raise the fuel pressure and send it to the
common rail.The SCV, fuel temperature sensor, and feed pump are installed on the supply pump.
SCV (suction control valve)
The SCV is installed on the supply pump and controls the sending of fuel to the common rail under
pressure (discharge amount). The ECM controls the time during which power is on to the SCV and
controls the fuel discharge amount.
Flow damper
Common rail
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Engine Summary
4. Common Rail Pressure Sensor / Pressure Limiter
Pressure limiter
5. Injector
The injectors are installed on the cylinder head sections. They are controlled from the ECM and
inject fuel. The injector drive voltage is boosted (to 118 V) inside the ECM and applied to the injectors. By controlling the time this power to the injectors is on, the ECM controls the fuel injection,
injection timing, etc.
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Engine Summary
6. Engine Coolant Temperature Sensor
The engine coolant temperature sensor is installed on the engine block. The resistance of its thermistor varies with the temperature.
The resistance is low when the engine coolant temperature is high and high when the coolant temperature is low. From the ECM voltage variation, the ECM calculates the engine coolant temperature
and uses this for fuel injection control etc.
The engine oil pressure sensor is installed near the cylinder block starter motor. It detects the
engine oil pressure, converts this pressure into an electrical signal, and sends that signal to the
ECM.
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Engine Summary
8. Cam Position Sensor (CMP sensor)
This sensor sends a signal to the ECM when the engine camshaft cam section passes this sensor.
The ECM identifies the cylinders through this sensor input, determines the crank angle, and uses
this information to control the fuel injection and to calculate the engine speed.
The CMP sensor also provides a back-up function in case of trouble in the CKP sensor. However, if
there is trouble in the CMP sensor system, there is no change in the behavior while the engine runs,
but after it stops, the engine cannot start.
RST-05-01-001bs
This sensor sends a signal to the ECM when the projection section of the engine flywheel passes
this sensor.
The ECM identifies the cylinders through this sensor input, determines the crank angle, and uses
this information to control the fuel injection and to calculate the engine speed.
In case of trouble in the CKP sensor, the CMP sensor provides a back-up function.
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Engine Summary
10.Atmospheric Pressure Sensor
The atmospheric pressure sensor is installed in the cab. The ECM converts the atmospheric pressure into an electric signal and calculates the atmospheric pressure from this voltage signal and corrects the fuel injection quantity according to the atmospheric pressure.
The suction air temperature sensor is installed midway through the suction air duct. It detects the
suction air temperature in order to optimize the fuel injection quantity.
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Engine Summary
12.Boost Pressure Sensor
The boost pressure sensor uses a pressure hose between the boost pressure sensor and intake
pipe to detect the boost (suction air pressure), converts this pressure into an electrical signal, and
sends that signal to the ECM.
The boost temperature sensor is installed on the upstream side of the EGR valve of the intake manifold.
This sensor is the thermistor type. The internal resistance of the sensor changes with the temperature.
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Engine Summary
14.Electromagnetic Pump
Converting the fuel filter and pre-filter to remote operation increased the distance from the fuel tank
to the feed pump.
Therefore, this new pump was added to assist in drawing the fuel from the tank and to make it easy
to bleed out air during maintenance.
This pump always operates when the key switch is ON.
15.EGR Cooler
Coolant inlet
Coolant path
(outside of exhaust gas path)
The cooled EGR (cooling unit installed in the path) uses the engine coolant to cool exhaust gas at
high temperature (about 700 C) down to (about 200 C), to drop the combustion temperature, and
to reduce NOx.
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Engine Summary
16.Reed Valve (check valve)
The reed valve is installed between the EGR valve outlet and the inlet manifold. It suppresses EGR gas back
flow and allows the EGR gas to only flow in one direction.
17.EGR Valve
The operation of the EGR valve (lift amount) is controlled by signals from the ECM.
