1204E Test

KENR9124-01
June 2011
Systems Operation
Testing and Adjusting
1204E-E44TA and 1204E-E44TTA
Industrial Engines
MK (Engine)
ML (Engine)
This document is printed from SPI². Not for RESALE

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

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

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

KENR9124-01 3
Table of Contents
Table of Contents Position the Valve Mechanism Before Maintenance

Procedures .......................................................... 86
Piston Ring Groove - Inspect ................................ 86
Connecting Rod - Inspect ..................................... 87
Systems Operation Section Cylinder Block - Inspect ........................................ 88
Cylinder Head - Inspect ........................................ 88
General Information
Piston Height - Inspect .......................................... 89
Introduction ............................................................ 4
Flywheel - Inspect ................................................. 90
Flywheel Housing - Inspect ................................... 90
Engine Operation
Gear Group - Inspect ............................................ 92
Basic Engine ......................................................... 10
Crankshaft Pulley - Check .................................... 92
Air Inlet and Exhaust System (Single
Turbocharger) ..................................................... 14
Electrical System
Air Inlet and Exhaust System (Series
Alternator - Test .................................................... 94
Turbochargers) .................................................... 20
Battery - Test ......................................................... 96
Clean Emissions Module ...................................... 25
Charging System - Test ........................................ 96
Cooling System .................................................... 27
V-Belt - Test .......................................................... 97
Lubrication System .............................................. 29
Electric Starting System - Test .............................. 98
Electrical System ................................................. 29
Cleanliness of Fuel System Components ............. 31
Fuel Injection ....................................................... 31 Index Section
Electronic Control System ................................... 39
Power Sources ..................................................... 52 Index ................................................................... 102
Glossary of Electronic Control Terms ................... 55
Testing and Adjusting Section

Fuel System
Fuel System - Inspect ........................................... 61
Air in Fuel - Test .................................................... 61
Finding Top Center Position for No. 1 Piston ........ 63
Fuel Injection Timing - Check ............................... 64
Fuel Quality - Test ................................................. 65
Fuel System - Prime ............................................. 65
Gear Group (Front) - Time .................................... 66
Air Inlet and Exhaust System

Air Inlet and Exhaust System - Inspect ................. 67
Turbocharger - Inspect (Series Turbochargers) .... 68
Turbocharger - Inspect (Single Turbocharger) ...... 71
Exhaust Cooler (NRS) - Test ................................ 73
Compression - Test ............................................... 74
Engine Valve Lash - Inspect ................................. 75
Valve Depth - Inspect ............................................ 77
Valve Guide - Inspect ............................................ 77
Lubrication System
Engine Oil Pressure - Test .................................... 79
Engine Oil Pump - Inspect .................................... 79
Excessive Bearing Wear - Inspect ........................ 80
Excessive Engine Oil Consumption - Inspect ....... 80
Increased Engine Oil Temperature - Inspect ........ 81
Cooling System
Cooling System - Check ....................................... 82
Cooling System - Inspect ...................................... 82
Cooling System - Test ........................................... 83
Engine Oil Cooler - Inspect ................................... 84
Water Temperature Regulator - Test ..................... 85
Water Pump - Inspect ........................................... 85
Basic Engine

4 KENR9124-01
Systems Operation Section
Systems Operation Section The crankshaft gear turns the idler gear which then
turns the following gears:
• the camshaft gear

General Information
• the accessory drive gear (if equipped)
i04129551
• the fuel injection pump gear
Introduction • the water pump gear
The camshaft runs at half the rpm of the crankshaft.
The fuel injection pump runs at the same rpm as the
The 1204E diesel engine is electronically controlled.
crankshaft.
The 1204E engine has an Electronic Control Module
(ECM) that receives signals from the fuel injection
The fuel injection pump that is installed on the left
pump and other sensors in order to control the
side of the engine is gear-driven from the timing
electronic unit injector. The fuel injection pump
case. The fuel is transferred to the fuel injection
supplies fuel to the high-pressure manifold (Rail).
pump by an external electric transfer pump. The
The high-pressure manifold (Rail) distributes fuel to
electric transfer pump draws fuel across a suction
the electronic unit injectors.
strainer that supplies fuel to the primary fuel filter
and the secondary fuel filter. The fuel then travels to
The four cylinders are arranged in-line. The cylinder
the fuel injection pump. A pressure regulator that is
head assembly has two inlet valves and two exhaust
installed in the low-pressure fuel system controls the
valves for each cylinder. The ports for the exhaust
fuel pressure to the fuel injection pump. The pressure
valves are on the right side of the cylinder head. The
regulator regulates the fuel at an absolute pressure
ports for the inlet valves are on the left side of the
of 150 kPa (22 psi) when the engine is at idle speed.
cylinder head. Each cylinder valve has a single valve
spring.
The fuel injection pump increases the fuel to a
maximum pressure of 200 MPa (2900 psi). The fuel
Each cylinder has a piston cooling jet that is installed
injection pump delivers the fuel to the high-pressure
in the cylinder block. The piston cooling jet sprays
manifold (Rail). The fuel injection pump is not
engine oil onto the inner surface of the piston in order
serviceable. The engine uses speed sensors and
to cool the piston. The pistons have a Quiescent
the Electronic Control Module to control the engine
combustion chamber in the top of the piston in order
speed.
to achieve clean exhaust emissions. The piston pin is
off-center in order to reduce the noise level.
For the specifications of the 1204E engine, refer to
the Specifications, “Engine Design”.
The pistons have two compression rings and an oil
control ring. The groove for the top ring has a hard
The following model views show a typical 1204E
metal insert in order to reduce wear of the groove.
engine. Due to individual applications, your engine
The skirt has a layer of graphite in order to reduce
may appear different from the illustrations.
the risk of seizure when the engine is new. The
correct piston height is important in order to ensure
that the piston does not contact the cylinder head.
The correct piston height also ensures the efficient
combustion of fuel which is necessary in order to
conform to requirements for emissions.
The crankshaft has five main bearing journals. End

play is controlled by thrust washers which are located
on both sides of the number 3 main bearing.
The timing case is made of aluminum or cast iron.

The timing gears are stamped with timing marks in
order to ensure the correct assembly of the gears.
When the number 1 piston is at the top center
position of the compression stroke, the marked teeth
on the idler gear will align with the marks that are
on the fuel injection pump gear, the camshaft gear,
and the gear on the crankshaft. There are no timing
marks on the rear face of the timing case.

KENR9124-01 5
1204E-E44TTA Engine with Series

Turbochargers
g02409511
Illustration 1
Typical example
(1) Front lifting eye (6) Electronic Control Module (ECM) (11) Oil sampling valve
(2) Crankcase breather (7) Fuel priming pump (12) Oil filler
(3) NOx Reduction System (NRS) (8) Oil gauge (dipstick) (13) Fuel injection pump
(4) Primary fuel filter (9) Fuel strainer
(5) Secondary fuel filter (10) Oil filter

6 KENR9124-01
g02409512
Illustration 2
Typical example
(14) Rear lifting eye (18) Starting motor (22) Flywheel
(15) High-pressure turbocharger (19) Oil drain plug (23) Exhaust gas cooler (NRS)
(16) Low-pressure turbocharger (20) Exhaust outlet
(17) Back pressure valve (21) Flywheel housing

KENR9124-01 7
g02409862
Illustration 3
Typical example
(24) Belt (27) Water temperature regulator housing (30) Crankshaft pulley
(25) Connection for air inlet (28) Water pump (31) Belt tensioner
(26) Coolant outlet connection (29) Inlet connection for the coolant (32) Alternator

8 KENR9124-01
1204E-E44TA Engine with Single

Turbocharger
g02407436
Illustration 4
Typical example
(1) Front lifting eye (5) Primary fuel filter (9) Oil filter
(2) Crankcase breather (6) Fuel priming pump (10) Oil sampling valve
(3) NOx Reduction System (NRS) (7) Fuel strainer (11) Fuel injection pump
(4) Secondary fuel filter (8) Electronic Control Module (ECM)

KENR9124-01 9
g02407536
Illustration 5
Typical example
(12) Rear lifting eye (16) Oil drain valve (20) Flywheel
(13) Oil gauge (dipstick) (17) Oil drain plug (21) Exhaust outlet
(14) Turbocharger (18) Back pressure valve (22) Exhaust gas cooler (NRS)
(15) Starting motor (19) Flywheel housing

10 KENR9124-01
g02407537
Illustration 6
Typical example
(23) Oil filler (27) Water pump (31) Alternator
(24) Connection for air inlet (28) Inlet connection for the coolant (32) Belt
(25) Outlet connection for the coolant (29) Crankshaft pulley
(26) Water temperature regulator housing (30) Belt tensioner
Engine Operation • Connecting rods

• Crankshaft
i04135810
Basic Engine • Crankshaft pulley

• Timing gear case and gears
• Camshaft
Introduction
The eight major mechanical components of the basic
engine are the following parts:
• Cylinder block
• Cylinder head
• Pistons