Page 14 of 53
Engine Summary
Engine Control Summary
Electronic control fuel injection system (common rail type)
This is a system in which the engine speed, engine load, and other information (signals from many sensors) is
acquired by the engine control module (ECM). Based on this information, the ECM sends electrical signals to
the supply pump, injectors and fuel control vales to appropriately control the fuel injection quantity and timing
for each cylinder.
Injection quantity control
To provide the optimum injection quantity, the ECM controls the injectors based on the engine speed and the
instructed information from computer A and controls the fuel injection quantity.
Injection pressure control
The injection pressure is controlled by controlling the fuel pressure in the common rail. The appropriate pressure
in the common rail is calculated from the engine speed and fuel injection quantity. By controlling the supply
pump, the pressure in the common rail is controlled by the amount of fuel sent to the common rail.
Injection timing control
To provide the optimum injection quantity, the ECM controls the timeing of the fuel injection pulses based
mainly on the engine speed and the instructed speed from the excavator controller.
Injection rate control
In order to improve the combustion in the cylinder, at first only a small amount of fuel is injected (pre-injection),
the fuel is ignited, then once the fuel has ignited, a second injection (main injection) is carried out.This injection
timing and quantity control is possible because of the proportional solenoid valve in the injectors.
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Function
Common rail
Receives the high-pressure fuel sent under pressure from the supply pump,
holds the fuel pressure, and distributes the fuel to each injector.
Pressure limiter
(common rail component part)
Operates to allow pressure within the common rail to escape if the pressure in
the common rail becomes abnormally high.
Flow damper
(common rail component part)
Installed on the discharge port of each injector. Suppress pressure pulses in the
common rail and prevent fuel supply to the injectors when there is pipe damage.
Detects the pressure inside the common rail, converts it to a voltage, and sends
that voltage to the ECM.
Injector
Supply pump
Raise the fuel pressure and send it under pressure to the common rail by using
the force of the engine rotation.
Controls the fuel pressure (discharge quantity) sent to the common rail.
The ECM controls the time during which power is on to the SCV to increase
or decrease the amount of fuel discharged.
EGR
(Exhaust Gas Recirculation)
Recirculates part of the exhaust gas in the intake manifold and mixes the EGR
gas with the suction air to reduce the combustion temperature and reduce
NOx.
10 EGR valve
(EGR position sensor)
The EGR valve operation (open and close) timing and the lift amount are controlled by signals from the ECM. (The valve lift amount is detected by the
EGR position sensor)
11 EGR cooler
12 Reed valve
Increases the amount of EGR by suppressing back flow of the EGR gas and
letting it flow only in one direction.
13 ECM
(engine control module)
Constantly monitors the information from each sensor and controls the engine
system.
14 QOS
(quick on start system)
Determines the glow time according to the engine coolant temperature, operates the glow relay, and makes starting at low temperatures easy and also
reduces white smoke and noise immediately after the engine starts.
15 CKP sensor
(crank position sensor)
Sends a signal to the ECM when the projection section of the engine flywheel
passes this sensor.
The ECM identifies the cylinders through this sensor input, determines the
crank angle, and uses this information to control the fuel injection and to calculate the engine speed.
In case of trouble in the CKP sensor, the CMP sensor provides a back-up function.
Page 16 of 53
Function
18 CMP sensor
(cam position sensor)
Sends a signal to the ECM when the engine camshaft cam section
passes this sensor.
The ECM identifies the cylinders through this sensor input, determines
the crank angle, and uses this information to control the fuel injection
and to calculate the engine speed.
Also provides a back-up function in case of trouble in the CKP sensor.
However, if there is trouble in the CMP sensor system, there is no
change in the behavior while the engine turns, but after it stops, restarting is difficult.
Detects the atmospheric pressure and sends it to the ECM. The injection quantity is corrected according to the atmospheric pressure.
Detects the suction air temperature and sends it to the ECM. Optimizes
the fuel injection quantity.
Detects the boost (suction air pressure) inside the intake pipe and
sends it to the ECM. Used to control fuel injection with the boost pressure.
Detects the boost temperature and sends it to the ECM. Used for fuel
injection control etc.
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SH200
ECM
Open / close
signal
These are
detected
by sensors.
Page 18 of 53
Engine speed
Engine load ratio
Boost pressure
Common rail pressure
Atmospheric pressure
Coolant temperature
18
Supply pump
Common rail
Injector
Fuel tank
RST-06-03-001
1
With conventional models, there is the no-injection state, but with common rail models, pre-injection
is started and ignition starts.
Common rail models
(main injection start)
Conventional models start injection at this point in time, but common rail models have already
ignited with pre-injection and now start the second injection (main injection).
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19
2
Common rail models divide the high-pressure fuel injection over many times to make it possible to
create a uniform, complete combustion state in the combustion chamber and also to reduce the
engine noise and vibration.
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20
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3
Outside air
Suction air
Exhaust gas
Turbo charger
By cooling intake air that had reached high temperature due to turbo-charging, the air density rises
and the charging efficiency rises.
This raises the engine fuel efficiency and improves fuel efficiency (CO / CO2 reduction) and also
has the effect of lowering the combustion temperature that reduces NOX.
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Inter cooler
Radiator
Engine
Exhaust gas
ECM
Suction air
EGR cooler
Reed valve
EGR valve
Engine speed
10
Engine load
Page 22 of 53
The ECM operates the motor according to such engine states as the speed and load and controls
the EGR valve lift amount.
The valve lift amount is detected by the EGR position sensor. The sections shown in darker color in
the diagram have larger valve lift amount. The darkest color indicates a lift amount near 100%.
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SH200
2 valves OHV
6BG1
1
6B engine
4HK1
6
High-rigidity cylinder
Roller rocker
(increases ability of lubricant to withstand wear)
4 valves
(combustion improvement, high output, high rigidity)
10
4H engine
With the ladder frame structure, the crank shaft bearing is supported as one piece by the frame.
(increased engine rigidity and reduced noise)
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Fuel injection
rate control
Timing flexibility
Injection pressure
Conventional
pump
Pump speed
Crank angle
Conventional
pump
Pump speed
Start of injection
Split injection
Injection pressure
Injection pressure
NOx
Particulate matter
Pilot injection
Injection peak
Image diagram
Conventional model
Common rail
The common rail system pressurizes the fuel to high pressure and injects the fuel mist widely into
the cylinder to increase the surface of contact with the air and improve the combustion state.
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Actuator
Throttle signal
Engine speed
Cylinder identification
signal
E
C
M
Correction signal
Injection pressure control
Injector
Common rail pressure sensor
Supply pump
Other sensors
EGR valve
Pump (governor)
ECM, injector
Injection timing
adjustment
Pump (timer)
ECM, injector
Pressure boost
Pump
Supply pump
Distribution
method
Pump
Common rail
Page 26 of 53
Pipe
Nozzle
Timer
Common rail
Supply pump
Injector
Governor
RST-06-04-001
Return
Common rail
1
Outer valve
Orifice 1
Orifice 2
Hydraulic piston
Spring A
Inner valve
Control chamber
Spring B
Nozzle
Return
Common rail
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Outer valve
Orifice 1
Orifice 2
Hydraulic piston
Solenoid
Spring A
Inner valve
Control chamber
Nozzle
10
Valve open
Return
Common rail
Pressure difference
generated
Outer valve
Orifice 1
Orifice 2
Hydraulic piston
Inner valve
Control chamber
Spring B
Nozzle
Return
Common rail
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Outer valve
Orifice 1
Orifice 2
Hydraulic piston
Solenoid
Spring A
Inner valve
Valve close
Nozzle
Return
Common rail
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Outer valve
Orifice 1
Orifice 2
Hydraulic piston
Inner valve
Control chamber
Spring B
Nozzle
Fuel tank
Return spring
15
Fuel filter
Plunger
16
Drive shaft
Suction
10
Suction valve
17
Suction pressure
Fuel inlet
11
Delivery valve
18
Feed pressure
Feed pump
12
Over flow
19
High pressure
Adjusting valve
13
Return
20
Return pressure
14
Common rail
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Injector
Suction valve
Plunger
Feed pump
Cam ring
Delivery valve
2 valves OHV
6BG1
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4HK1
Delivery valve
Plunger
Adjusting valve
Feed pump
Cam ring
Eccentric cam
Pump housing
10
Camshaft
RST-06-04-001
Injector side
Piston
Ball
Spring
Injector side
Piston
Ball
Spring
When the engine is stopped, the ball and piston are pressed to the common rail side by the
tension of the spring.