KENR9124-01 11
Cylinder Block Cylinder Head
g02149272
Illustration 7
Typical example
The cast iron cylinder block for the four cylinder

engine has four cylinders which are arranged in-line.
The cylinder block is made of cast iron. The cylinder
block provides support for the full length of the Illustration 8
g02466936
cylinder bores. The cylinder bores are machined into
Typical example
the block.
(1) Valve keepers
(2) Valve spring retainer
The cylinders are honed to a specially controlled (3) Valve spring
finish in order to ensure long life and low oil
consumption. The engine has a cast iron cylinder head (5). The
inlet manifold is integral within the cylinder head.
The cylinder block has five main bearings which There are two inlet valves and two exhaust valves for
support the crankshaft. Thrust washers are installed each cylinder. Each pair of valves (6) are connected
on both sides of number 3 main bearing in order to by a valve bridge that is controlled by a pushrod valve
control the end play of the crankshaft. The thrust system. The ports for the inlet valves are on the left
washers can only be installed one way. side of the cylinder head. The ports for the exhaust
valves are on the right side of the cylinder head. The
Passages supply the lubrication for the crankshaft valve stems move in valve guides that are pressed
bearings. These passages are machined into the into the cylinder head. There is a renewable stem
cylinder block. seal (4) that fits over the top of the valve guide. The
valve seats are replaceable.
Cooling passages are cast into the cylinder block in
order to allow the circulation of coolant.
The cylinder block has a bush that is installed for the

front camshaft journal. The other camshaft journals
run directly in the cylinder block.
The engine has a cooling jet that is installed in the

cylinder block for each cylinder. The piston cooling
jet sprays lubricating oil onto the inner surface of the
piston in order to cool the piston.
A Multi-Layered Steel (MLS) cylinder head gasket is

used between the engine block and the cylinder head
in order to seal combustion gases, water, and oil.

12 KENR9124-01
Pistons, Rings, and Connecting The connecting rods (4) are machined from forged
steel. The connecting rods have bearing caps (6)
rods that are fracture split. Two connecting rod bearings
(5) are installed between the connecting rod (4) and
the bearing cap (6). The bearing caps on fracture
split connecting rods are retained with Torx bolts (7).
Connecting rods with bearing caps that are fracture
split have the following characteristics:
• The splitting produces an accurately matched

surface on each side of the fracture for improved
strength.
• The correct connecting rod must be installed with

the correct bearing cap. Each connecting rod and
bearing cap have an unique serial number. When a
connecting rod is assembled the serial numbers for
the connecting rod and bearing cap must match.
Crankshaft
g02466938
Illustration 9
Typical example
The pistons (9) have a Quiescent combustion

chamber in the top of the piston in order to provide g02155439
an efficient mix of fuel and air. The piston pin (8) is Illustration 10
off-center in order to reduce the noise level. The Typical example
position pin (8) is retained in the correct position by (1) Crankshaft gear
two circlips (3). (2) Crankshaft
(3) Crankshaft thrust washers
(4) Crankshaft timing ring
The pistons have two compression rings (1) and an
oil control ring (2). The groove for the top ring has
The crankshaft can be a spheroidal graphite iron
a hard metal insert in order to reduce wear of the
casting or a steel forging.
groove. The piston skirt has a low friction coating in
order to reduce the risk of seizure when the engine
The crankshaft has five main journals. Thrust
is new.
washers are installed on both sides of number 3
main bearing in order to control the end play of the
The correct piston height is important in order to
crankshaft.
ensure that the piston does not contact the cylinder
head. The correct piston height also ensures the
The crankshaft changes the linear energy of the
efficient combustion of fuel which is necessary in
pistons and connecting rods into rotary torque in
order to conform to requirements for emissions.
order to power external equipment.

KENR9124-01 13
A gear at the front of the crankshaft drives the timing The camshaft rotates at half the engine speed. The
gears. The crankshaft gear turns the idler gear which fuel injection pump rotates at engine speed.
then turns the following gears:
Camshaft
• Camshaft gear
The engine has a single camshaft. The camshaft
• Fuel injection pump and fuel transfer pump is made of cast iron. The camshaft lobes are chill
hardened.
• The idler gear is driven by the crankshaft gear
which turns the gear of the lubricating oil pump.
The camshaft is driven at the front end. As the
camshaft turns, the camshaft lobes move the valve
Lip type seals are used on both the front of the
system components. The valve system components
crankshaft and the rear of the crankshaft.
move the cylinder valves.
A timing ring is installed to the crankshaft. The timing
The camshaft gear must be timed to the crankshaft
ring is used by the ECM in order to measure the
gear. The relationship between the lobes and the
engine speed and the engine position. camshaft gear causes the valves in each cylinder to
open at the correct time. The relationship between
A ring gear for the balancer can be installed to the
the lobes and the camshaft gear also causes the
crankshaft. When a balancer is installed, the engine valves in each cylinder to close at the correct time.
oil pump is an integral part of the balancer assembly.
The ring gear for the balancer drives the balancer.
Gears and Timing Gear Case
g02212814
Illustration 11
Typical example
(1) Hole for the water pump gear
(3) Position of the accessory drive gear
The crankshaft oil seal is mounted in the cover of

the timing case. The timing case cover is made from
sound-deadened steel or cast iron.
The timing gears are made of steel.
The crankshaft gear (5) drives an upper idler gear

(4) and a lower idler gear. The upper idler gear (4)
drives the camshaft gear (6) and the fuel injection
pump gear (2). The lower idler gear drives the oil
pump. The water pump drive gear is driven by the
fuel injection pump gear.

14 KENR9124-01
i04302990

(Single Turbocharger)
g02469917
Illustration 12
Air inlet and exhaust system
(1) Aftercooler core (4) Back pressure valve (7) Exhaust cooler (NRS)
(2) Air filter (5) Turbocharger (8) Exhaust gas valve (NRS)
(3) Diesel particulate filter (6) Wastegate actuator (9) Wastegate regulator
The components of the air inlet and exhaust system • Cylinder head, injectors, and glow plugs
control the quality of air and the amount of air that is
available for combustion. The air inlet and exhaust • Valves and valve system components
system consists of the following components:
• Piston and cylinder
• Air cleaner
• Exhaust manifold
• Exhaust cooler (NRS)
• Diesel oxidation catalyst
• Exhaust gas valve (NRS)
• Diesel particulate filter
• Turbocharger
• Aftercooler
• Inlet manifold

KENR9124-01 15
Air is drawn in through the air cleaner into the air inlet
of the turbocharger by the turbocharger compressor
wheel. The air is compressed to a pressure of about
150 kPa (22 psi) and heated to about 120° C (248° F)
before the air is forced to the aftercooler. As the
air flows through the aftercooler the temperature of
the compressed air lowers to about 55° C (131° F).
Cooling of the inlet air assists the combustion
efficiency of the engine. Increased combustion
efficiency helps achieve the following benefits:
• Lower fuel consumption

• Increased power output
• Reduced NOx emission
• Reduced particulate emission
From the aftercooler, the air flows to the exhaust gas
valve (NRS). A mixture of air and exhaust gas is then
forced into the inlet manifold. Air flow from the inlet
manifold to the cylinders is controlled by inlet valves.
There are two inlet valves and two exhaust valves for
each cylinder. The inlet valves open when the piston
moves down on the intake stroke. When the inlet
valves open, cooled compressed air from the inlet
port is forced into the cylinder. The complete cycle
consists of four strokes:
• Inlet
• Compression
• Power
• Exhaust
On the compression stroke, the piston moves back
up the cylinder and the inlet valves close. The cool
compressed air is compressed further. This additional
compression generates more heat.
Note: If the cold starting system is operating, the

glow plugs will also heat the air in the cylinder.
Just before the piston reaches the top center (TC)

position, the ECM operates the electronic unit
injector. Fuel is injected into the cylinder. The air/fuel
mixture ignites. The ignition of the gases initiates the
power stroke. Both the inlet and the exhaust valves
are closed and the expanding gases force the piston
downward toward the bottom center (BC) position.
From the BC position, the piston moves upward.

This initiates the exhaust stroke. The exhaust valves
open. The exhaust gases are forced through the
open exhaust valves into the exhaust manifold.

16 KENR9124-01
g02469919
Illustration 13
Typical example
The NOx Reduction System (NRS) operates with Exhaust gases from the exhaust manifold enter
the transfer of the hot exhaust gas from the exhaust the inlet of the turbocharger in order to turn the
manifold to the exhaust cooler (7). The hot exhaust turbocharger turbine wheel. The turbine wheel is
gas is cooled in the exhaust cooler. The now cooled connected to a shaft that rotates. The exhaust gases
exhaust gas passes through the assembly of exhaust pass from the turbocharger through the following
gas valve. components: exhaust outlet, back pressure valve,
Diesel Oxidation Catalyst (DOC), Diesel Particulate
The reed valves that are located in the exhaust gas Filter (DPF), and exhaust pipe.
valve (NRS) has one main function. The one main
function is to prevent the reverse flow of charge air
from the inlet side of the engine to the exhaust side
of the engine.
As the electronically controlled valve (8) starts to

open the flow of cooled exhaust gas from the exhaust
cooler (7) mixes with the air flow from the charge air
aftercooler. The mixing of the cooled exhaust gas and
the air flow from the charge air aftercooler reduces
the oxygen content of the gas mixture. This results in
a lower combustion temperature, so decreases the
production of NOx.
As the demand for more cooled exhaust gas

increases the electronically controlled valve opens
further. The further opening of the valve increases
the flow of cooled exhaust gas from the exhaust
cooler. As the demand for cooled exhaust gas
decreases, the electronically controlled valve closes.
This decreases the flow of cooled exhaust gas from
the exhaust cooler.