[2] When engine starts (damping)
Common rail side
Injector side
Piston
Ball
Spring
When the engine starts, the fuel pressure from the common rail side is applied and the piston
and ball move to the injector side.
The fuel pulses (damping) are absorbed by the spring.
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Injector side
Piston
Ball
Spring
When there is faulty fuel outflow from the injection pipe etc. on the injector side, the injector
side pressure drops drastically, so the piston and ball are pushed out by the pressure difference with the common rail side to seal the flow damper with the ball and prevent fuel outflow
from the common rail side.
7. Pressure Limiter
200 MPa
Valve open
Valve close
30 MPa
Abnormally
high pressure
When the pressure within the common rail reaches 200 MPa, for the sake of safety, the pressure
limiter opens and returns fuel to the tank.
When the pressure drops to 30 MPa, the valve closes to return operation to normal.
Page 33 of 53
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Injector pipes
The SCV pump alone cannot be replaced because the fuel temperature sensor is installed on the
pump main unit. Always replace the supply pump assembly.
Page 35 of 53
Flow damper
Pressure limiter
RST-06-04-001
(4)Be careful. High voltage of 118 V or higher is applied to the injectors.Disconnect the battery cable
ground before replacing injectors.
Page 36 of 53
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Injector
Injector harness
Injector nut
2. Starting Q Correction
The engine starting Q correction is terminated at the idling speed + min-1(+ depends on the
coolant temperature.).
Also, below the system recognition engine speed (30 min-1), the ECM cannot recognize engine rotation, so starting Q correction and engine starting become impossible.
* Minimum engine starting speed 60 min-1
800
SH240-5
Torque (N m)
750
700
650
600
SH210-5
550
500
450
400
0
500
1000
1500
2000
2500
3000
Altitude (m)
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3500
4000
Judgment time
Engine control
100
105
8th on coolant
tempereture
gradation
110
5 seconds
120
5 seconds
Recovery condition
-
* The protection function does not work if any of the error codes below occurs.
0117 (Coolant temperature sensor abnormally low voltage)
0118 (Coolant temperature sensor abnormally high voltage)
2104 (Faulty CAN bus)
2106 (Faulty CAN time-out)
0090 (CAN communication error)
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Judgment time
Engine control
80
5 seconds
ECM: Normal
Computer A: Idling control
90
5 seconds
ECM: Normal
Computer A: Engine stop control
Recovery condition
State of 70 or less
continues for 30 seconds
Key switched ON after engine
stopped
* The protection function does not work if any of the error codes below occurs.
1112 (Boost temperature sensor abnormally low voltage)
1113 (Boost temperature sensor abnormally high voltage)
2104 (Faulty CAN bus)
2106 (Faulty CAN time-out)
0090 (CAN communication error)
Judgment time
40 kPa
5 seconds
Engine control
ECM: Normal
Computer A: Engine stop control
Recovery condition
Key switched ON after engine
stopped
* The protection function does not work if any of the error codes below occurs.
0522 (Oil pressure sensor abnormally low voltage)
0523 (Oil pressure sensor abnormally high voltage)
2104 (Faulty CAN bus)
2106 (Faulty CAN time-out)
0090 (CAN communication error)
1633 (Faulty 5 V power supply 3 voltage / sensor power supply)
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START
ON
1 second
OFF
Idling cranking
Engine speed
0
Starting Q
UP-Q
ST-Q
NL-Q
0
ST-Q:
Standard starting Q
Correction factor
1.0
1.33
2.0
1.0
1.0
Caution:
No control if there is trouble in injectors for 3 or more cylinders.