KENR9124-01 17
Turbocharger
g02469997
Illustration 15
g00302786 Typical example
Illustration 14
Typical example of a cross section of a turbocharger (12) Wastegate actuator
(13) Actuating lever
(1) Air intake (14) Line (boost pressure)
(2) Compressor housing
(3) Compressor wheel
(4) Bearing
(5) Oil inlet port
(6) Bearing
(7) Turbine housing
(8) Turbine wheel
(9) Exhaust outlet
(10) Oil outlet port
(11) Exhaust inlet
The turbocharger is mounted on the outlet of the

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

is rotated. The rotation of the compressor wheel
causes the intake air to be pressurized through the
compressor housing (2) of the turbocharger.
g02151895
Illustration 16
Typical example
(15) Wastegate regulator
When the load on the engine increases, more fuel

is injected into the cylinders. The combustion of
this additional fuel produces more exhaust gases.
The additional exhaust gases cause the turbine and
the compressor wheels of the turbocharger to turn
faster. As the compressor wheel turns faster, air is
compressed to a higher pressure and more air is
forced into the cylinders. The increased flow of air
into the cylinders allows the fuel to be burnt with
greater efficiency. This produces more power.

18 KENR9124-01
A wastegate is installed on the turbine housing of Crankcase Breather

the turbocharger. The wastegate is a valve that
allows exhaust gas to bypass the turbine wheel of The engine crankcase breather is a filtered system.
the turbocharger. The operation of the wastegate is The crankcase breather system consists of two
dependent on the pressurized air (boost pressure) main elements, a primary separator in the valve
from the turbocharger compressor. The boost mechanism cover and a filtered canister that is
pressure acts on a diaphragm that is spring loaded mounted on the cylinder head. The gases exit the
in the wastegate actuator which varies the amount of engine through the valve mechanism cover. The
exhaust gas that flows into the turbine. gases then pass through the primary separator. The
primary separator removes most of the liquid oil from
The wastegate regulator (15) is controlled by the the gas. The liquid oil is then returned to the engine.
engine Electronic Control Module (ECM). The
ECM uses inputs from a number of engine sensors The gas then passes through the filter element before
to determine the optimum boost pressure. This exiting to atmosphere in an open breather system
will achieve the best exhaust emissions and fuel or back to the induction system in a closed breather
consumption at any given engine operating condition. system via the breather vent pipe.
The ECM controls the wastegate regulator, that
regulates the boost pressure to the wastegate Any liquid oil that is captured by the filter drains from
actuator. the bottom of the canister. The liquid oil is returned
by the drain pipe that runs from the bottom of the
When higher boost pressure is needed for the canister back to the crankcase. A valve connects the
engine performance, a signal is sent from the ECM drain pipe to the crankcase. This valve prevents the
to the wastegate regulator. The wastegate regulator bypass of gas past the filter and oil from passing up
reduces the pressure in the air inlet pipe (14) that the drain pipe.
acts upon the diaphragm within the wastegate
actuator (12). A pressure relief valve is located in the rear of the
canister in the integral mounting bracket. Under
The spring within the wastegate actuator (12) forces normal operation of the engine, this valve will not
the wastegate valve that is within the turbine housing operate. If part of the system becomes blocked the
to close via the actuating rod and lever. When the valve will open at a pressure of 8.5 kPa (1.2 psi). The
wastegate valve is closed, more exhaust gas is able open valve will allow gas to bypass the filter and the
to pass over the turbine wheel. This results in an pipes for venting.
increase in turbocharger speed and boost pressure
generation. The filter element can be accessed by removing
the top cap of the canister. Refer to Operation and
When lower boost pressure is needed for the engine Maintenance Manual, “Engine Crankcase Breather
performance, a signal is sent from the ECM to the Element - Replace” for the correct procedure.
wastegate regulator. This causes high pressure in
the air inlet pipe (14) to act on the diaphragm within NOTICE
the wastegate actuator (12). The actuating rod (13) The crankcase breather gases are part of the engines
acts upon the actuating lever to open the valve in measured emissions output. Any tampering with the
the wastegate. When the valve in the wastegate is breather system could invalidate the engines emis-
opened, more exhaust gas from the engine is able to sions compliance.
bypass the turbine wheel. The exhaust gases bypass
the turbine wheel results in a decrease in the speed
of the turbocharger.
The shaft that connects the turbine to the compressor

wheel rotates in bearings (4) and (6). The bearings
require oil under pressure for lubrication and cooling.
The oil that flows to the lubricating oil inlet port (5)
passes through the center of the turbocharger which
retains the bearings. The oil exits the turbocharger
from the lubricating oil outlet port (10) and returns
to the oil pan.

KENR9124-01 19
Valve System Components The engine lubricating oil enters the lifter (4) through
a non-return valve. The engine lubricating oil
increases the length of the lifter (4) until all valve lash
is removed. If the engine is stationary for a prolonged
period the valve springs will cause the lifter (4) to
shorten so that when the engine is started engine
valve lash is present for the first few seconds.
After cranking restores oil pressure the lifter (4)

increases in length and removes the valve lash.
When load is removed from a lifter (4) during service
work by the removal of the rocker shaft the lifter
(4) increases in length to the maximum extent.
Refer to Systems Operation, Testing and Adjusting,
“Position the Valve Mechanism Before Maintenance
Procedures” for the correct procedure.
During reassembly of the rocker shaft the engine

must be put into a safe position to avoid engine
damage. After load is imposed on the lifters by
reassembling the rocker assembly, the engine must
be left in safe position for a safe period until the
lifters have reduced to the correct length. Refer to
Disassembly and Assembly, “Rocker Shaft and
Pushrod - Install” for the correct procedure.
Upward movement of the pushrod against rocker arm

(2) results in a downward movement that acts on the
valve bridge (1). This action opens a pair of valves (7)
Illustration 17
g01924293 which compresses the valve springs (6). When the
Valve system components camshaft (5) has rotated to the peak of the lobe, the
valves are fully open. When the camshaft (5) rotates
(1) Bridge
(2) Rocker arm further, the two valve springs (6) under compression
(3) Pushrod start to expand. The valve stems are under tension of
(4) Lifter the springs. The stems are pushed upward in order
(5) Camshaft to maintain contact with the valve bridge (1). The
(6) Spring
(7) Valve
continued rotation of the camshaft causes the rocker
arm (2), the pushrods (3) and the lifters (4) to move
downward until the lifter reaches the bottom of the
The valve system components control the flow of
inlet air into the cylinders during engine operation. lobe. The valves (7) are now closed. The cycle is
The valve system components also control the flow repeated for all the valves on each cylinder.
of exhaust gases out of the cylinders during engine
operation.
The crankshaft gear drives the camshaft gear through

an idler gear. The camshaft (5) must be timed to the
crankshaft in order to get the correct relation between
the piston movement and the valve movement.
The camshaft (5) has two camshaft lobes for each

cylinder. The lobes operate either a pair of inlet
valves or a pair of exhaust valves. As the camshaft
turns, lobes on the camshaft cause the lifter (4) to
move the pushrod (3) up and down.
The lifter (4) incorporates a hydraulic lash adjuster

which removes valve lash from the valve mechanism.
The lifter (4) uses engine lubricating oil to compensate
for wear of system components so that no service
adjustment of valve lash is needed.

20 KENR9124-01
i04302992

(Series Turbochargers)
g02467317
Illustration 18
Air inlet and exhaust system
(1) Aftercooler core (5) Low-pressure turbocharger (9) Exhaust gas valve (NRS)
(2) Air filter (6) High-pressure turbocharger (10) Wastegate regulator
(3) Diesel particulate filter (7) Wastegate actuator
(4) Back pressure valve (8) Exhaust cooler (NRS)
The components of the air inlet and exhaust system • Inlet manifold
control the quality of air and the amount of air that is
available for combustion. The air inlet and exhaust • Cylinder head, injectors, and glow plugs
system consists of the following components:
• Valves and valve system components
• Air cleaner
• Piston and cylinder
• Exhaust cooler (NRS)
• Exhaust manifold
• Exhaust gas valve (NRS)
• Diesel oxidation catalyst
• Turbochargers
• Diesel particulate filter
• Aftercooler

KENR9124-01 21
Air is drawn in through the air cleaner into the From the BC position, the piston moves upward. The
air inlet of the low-pressure turbocharger by the piston moving upward initiates the exhaust stroke.
low-pressure turbocharger compressor wheel. The The exhaust valves open. The exhaust gases are
air is compressed to a pressure of about 75 kPa forced through the open exhaust valves into the
(11 psi) and heated to about 120° C (248° F). From exhaust manifold.
the low-pressure turbocharger, the air passes to the
high-pressure turbocharger. The air is compressed
to a pressure of about 220 kPa (32 psi) and heated
to about 240° C (464° F) before the air is forced to
the aftercooler. The air flows through the aftercooler.
The temperature of the compressed air lowers to
about 55° C (131° F). Cooling of the inlet air assists
the combustion efficiency of the engine. Increased
combustion efficiency helps achieve the following
benefits:
• Lower fuel consumption

• Increased power output
• Reduced NOx emission
• Reduced particulate emission
From the aftercooler, the air flows to the exhaust gas
valve (NRS). A mixture of air and exhaust gas is then
forced into the inlet manifold. Air flow from the inlet
manifold to the cylinders is controlled by inlet valves.
There are two inlet valves and two exhaust valves for
each cylinder. The inlet valves open when the piston
moves down on the intake stroke. When the inlet
valves open, cooled compressed air from the inlet
port is forced into the cylinder. The complete cycle
consists of four strokes:
• Inlet
• Compression
• Power
• Exhaust
On the compression stroke, the piston moves back
up the cylinder and the inlet valves close. The cool
compressed air is compressed further. This additional
compression generates more heat.
Note: If the cold starting system is operating, the

glow plugs will also heat the air in the cylinder.
Just before the piston reaches the top center (TC)

position, the ECM operates the electronic unit
injector. Fuel is injected into the cylinder. The air/fuel
mixture ignites. The ignition of the gases initiates the
power stroke. Both the inlet and the exhaust valves
are closed and the expanding gases force the piston
downward toward the bottom center (BC) position.

22 KENR9124-01
g02467360
Illustration 19
Typical example
The NOx Reduction System (NRS) operates with As the demand for more cooled exhaust gas
the transfer of the hot exhaust gas from the exhaust increases the electronically controlled valve opens
manifold to the exhaust cooler (8). The hot exhaust further. The further opening of the valve increases
gas is cooled in the exhaust cooler (8). The now the flow of cooled exhaust gas from the exhaust
cooled exhaust gas passes through the assembly cooler. As the demand for cooled exhaust gas
of the exhaust gas valve. decreases, the electronically controlled valve closes.
This decreases the flow of cooled exhaust gas from
The reed valves that are located in the exhaust gas the exhaust cooler.
valve (NRS) has one main function. The one main
function is to prevent the reverse flow of charge air Exhaust gases from the exhaust manifold enter the
from the inlet side of the engine to the exhaust side inlet of the high-pressure turbocharger in order to turn
of the engine. the high-pressure turbocharger turbine wheel. The
turbine wheel is connected to a shaft that rotates.
As the electronically controlled valve (9) starts to The exhaust gases travel from the high-pressure
open the flow of cooled exhaust gas from the exhaust turbocharger. The exhaust gases then travel through
cooler (8) mixes with the air flow from the charge air the duct on the turbine side into the turbine inlet of
aftercooler. The mixing of the cooled exhaust gas and the low-pressure turbocharger in order to power
the air flow from the charge air aftercooler reduces the low-pressure turbocharger. The exhaust gases
the oxygen content of the gas mixture. This results in pass from the low-pressure turbocharger through the
a lower combustion temperature, so decreases the following components: exhaust outlet, back pressure
production of NOx. valve, Diesel Oxidation Catalyst (DOC), Diesel
Particulate Filter (DPF), and exhaust pipe.

KENR9124-01 23
Turbochargers
g02467380
Illustration 21
g00302786 Typical example
Illustration 20
Typical example of a cross section of a turbocharger (12) Wastegate actuator
(13) Actuating lever
(1) Air intake (14) Line (boost pressure)
(3) Compressor wheel
(4) Bearing
(5) Oil inlet port
(6) Bearing
(7) Turbine housing
(8) Turbine wheel
(9) Exhaust outlet
(10) Oil outlet port
(11) Exhaust inlet
The high-pressure turbocharger is mounted on the

outlet of the exhaust manifold. The low-pressure
turbocharger is mounted on the side of the cylinder
block. The exhaust gas from the exhaust manifold
enters the exhaust inlet (11) and passes through
the turbine housing (7) of the turbocharger. Energy
from the exhaust gas causes the turbine wheel (8) to
rotate. The turbine wheel is connected by a shaft to
the compressor wheel (3).
As the turbine wheel rotates, the compressor

wheel is rotated. This causes the intake air to be
pressurized through the compressor housing (2) of g02151895
Illustration 22
the turbocharger.
Typical example
(15) Wastegate regulator
When the load on the engine increases, more fuel

is injected into the cylinders. The combustion of
this additional fuel produces more exhaust gases.
The additional exhaust gases cause the turbine and
the compressor wheels of the turbocharger to turn
faster. As the compressor wheel turns faster, air is
compressed to a higher pressure and more air is
forced into the cylinders. The increased flow of air
into the cylinders allows the fuel to be burnt with
greater efficiency. This produces more power.

24 KENR9124-01
A wastegate is installed on the compressor side Crankcase Breather

of the turbocharger. The wastegate is a valve that
allows exhaust gas to bypass the turbine wheel of The engine crankcase breather is a filtered system.
the turbocharger. The operation of the wastegate is The crankcase breather system consists of two
dependent on the pressurized air (boost pressure) main elements, a primary separator in the valve
from the turbocharger compressor. The boost mechanism cover and a filtered canister that is
pressure acts on a diaphragm that is spring loaded mounted on the cylinder head. The gases exit the
in the wastegate actuator which varies the amount of engine through the valve mechanism cover. The
exhaust gas that flows into the turbine. gases then pass through the primary separator. The
primary separator removes most of the liquid oil from
The wastegate regulator (15) is controlled by the the gas. The liquid oil is then returned to the engine.
engine Electronic Control Module (ECM). The
ECM uses inputs from a number of engine sensors The gas then passes through the filter element before
to determine the optimum boost pressure. This exiting to atmosphere in an open breather system
will achieve the best exhaust emissions and fuel or back to the induction system in a closed breather
consumption at any given engine operating condition. system via the breather vent pipe.
The ECM controls the wastegate regulator, that
regulates the boost pressure to the wastegate Any liquid oil that is captured by the filter drains from
actuator. the bottom of the canister. The liquid oil is returned
by the drain pipe that runs from the bottom of the
When higher boost pressure is needed for the canister back to the crankcase. A valve connects the
engine performance, a signal is sent from the ECM drain pipe to the crankcase. This valve prevents the
to the wastegate regulator. The wastegate regulator bypass of gas past the filter and oil from passing up
reduces the pressure in the air inlet pipe (14) that the drain pipe.
acts upon the diaphragm within the wastegate
actuator (13). A pressure control valve is located in the top cap
of the canister. This valve regulates the crankcase
The spring within the wastegate actuator (13) forces pressure on the closed breather system.
the wastegate valve that is within the turbine housing
to close via the actuating rod and lever. When the A pressure relief valve is located in the rear of the
wastegate valve is closed, more exhaust gas is able canister in the integral mounting bracket. Under
to pass over the turbine wheel. This results in an normal operation of the engine, this valve will not
increase in turbocharger speed and boost pressure operate. If part of the system becomes blocked the
generation. valve will open at a pressure of 8.5 kPa (1.2 psi). The
open valve will allow gas to bypass the filter and the
When lower boost pressure is needed for the engine pipes for venting.
performance, a signal is sent from the ECM to the
wastegate regulator. This causes high pressure in The filter element can be accessed by removing
the air inlet pipe (14) to act on the diaphragm within the top cap of the canister. Refer to Operation and
the wastegate actuator (13). The actuating rod (12) Maintenance Manual, “Engine Crankcase Breather
acts upon the actuating lever to open the valve in Element - Replace” for the correct procedure.
the wastegate. When the valve in the wastegate is
opened, more exhaust gas from the engine is able to NOTICE
bypass the turbine wheel. The exhaust gases bypass The crankcase breather gases are part of the engines
the turbine wheel results in a decrease in the speed measured emissions output. Any tampering with the
of the turbocharger. breather system could invalidate the engines emis-
sions compliance.
The shaft that connects the turbine to the compressor
wheel rotates in bearings (4) and (6). The bearings
require oil under pressure for lubrication and cooling.
The oil that flows to the lubricating oil inlet port (5)
passes through the center of the turbocharger which
retains the bearings. The oil exits the turbocharger
from the lubricating oil outlet port (10) and returns
to the oil pan.