No control if an injector has a mechanical trouble.
Page 40 of 53
RST-06-04-001
-
Start
Stop
200 min-1
500 min-1
Configuration
diagram
ECM
CKP sensor signal
Engine speed
CMP sensor signal
Page 41 of 53
RST-06-04-001
computer A
4. Screen
The engine information held in Computer A can be checked as follows.
The information inside the ECM is checked by changing the display mode with the method shown in "Replacing computer A at the Same Time".
[1] Pages 1 to 6: Injector cylinder 1 to 6 QR code (Pages 5 and 6 are used for a 6 cylinder engine and cannot be input with a 4 cylinder engine.)
Page
QR code 24 digits
Page 42 of 53
RST-06-06-001
Page
/
2. Edit Mode
* Can only be shifted to during QR code display.
Exit edit mode (return to view mode)
Value increased
Cursor movement
Value decreased
Hold down for three seconds
to start the QR code writing
(for details, see "Rewriting Injector QR Codes".)
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During copying, the display is as below.During writing, the error code FF is displayed.
Wait about 20 seconds.
When the copy ends normally, the buzzer buzzes once and the error code 00 is displayed.
When the copy ends abnormally, the buzzer buzzes twice and error code 01 to 04 is displayed.
Example: Starting copying from the Q resistance screen
Error code
Normal
Message interruption
Message internal trouble
Outside instruction
value constant
Engine running
Writing
During rewriting, the mode display section is "0".
[4] When the copy ends normally, check that the information has been rewritten by switching the key
switch OFF ON once.
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QR code
Injector ASM
Input section
24 digits
Engine front
Engine rear
Injector No.
[2] Check that there is no faulty ECM EEPROM, ECM time-out, or CAN communications trouble
diagnostic trouble code.
[3] Hold down
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RST-06-06-001
Cursor displayed
Cursor movement
Error code
Normal
Message interruption
Message internal trouble
Outside instruction value constant
Engine running
Writing
.)
[7] Switch OFF the key switch, then ON again and check the QR codes have been written.
Page 46 of 53
RST-06-06-001
Trouble Display
If the engine information cannot be displayed correctly due to an ECM time-out, CAN communications trouble,
or faulty EEPROM, the display is all Fs.
[1] Display for faulty computer A EEPROM, CAN communications trouble, or ECM time-out
[2] Display for faulty ECM EEPROM, CAN communications trouble, or ECM time-out
Page 47 of 53
SH200
4J
4H
6H
6U
6W
Supply pump
897381-5551
897306-0448
115603-5081
898013-9100
897603-4140
Common rail
898011-8880
897306-0632
897323-0190
Injector
898011-6040
Starter
898045-0270
898001-9150
Alternator
898018-2040
897375-0171
EGR valve
897381-5602
898001-1910
116110-0173
Crank sensor
897312-1081
897306-1131
897306-1131
897312-1081
898014-8310
Coolant
sensor
897363-9360
897170-3270
897363-9360
temperature
181100-3413
181200-5304
897224-9930
812146-8300
809373-2691
180220-0140
Common rail accessory part
897600-4340
Atmospheric
sensor
897217-7780
Glow plug
181100-4322
181200-6032
115300-4360
812146-8300
181100-4142
897603-4152
tempera-
897329-7032
897603-1211
894390-7775
182513-0443
Caution
[1] For 4J, the crank sensor and the cam angle sensor have the same part number.
[2] The 6U / 6W cam angle sensor is a supply pump accessory part.
[3] The coolant temperature sensor part number is different for the 4H / 6H and the 4J / 6U / 6W.
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SH200
CO (carbon monoxide)
I am generated when combustion
occurs with inadequate oxygen.
I am the material that can cause
poisoning symptoms. Diesel engines
emit less than gasoline engines.
HC (hydrocarbons)
I am a cause of photochemical smog and am
reported to affect the
respiratory system.
Second regulations
75 130 kW(2003)
PM (g/kwhr)
0.3
0.2
High-pressure injection
(1400-1600 air pressure: common rail)
Exhaust gas recombustion (EGR)
Fully electronic control
Inter cooler
Fuel cooler
0.1
2.0
4.0
NOx + HC (g/kwhr)
Page 49 of 53
6.0
NOx + HC : 40 % reduction
PM
: 30 % reduction in PM
RST-06-08-001
8.0
NOx reduction
PMReduction of PM
Reduction of PM
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SH200
1. Fuel to be applied
Selection of fuel
Following conditions must be met for the diesel engines, that is the one;
[1] In which no dust even fine one is mixed,
[2] With proper viscosity,
[3] With high cetane rating,
[4] With good flow properties in lower temperature,
[5] With not much sulfur content, and
[6] With less content of carbon residue.
(1) Applicable standards for diesel fuel
Applicable Standard
Recommendation
NO.2
DIN 51601
NO. 2-D
BS (British Standard)
Based on BS/2869-1970
Class A-1
If a standard applied to the fuel for the diesel engine is stipulated in your country, check the standard for details.
(2) Requirements for diesel fuel
Although conditions required for the diesel fuel are illustrated above, there are other requirements exerting a big influence on its service durability and service life.
Be sure to observe the following requirements for selecting fuel.
Sulfur content
HFRR*
460 m or less
Water content
* HFRR (High-Frequency Reciprocating Rig.): An index showing lubricating properties of the fuel.
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Important
If a fuel which does not meet the specifications and the requirements for the diesel engine,
function and performance of the engine will not be delivered.
In addition, never use such a fuel because a breakdown of the engine or an accident may be
invited.
Guarantee will not be given to a breakdown caused by the use of a improper fuel.
Some fuels are used with engine oil or additives mixed together with diesel engine fuel.
In this case, do not use these fuels because damage to the engine may result as the fuel has
been contaminated.
It is natural that the emission control regulation of 3rd-stage will not be cleared in case where a
fuel that does not meet the specifications and the requirements is used.
Use the specified fuel for compliance of the exhaust gas control.
Important
It you use diesel fuel which contains much sulfur content more than 2500 ppm, be sure to follow
the items below for the engine oil selection and maintenance of engine parts.
Guarantee will not be given to breakdowns caused by not to follow these items.
[1] Selection of engine oil
Use API grade CF-4 or JASO grade DH-1.
[2] Exchange the engine oil and engine oil filter element by periodical interval below.
Engine oil
[3] Inspect and exchange the EGR parts and fuel injector parts of engine by periodical interval
below.
EGR (*) parts
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Important
If a fuel filter other than the genuine filter is used, guaranty will not be applied to a fault caused
by the use of a wrong filter.
Two kinds of fuel filter, the pre-filter and the main filter, are mounted on the machine.
Be sure to use the genuine fuel filters and replace them at a periodic intervals.
Replacement criteria
Every 250 hour of use
Pre-filter
{
{
Main filter
Since the pre-filter also has a function of water separation, discharge water and sediment when
the float reaches lower part of the filter elements.
Time to replace filters may be advanced according to properties of the fuel being supplied.
Running the engine with the fuel filter blocked may cause the engine to be stopped due to establishment of engine error code.
If much foreign objects are found in the fuel, carry out earlier inspection and regular replacement
of the filters.
If dust or water get mixed with the fuel, It may cause the engine trouble and an accident.
Therefore, take measures to prevent dust or water from being entered in the fuel tank when supplying fuel.
When supplying fuel directly from a fuel drum can, leave the drum as it stands for a long period of
time to supply clean fuel standing above a precipitate.
If it is hard to leave the drum for a long period of time, install a fuel strainer and a water separator
before the fuel tank of the machine to supply clean fuel.
Water drain cock is provided on the bottom side of the fuel tank.
Drain water before starting the engine every morning.
In addition, remove the cover under the tank once a year to clean up inside of the tank.
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RST-06-09-001