KENR9124-01 25
Valve System Components The engine lubricating oil enters the lifter (4) through
a non-return valve. The engine lubricating oil
increases the length of the lifter (4) until all valve lash
is removed. If the engine is stationary for a prolonged
period the valve springs will cause the lifter (4) to
shorten so that when the engine is started engine
valve lash is present for the first few seconds.
After cranking restores oil pressure the lifter (4)

increases in length and removes the valve lash.
When load is removed from a lifter (4) during service
work by the removal of the rocker shaft the lifter
(4) increases in length to the maximum extent.
Refer to Systems Operation, Testing and Adjusting,
“Position the Valve Mechanism Before Maintenance
Procedures” for the correct procedure.
During reassembly of the rocker shaft the engine

must be put into a safe position to avoid engine
damage. After load is imposed on the lifters by
reassembling the rocker assembly, the engine must
be left in safe position for a safe period until the
lifters have reduced to the correct length. Refer to
Disassembly and Assembly, “Rocker Shaft and
Pushrod - Install” for the correct procedure.
Upward movement of the pushrod against rocker arm

(2) results in a downward movement that acts on the
valve bridge (1). This action opens a pair of valves (7)
Illustration 23
g01924293 which compresses the valve springs (6). When the
Valve system components camshaft (5) has rotated to the peak of the lobe, the
valves are fully open. When the camshaft (5) rotates
(1) Bridge
(2) Rocker arm further, the two valve springs (6) under compression
(3) Pushrod start to expand. The valve stems are under tension of
(4) Lifter the springs. The stems are pushed upward in order
(5) Camshaft to maintain contact with the valve bridge (1). The
(6) Spring
(7) Valve
continued rotation of the camshaft causes the rocker
arm (2), the pushrods (3) and the lifters (4) to move
downward until the lifter reaches the bottom of the
The valve system components control the flow of
inlet air into the cylinders during engine operation. lobe. The valves (7) are now closed. The cycle is
The valve system components also control the flow repeated for all the valves on each cylinder.
of exhaust gases out of the cylinders during engine
operation. i04332330
The crankshaft gear drives the camshaft gear through Clean Emissions Module
an idler gear. The camshaft (5) must be timed to the
crankshaft in order to get the correct relation between
the piston movement and the valve movement.
To meet current emissions legislation requirements,
The camshaft (5) has two camshaft lobes for each a small amount of certain chemical compounds that
cylinder. The lobes operate either a pair of inlet are emitted by the engine must not be allowed to
valves or a pair of exhaust valves. As the camshaft enter the atmosphere. The Clean Emissions Module
turns, lobes on the camshaft cause the lifter (4) to (CEM) that is installed to the engine is designed to
move the pushrod (3) up and down. convert these chemical compounds into less harmful
compounds.
The lifter (4) incorporates a hydraulic lash adjuster
which removes valve lash from the valve mechanism.
The lifter (4) uses engine lubricating oil to compensate
for wear of system components so that no service
adjustment of valve lash is needed.

26 KENR9124-01
g02384560
Illustration 24
Typical example
(1) Clean emissions module (CEM) (3) Outlet connection (5) Flexible exhaust pipe from engine to
(2) Inlet connection (4) Mounting cradle CEM
The Clean Emissions Module (CEM) for the engine The rate of accumulation of ash is slow under normal
consists of the following components. engine operating conditions. The filter is designed
to contain all the ash that is produced for the life of
• Diesel Oxidation Catalyst (DOC) the engine.
• Diesel Particulate Filter (DPF) The engine aftertreatment system is designed to

oxidize the soot in the DPF at the same rate as the
The Diesel Oxidation Catalyst (DOC) oxidizes the soot is produced by the engine. The oxidization of
carbon monoxide and the hydrocarbons that are the soot will occur when the engine is operating
not burnt in the exhaust gas into carbon dioxide under normal conditions. The soot in the DPF is
and water. The Diesel Oxidation Catalyst (DOC) is constantly monitored. If the engine is operated in a
a through flow device that will continue to operate way that produces more soot than the oxidized soot,
during all normal engine operating conditions. the engine management system will automatically
activate systems to raise the exhaust temperature.
The Diesel Particulate Filter (DPF) collects all The raising of the exhaust temperature will ensure
particulate matter in the exhaust gas. that more soot is oxidized than the soot that is
produced by the engine. The oxidization of more
A flexible exhaust pipe connects the engine to soot returns the DPF to a reduced level of soot. The
the Clean Emissions Module (CEM). Refer to systems are then deactivated when the soot level
Disassembly and Assembly for the correct procedure has been reduced.
to install the flexible exhaust pipe.
The engine ECM must know how much soot is in the
The solid particulate matter that is collected by the DPF. Measurement of soot is accomplished through
DPF consists of soot (carbon) from incomplete the following means:
combustion of the fuel and inorganic ash from the
combustion of any oil in the cylinder. • Radio frequency measurement across the DPF
• Calculated model based on developed engine out
soot measurements

KENR9124-01 27
The Electronic Control Module (ECM) uses the soot

measurement information to determine if the engine
operating conditions need to be adjusted in order to
oxidize the soot at an increased rate.
If a replacement Diesel Particulate Filter (DPF) is

required, contact your Perkins distributor.
i04135351
Cooling System
Introduction
The cooling system has the following components:
• Radiator
• Water pump
• Cylinder block
• Oil cooler
• Exhaust gas cooler (NRS)
• Cylinder head
• Water temperature regulator

28 KENR9124-01
Coolant Flow
g02332698
Illustration 25
Typical example
(1) Radiator (4) Exhaust gas cooler (NRS) (8) Water pump
(2) Water temperature regulator and housing (5) Cylinder head
(3) Bypass for the water temperature (6) Cylinder block
regulator (7) Engine oil cooler
The coolant flows from the bottom of the radiator (1) Some coolant flows through a cavity in the front of
to the centrifugal water pump (8). The water pump the cylinder head (5). Some coolant is diverted into
(8) is installed on the front of the timing case. The the exhaust gas cooler (4) by a coolant pipe in the
water pump (8) is driven by a gear. The gear of the rear of the cylinder head (5). The coolant then flows
fuel injection pump drives the water pump gear. out of the exhaust gas cooler (4) to the cavity in the
cylinder head (5).
The water pump (8) contains a rotary seal that uses
the engine coolant as a lubricating medium. This will The coolant then flows into the housing of the water
ensure that an adequate sealing film is created. The temperature regulator (2). If the water temperature
sealing film is maintained in order to reduce heat regulator (2) is closed, the coolant goes directly
generation. Heat that is generated by the rotating through a bypass (3) to the inlet side of the water
sealing faces under normal operating conditions pump. If the water temperature regulator is open, and
causes a small flow of coolant to be emitted into a the bypass is closed then the coolant flows to the top
chamber. The water pump (8) pumps the coolant of the radiator (1).
through a passage in the timing case to the front of
the cylinder block (6).
The coolant enters a passage in the left side of the

cylinder block (6). Some coolant enters the cylinder
block. Some coolant passes over the element of the
oil cooler (7). The coolant then enters the block (6).
Coolant flows around the outside of the cylinders
then flows from the cylinder block into the cylinder
head (5).

KENR9124-01 29
i03909669 The hub of the idler gear is lubricated by oil from the
oil gallery. The timing gears are lubricated by the
Lubrication System splash from the oil.
An external line supplies oil to the high-pressure fuel

pump. The oil then flows through a return line into the
Lubricating oil from the oil pan flows through a timing case and back to the oil pan.
strainer and a pipe to the suction side of the engine
oil pump. Pressure for the lubrication system is Engines have piston cooling jets that are supplied
supplied by the oil pump. The crankshaft gear drives with oil from the oil gallery. The piston cooling jets
a lower idler gear. The lower idler gear drives the oil spray lubricating oil on the underside of the pistons in
pump gear. The pump has an inner rotor and an outer order to cool the pistons.
rotor. The axis of rotation of the rotors are off-center
relative to each other. There is an interference fit
between the inner rotor and the drive shaft. i03922889
If a balancer is installed, the engine oil pressure Electrical System

is provided by an integrated engine oil pump. The
integrated engine oil pump is located in the balancer.
The inner rotor has five lobes which mesh with the six The electrical system is a negative ground system.
lobes of the outer rotor. When the pump rotates, the
distance increases between the lobes of the outer The charging circuit operates when the engine
rotor and the lobes of the inner rotor in order to create is running. The alternator in the charging circuit
suction. When the distance decreases between the produces direct current for the electrical system.
lobes, pressure is created.
Starting Motor
The lubricating oil flows from the outlet side of the oil
pump through a passage to the oil filter head. The oil
then flows from the oil filter head through a passage
to a plate type oil cooler. The oil cooler is located on
the left side of the cylinder block.
From the oil cooler, the oil returns through a passage

to the oil filter head. The oil then flows through a
bypass valve that permits the lubrication system
to function if the oil filter becomes blocked. Under
normal conditions, the oil then flows to the oil filter.
The oil flows from the oil filter through a passage that
is drilled across the cylinder block to the oil gallery.
The oil gallery is drilled through the total length of
the left side of the cylinder block. If the oil filter is on
the right side of the engine, the oil flows through a
passage that is drilled across the cylinder block to
the pressure gallery.
Lubricating oil from the oil gallery flows through

high-pressure passages to the main bearings of the g01964824
crankshaft. Then, the oil flows through the passages Illustration 26
in the crankshaft to the connecting rod bearing Typical example
journals. The pistons and the cylinder bores are 12 V 4 kW Starting Motor
lubricated by the splash of oil and the oil mist. (1) Terminal 30 for connection of the battery cable
(2) Terminal 50 for connection of ignition switch
Lubricating oil from the main bearings flows through (3) Terminal 31 for connection of the ground
passages in the cylinder block to the journals of the
camshaft. Then, the oil flows from the front journal of
the camshaft at a reduced pressure to the cylinder
head. The oil then flows through the center of the
rocker shaft to the rocker arm levers. The valve
stems, the valve springs and the valve lifters are
lubricated by the splash and the oil mist.

30 KENR9124-01
Certain higher powered starting motors are designed

with an Integrated Magnetic Switch (IMS). The
Integrated Magnetic Switch (IMS) is activated by the
ignition switch. The solenoid circuit then engages the
starting motor. The benefit of Integrated Magnetic
Switch (IMS) is a lower current in the ignition circuit
that will allow the engine ECM to control ignition
without the use of a relay.
Alternator
The electrical outputs of the alternator have the
following characteristics:
• Three-phase
• Full-wave
• Rectified
g01964833
The alternator is an electro-mechanical component.
Illustration 27 The alternator is driven by a belt from the crankshaft
Typical example pulley. The alternator charges the storage battery
24 V 5.5 kW Starting Motor during the engine operation.
(4) Terminal 30 for connection of the battery cable
(5) Integrated Magnetic Switch (IMS) The alternator is cooled by an external fan which is
(6) Terminal 50 for connection of ignition switch mounted behind the pulley. The fan may be mounted
(7) Terminal 31 for connection of the ground internally. The fan forces air through the holes in the
front of the alternator. The air exits through the holes
The starting motor turns the engine via a gear on the in the back of the alternator.
engine flywheel. The starting motor speed must be
high enough in order to initiate a sustained operation The alternator converts the mechanical energy and
of the fuel ignition in the cylinders. the magnetic field into alternating current and voltage.
This conversion is done by rotating a direct current
The starting motor consists of the main armature and electromagnetic field on the inside of a three-phase
a solenoid. The solenoid is a relay with two windings stator. The electromagnetic field is generated by
Pull-In (PI) and Hold-In (HI). Upon activation of electrical current flowing through a rotor. The stator
ignition switch, both windings move the iron core generates alternating current and voltage.
by electromagnets. The linkage from the iron core
acts to move the pinion toward the flywheel ring The alternating current is changed to direct current
gear for engagement. Upon complete engagement, by a three-phase, full-wave rectifier. Direct current
the solenoid completes the high current circuit that flows to the output terminal of the alternator. The
supplies electric power to the main armature in order direct current is used for the charging process.
to provide rotation. During cranking of the engine,
only the Hold-In (HI) winding is active. A regulator is installed on the rear end of the
alternator. Two brushes conduct current through two
The ignition switch is deactivated once the desired slip rings. The current then flows to the rotor field. A
engine speed has been achieved. The circuit is capacitor protects the rectifier from high voltages.
disconnected. The armature will stop rotating. Return
springs that are located on the shafts and the The alternator is connected to the battery for charging
solenoid will disengage the pinion from flywheel ring and machine load requirements. A warning lamp can
gear back to the rest position. be connected via the ignition switch. This wiring is
optional.
The armature of the starting motor and the
mechanical transmissions may be damaged if the
increases in the speed of the engine are greater
than the pinion of the starting motor. Damage may
occur when the engine is started or after the engine
is started. An overrunning clutch prevents damage to
the armature of the starting motor and mechanical
transmissions.

KENR9124-01 31
i04103311 Refueling
Cleanliness of Fuel System In order to refuel the diesel fuel tank, the refueling
Components pump and the fuel tank cap assembly must be clean
and free from dirt and debris. Refueling should take
place only when the ambient conditions are free from
dust, wind, and rain.
Cleanliness of the Engine Only use fuel that is free from contamination. Ultra
Low Sulfur Diesel (ULSD) must be used. The content
NOTICE of sulfur in Ultra Low Sulfur Diesel (ULSD) fuel must
It is important to maintain extreme cleanliness when be below 15 PPM 0.0015%.
working on the fuel system, since even tiny particles
can cause engine or fuel system problems. Biodiesel may be used. The neat biodiesel must
conform to the latest “EN14214 or ASTM D6751”
(in the USA). The biodiesel can only be blended in
The entire engine should be washed with a mixture of up to 20% by volume in acceptable mineral
high-pressure water system. Washing the engine will diesel fuel meeting latest edition of “EN590 or ASTM
remove dirt and loose debris before a repair on the D975 S15” designation.
fuel system is started. Ensure that no high-pressure
water is directed at the seals for the injectors. In United States, Biodiesel blends of B6 to B20 must
meet the requirements listed in the latest edition of
Environment “ASTM D7467” (B6 to B20) and must be of an API
gravity of 30-45.
When possible, the service area should be positively
pressurized. Ensure that the components are not For more information, refer to Operation and
exposed to contamination from airborne dirt and Maintenance Manual, “Fluid Recommendations”.
debris. When a component is removed from the
system, the exposed fuel connections must be i04135694
closed off immediately with suitable sealing plugs.
The sealing plugs should only be removed when Fuel Injection
the component is reconnected. The sealing plugs
must not be reused. Dispose of the sealing plugs
immediately after use. Contact your nearest Perkins
distributor in order to obtain the correct sealing plugs.
Introduction
New Components
High-pressure lines are not reusable. New
high-pressure lines are manufactured for installation
in one position only. When a high-pressure line is
replaced, do not bend or distort the new line. Internal
damage to the pipe may cause metallic particles to
be introduced to the fuel.
All new fuel filters, high-pressure lines, tube

assemblies, and components are supplied with
sealing plugs. These sealing plugs should only be
removed in order to install the new part. If the new
component is not supplied with sealing plugs then
the component should not be used.
The technician must wear suitable rubber gloves.

The rubber gloves should be disposed of immediately
after completion of the repair in order to prevent
contamination of the system.

32 KENR9124-01
g02450139
Illustration 28
Typical example

KENR9124-01 33
(1) Fuel strainer (5) Secondary fuel filter (9) Pressure relief valve
(2) Electric transfer pump (6) Fuel Injection Pump (10) Electronic unit injector
(3) Primary fuel filter (7) Inlet pressure regulator (11) Fuel cooler (optional)
(4) ECM that is fuel cooled. (8) Fuel manifold (rail) (A) Fuel tank
Fuel is drawn from the fuel tank through a fuel

strainer to an external electric transfer pump. The
fuel then flows to the 10 micron primary fuel filter and
a water separator.
The fuel may flow to a fuel cooled ECM. The fuel

then flows to a 4 micron secondary fuel filter.
The fuel flows from the secondary fuel filter to a

pressure regulator. A pressure regulator that is
installed in the low-pressure fuel system controls the
fuel pressure to the fuel injection pump. The pressure
regulator regulates the fuel at a pressure of 150 kPa
(22 psi) when the engine is at idle speed.
From the pressure regulator, the fuel flows to the fuel

injection pump. The fuel is pumped at an increased
pressure of 200 MPa (29000 psi) to the fuel manifold
(rail).
Fuel that has too high a pressure from the fuel

manifold (rail) returns through the pressure relief
valve to the return line. Fuel that is leak off from the
electronic unit injectors flows to the return line. The
fuel may then flow through an optional fuel cooler on
the way back to the fuel tank.

34 KENR9124-01
High Pressure Fuel System
g02450116
Illustration 29
Typical example
(1) Fuel injection pump (4) Fuel pressure sensor (8) Fuel transfer pump
(2) Fuel temperature sensor (5) Electronic unit injector
(3) Suction control valve for the fuel injection (6) Fuel manifold (rail)
pump (7) Pressure relief valve
The fuel injection pump (1) feeds fuel to the • Fuel transfer pump
high-pressure fuel manifold (rail) (6). The fuel is
at a pressure of 200 MPa (29000 psi). A pressure • Secondary fuel filter
sensor (4) in the high-pressure fuel manifold (rail) (6)
monitors the fuel pressure in the high-pressure fuel • Fuel injection pump
manifold (rail) (6). The ECM controls a suction control
valve (3) in the fuel injection pump (1) in order to • Fuel injectors
maintain the actual pressure in the high-pressure fuel
manifold (6) at the desired level. The high-pressure • Fuel manifold
fuel is continuously available at each injector. The
ECM determines the correct time for activation of the • Pressure relief valve
correct electronic unit injector (5) which allows fuel
to be injected into the cylinder. The leakoff fuel from • Fuel pressure sensor
each injector passes into a drilling which runs along
the inside of the cylinder head. A pipe is connected • Fuel temperature sensor
to the rear of the cylinder head in order to return the
leakoff fuel to the fuel tank. The following list contains examples of both
service and repairs when you must prime the
Components of the Fuel Injection System system:
The fuel injection system has the following • A fuel filter is changed.
mechanical components:
• A low-pressure fuel line is replaced.
• Primary filter/water separator
• The fuel injection pump is replaced.
• Electric transfer pump
• The ECM is replaced.

KENR9124-01 35
For the correct procedure to prime the fuel system, Secondary Fuel Filter
refer to Systems Operation, Testing and Adjusting,
“Fuel System - Prime”.
Primary Filter/Water Separator
g02214536
Illustration 31
Typical example
The secondary fuel filter (1) is located after the

primary fuel filter. The secondary fuel filter (1)
provides a 4 micron filtration level.
Fuel Pump Assembly
g02214535
Illustration 30
Typical example
The primary filter/water separator (1) is located

between the electric lift pump and the secondary fuel
filter. The primary filter/water separator (1) provides a
10 micron filtration level.
The primary filter/water separator can either be

engine mounted or supplied loose. The primary
filter/water separator is supplied with water in fuel
sensor (2).
g02450146
Illustration 32
Typical example

36 KENR9124-01
The fuel pump assembly consists of a low-pressure

transfer pump and a high-pressure fuel injection
pump. The pump assembly is driven from a gear
in the front timing case at engine speed. The fuel
injection pump (1) has two plungers that are driven
by a camshaft. The fuel injection pump (1) delivers
a volume of fuel two times for each revolution. The
stroke of the plungers are fixed.
The injector will use only part of the fuel that is

delivered by each stroke of the pistons in the pump.
The suction control valve (3) for the fuel injection
pump (1) is controlled by the ECM. This maintains
the fuel pressure in the fuel manifold (rail) at the
correct level. A feature of the fuel injection pump (1)
allows fuel to return to the tank continuously.
The fuel temperature sensor (2) measures the

temperature of the fuel. The ECM receives the signal
from the fuel temperature sensor (2). The ECM
calculates the volume of fuel.
The fuel injection pump has the following

operation:
• Generation of high-pressure fuel

The fuel output of the fuel injection pump is controlled
by the ECM in response to changes in the demand of
fuel pressure.
Shutoff
The engine shuts off by preventing the electronic unit
injectors from injecting. The ECM then closes the
suction control valve to prevent the pressure in the
fuel manifold (rail) from increasing.

KENR9124-01 37
Control
g02450148
Illustration 33
Typical example of the electrical control system for the fuel system
(1) Electronic Control Module (ECM) (6) Atmospheric pressure sensor (11) Fuel injection pump
(2) Throttle position sensor (7) Coolant temperature sensor (12) Suction control valve for the fuel
(3) Wastegate regulator (8) Inlet manifold air temperature sensor injection pump
(4) Fuel rail pressure sensor (9) Secondary speed/timing sensor (13) Fuel temperature sensor
(5) Inlet manifold pressure sensor (10) Primary speed/timing sensor (14) Electronic unit injectors

38 KENR9124-01
The ECM determines the quantity, timing, and The fuel injectors contain no serviceable parts apart
pressure of the fuel in order to be injected into the from the O-ring seal and the combustion washer. The
fuel injector. clamp and setscrew are serviced separately.
The ECM uses input from the sensors on the engine. The pressurized fuel from the fuel manifold is injected
These sensors include the speed/timing sensors and into the combustion chamber by the electronic
the pressure sensors. unit injector. The desired injection timing, injection
quantity and injection pattern are controlled by the
The ECM controls the timing and the flow of fuel by ECM depending on engine operating conditions.
actuating the injector solenoid.
The injection process is controlled using a two-way
The amount of fuel is proportional to the duration of valve. The supply of electrical current to the solenoid
the signal to the injector solenoid. controls the two-way valve. When the two-way valve
is not energized the out orifice is closed and there
The ECM controls the fuel pressure by increasing is no fuel leak. In this condition the pressure in the
or decreasing the flow of fuel from the fuel injection control chamber and the pressure at the nozzle
pump. needle are the same. In this condition the spring
pressure on the command piston keeps the needle
closed.
Fuel Injectors
When an injection of fuel is required, the electrical
current from the ECM charges the solenoid, which in
turn energizes the two-way valve and lifts the valve.
When the valve lifts the valve uncovers the out orifice.
The fuel starts to flow and reduces the pressure in the
control chamber. When the pressure difference at the
nozzle needle exceeds the combined pressure of the
control chamber pressure and the spring pressure,
the nozzle lifts to start the injection process. The fuel
coming out of the nozzle is atomized and injected
as a very fine spray.
When the injection needs to be stopped the electrical

current to the solenoid is cut off and the pressure
difference in the control chamber starts increasing.
The increased pressure difference stops the injection
process when the combined pressure exceeds the
nozzle pressure.
The electronic unit injectors can be instructed to inject

fuel multiple times during the combustion process. A
close pilot injection occurs before the main injection.
The close pilot injection helps to reduce NOx and
noise. The main injection period helps to increase the
torque of the engine. The after injection period helps
to reduce the amount of smoke that is produced.
g02290433
Illustration 34
Typical example
(1) Electrical connections
(2) Bolt
(3) Clamp
(4) Combustion washer
(5) O-ring
(6) Fuel inlet
Note: If a replacement electronic unit injector

is installed, the correct injector code must be
programmed into the electronic control module. Refer
to Troubleshooting, “Injector Code - Calibrate” for
more information. The code that is required is located
at Position (X). Record Code (X) before the electronic
unit injector is installed.

KENR9124-01 39
Fuel Manifold The electronic control system has the following

components:
• ECM
• Pressure sensor
• Temperature sensors
• Crankshaft speed/timing sensor
• Camshaft speed/timing sensor
• The suction control valve for the fuel injection pump
• Wastegate solenoid
• Electronic unit injectors
• Soot sensors
g02149309
Illustration 35
Typical example
The fuel manifold (2) stores high-pressure fuel from

the fuel injection pump. The high-pressure fuel will
flow to the injectors.
The fuel pressure sensor (1) measures the fuel

pressure in the fuel manifold (3).
The pressure relief valve (3) will prevent the fuel

pressure from getting too high.
The fuel pressure sensor must be replaced with the

fuel manifold (rail). The pressure relief valve can be
serviced as a separate component.
i04319689
Electronic Control System
Introduction
The engine is designed for electronic control. The
engine has an Electronic Control Module (ECM), a
fuel injection pump and electronic unit injectors. All
of these items are electronically controlled. There
are also a number of engine sensors. The engine is
equipped with an electronically controlled wastegate
system for the turbocharger. The ECM controls the
engine operating parameters through the software
within the ECM and the inputs from the various
sensors. The software contains parameters that
control the engine operation. The parameters include
all of the operating maps and customer-selected
parameters.

40 KENR9124-01
Engines with Series Turbochargers
g02476176
Illustration 36
(1) Air cleaner (12) Exhaust gas valve for the NOx (25) Oil pressure sensor
(2) Air inlet temperature sensor Reduction System (NRS) (26) Atmospheric pressure sensor
(3) Exhaust back pressure valve (13) Air-to-air aftercooler (27) ECM
(4) Diesel Oxidation Catalyst (DOC) and (14) Wastegate regulator (28) Fuel transfer pump
Diesel Particulate Filter (DPF) (15) Outlet pressure sensor for the NOx (29) Primary fuel filter
(5) Inlet temperature sensor for the DPF Reduction System (NRS) (30) Fuel strainer
(6) Soot sensor (16) Engine (31) Boost pressure sensor
(7) Exhaust Cooler for the NOx Reduction (17) Coolant temperature sensor (32) Inlet manifold temperature sensor
System (NRS) (18) Crankshaft speed/timing sensor (33) Transfer pump inlet regulator
(8) Turbochargers (19) Electronic unit injectors (34) Secondary fuel filter
(9) Valve for the NOx Reduction System (20) Fuel cooler (35) Fuel tank
(NRS) (21) Fuel pressure relief valve
(10) Temperature sensor for the NOx (22) Camshaft speed/timing sensor
Reduction System (NRS) (23) Fuel injection pump and fuel
(11) Inlet pressure sensor for the NOx temperature sensor
Reduction System (NRS) (24) Fuel pressure sensor

KENR9124-01 41
Engines with a Single Turbocharger
g02420296
Illustration 37
Typical example
(1) Air cleaner (12) Exhaust gas valve for the NOx (25) Oil pressure sensor
(2) Air inlet temperature sensor Reduction System (NRS) (26) Atmospheric pressure sensor
(3) Exhaust Cooler for the NOx Reduction (13) Air-to-air aftercooler (27) ECM
System (NRS) (14) Wastegate regulator (28) Fuel transfer pump
(4) Exhaust back pressure valve (15) Outlet pressure sensor for the NOx (29) Primary fuel filter
(5) Diesel Oxidation Catalyst (DOC) and Reduction System (NRS) (30) Fuel strainer
Diesel Particulate Filter (DPF) (16) Engine (31) Inlet manifold pressure sensor
(6) DPF inlet temperature sensor (17) Coolant temperature sensor (32) Inlet manifold air temperature sensor
(7) Soot sensor (18) Crankshaft speed/timing sensor (33) Transfer pump inlet regulator
(8) Turbocharger (19) Electronic unit injectors (34) Secondary fuel filter
(9) Valve for the NOx Reduction System (20) Fuel cooler (35) Fuel tank
(NRS) (21) Fuel pressure relief valve
(10) Temperature sensor for the NOx (22) Camshaft speed/timing sensor
Reduction System (NRS) (23) Fuel injection pump and fuel
(11) Inlet pressure sensor for the NOx temperature sensor
Reduction System (NRS) (24) Fuel pressure sensor
Sensor Locations for the Engine

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

42 KENR9124-01
g02476638
Illustration 38
(1) Coolant temperature sensor (8) Engine oil pressure sensor (13) Outlet pressure sensor for the NOx
(2) Fuel pressure sensor (9) Fuel temperature sensor Reduction System (NRS)
(3) Inlet manifold temperature sensor (10) Suction control valve for the fuel (14) Exhaust gas valve for the NOx
(4) Boost pressure sensor injection pump Reduction System (NRS)
(5) Electronic Control Module (ECM) (11) Wastegate regulator (15) Temperature sensor for the NOx
(6) Atmospheric pressure sensor (12) Inlet pressure sensor for the NOx Reduction System (NRS)
(7) Crankshaft speed/timing sensor Reduction System (NRS)

KENR9124-01 43
g02476647
Illustration 39
(16) Exhaust back pressure valve (18) Water in fuel switch (20) Electric fuel transfer pump
(17) Camshaft speed/timing sensor (19) Oil level switch (if equipped)
g02476653
Illustration 40
(1) Coolant temperature sensor (3) Inlet manifold temperature sensor (5) Electronic Control Module (ECM)
(2) Fuel pressure sensor (4) Boost pressure sensor

44 KENR9124-01
g02476657
Illustration 41
(6) Atmospheric pressure sensor (7) Crankshaft speed/timing sensor (8) Engine oil pressure sensor
g02476662
Illustration 42
(9) Fuel temperature sensor (11) Wastegate regulator (13) Outlet pressure sensor for the NOx
(10) Suction control valve for the fuel (12) Inlet pressure sensor for the NOx Reduction System (NRS)
injection pump Reduction System (NRS)

KENR9124-01 45
g02476672
Illustration 43
(14) Exhaust gas valve for the NOx (15) Temperature sensor for the NOx (16) Exhaust back pressure valve
Reduction System (NRS) Reduction System (NRS)
g02476674
Illustration 44
(17) Camshaft speed/timing sensor

46 KENR9124-01
g02476676
Illustration 45
(18) Water in fuel switch (19) Oil level switch (if equipped) (20) Electric fuel transfer pump
Sensor Locations for the Clean

Emissions Module
g02395776
Illustration 46
(1) Temperature sensor (3) Soot sensor connection (5) Soot sensor connection
(2) Connector for temperature sensor (4) Aftertreatment identification module (6) Soot sensor module
Note: The location of the soot sensor module will

depend on the application.

KENR9124-01 47
ECM The ECM has an excellent record of reliability. Any

problems in the system are most likely to be the
connectors and the wiring harness. The ECM should
be the last item in troubleshooting the engine.
The programmable software contains all the fuel

setting information. The information determines the
engine performance.
Flash programming is the method of programming

or updating the programmable software. Refer
to Troubleshooting, “Flash Programming” for
the instructions on the flash programming of the
programmable software.
The ECM is sealed and the ECM needs no routine

adjustment or maintenance.
Engine Speed
The electronic controls determine the injection timing,
the amount of fuel that is delivered to the cylinders
and the intake manifold pressure if an electronically
controlled wastegate is installed. These decisions
are based on the actual conditions and the desired
conditions at any given time.
The ECM has software that compares the desired

g01926054 engine speed to the actual engine speed. The actual
Illustration 47
engine speed is determined through the crankshaft
Typical example speed/timing sensor and the camshaft speed/timing
sensor. If the desired engine speed is greater than
The Electronic Control Module (ECM) (1) functions the actual engine speed, the ECM will instruct the
as a governor and a computer for the fuel system. electronic unit injector to inject more fuel in order to
The ECM receives signals from the sensors in order increase engine speed.
to control the timing and the engine speed.
The electronic system consists of the ECM, the

Timing Considerations
engine sensors, and inputs from the parent machine.
Once the ECM has determined the amount of fuel
The ECM is the computer. The personality module
that is required, the software must determine the
is the software for the computer. The personality
timing of the fuel injection. Fuel injection timing is
module contains the operating maps. The operating
determined by the ECM after considering input from
maps define the following characteristics of the
the following components:
engine:
• Engine coolant temperature sensor
• Engine rating
• The sensor for the intake manifold air temperature
• Torque curves
• High and low idle speed (rpm) • The sensor for the intake manifold pressure
• Emissions
• Injection timing
The factory passwords restrict changes to authorized
personnel. Factory passwords are required to clear
any event code. Refer to Troubleshooting, “Factory
Passwords” for more information on the passwords.

48 KENR9124-01
At start-up, the ECM determines the top center Diagnostic Codes

position of the number 1 cylinder from the secondary
speed/timing sensor in the fuel injection pump. When the ECM detects an electronic system problem,
The ECM decides when fuel injection should occur the ECM generates a diagnostic code. Also, the ECM
relative to the top center position. The ECM optimizes logs the diagnostic code in order to indicate the time
engine performance by control of each of the of the problems occurrence. The ECM also logs the
electronic unit injectors so that the required amount number of occurrences of the problem. Diagnostic
of fuel is injected at the precise point of the engines codes are provided in order to indicate that the ECM
cycle. The electronic unit injectors are supplied has detected an electrical problem or an electronic
high-pressure fuel from the fuel manifold. The ECM problem with the engine control system. In some
also provides the signal to the solenoid in the fuel cases, the engine performance can be affected when
injection pump. The solenoid in the fuel injection the condition that is causing the code exists.
pump controls a valve in the fuel injection pump. This
valve controls the pressure in the fuel manifold. Fuel If the operator indicates that a performance problem
that is not required for the engine is diverted away occurs, the diagnostic code may indicate the cause
from the fuel injection pump back to the fuel tank. of the problem. Use a laptop computer to access
the diagnostic codes. The problem should then be
The ECM adjusts injection timing and fuel pressure corrected.
for the best engine performance, the best fuel
economy, and the best control of exhaust emissions. Event Codes
The actual timing can be viewed with an electronic
service tool. Also, the desired timing can be viewed Event Codes are used to indicate that the ECM has
with an electronic service tool. detected an abnormal engine operating condition.
The ECM will log the occurrence of the event code.
Fuel Injection This does not indicate an electrical malfunction or
an electronic malfunction. If the temperature of the
The programmable software inside the ECM sets coolant in the engine is higher than the permitted
certain limits on the amount of fuel that can be limit, then the ECM will detect the condition. The
injected. ECM will then log an event code for the condition.
The FRC Limit is a limit that is based on intake

manifold air pressure and engine rpm. The FRC
Passwords
Limit is used to control the air/fuel ratio in order to
System Configuration Parameters are protected by
control the engines exhaust emissions. When the
factory passwords. This will prevent unauthorized
ECM senses a higher intake manifold air pressure,
reprogramming of the system and the unauthorized
the ECM increases the FRC Limit. A higher intake
removal of logged events. Factory passwords are
manifold air pressure indicates that there is more air
calculated on a computer system that is available
in the cylinder. When the ECM increases the FRC
only to Perkins distributors. Since factory passwords
Limit, the ECM allows more fuel into the cylinder.
contain alphabetic characters, only an electronic
service tool may change System Configuration
The Rated Fuel Limit is a limit that is based on the
Parameters. System Configuration Parameters affect
power rating of the engine and on the engine rpm.
the power rating or the emissions. Passwords also
The Rated Fuel Limit enables the engine power and
allow the customer to control certain programmable
torque outputs to conform to the power and torque
engine parameters.
curves of a specific engine model.
Refer to Troubleshooting, “Programming Parameters”
These limits are in the programmable software and
and Troubleshooting, “Factory Passwords”.
these limits cannot be changed.
The ECM controls the following characteristics:
• Boost pressure
• Operation of the NOx reduction system

KENR9124-01 49
Speed/Timing Sensors The secondary speed/timing sensor is located on the

right-hand side of the cylinder block toward the rear
of the engine. The secondary speed/timing sensor
generates a signal that is related to the camshaft
position. The secondary speed/timing sensor detects
the movement of the teeth on the timing ring (2) for
the camshaft. The signal that is generated by the
speed/timing sensor is transmitted to the ECM. The
ECM calculates the speed and the rotational position
of the engine by using the signal. The secondary
speed/timing sensor is required for starting purposes.
g02155463
Illustration 48
Typical example
The primary speed/timing sensor is located on the

left-hand side of the cylinder block close to the
flywheel housing. The primary speed/timing sensor
generates a signal by detecting the movement of the
teeth that are located on the crankshaft timing ring
(1). The signal that is generated by the speed/timing
sensor is transmitted to the ECM. The ECM uses the
signal from the speed/timing sensor to calculate the
position of the crankshaft. The signal is also used to
determine the engine speed.
g02476196
Illustration 49
Typical example

50 KENR9124-01
g01878676
Illustration 50
Schematic for speed/timing sensor
When the engine is cranking, the ECM uses the

signal from the speed/timing sensor on the camshaft.
When the engine is running the ECM uses the signal
from the speed/timing sensor on the crankshaft. This
speed/timing sensor is the primary source of the
engine position.
Pressure Sensors
g02139716
Illustration 51
Schematic for the pressure sensors
The boost pressure sensor and the engine oil The boost pressure sensor provides the ECM with a
pressure sensor are active sensors. measurement of inlet manifold pressure in order to
control the air/fuel ratio. This will reduce the engine
smoke during transient conditions.

KENR9124-01 51
The operating range of the boost pressure sensors is

39 to 400 kPa (6 to 58 psi).
The engine oil pressure sensor provides the ECM

with a measurement of engine oil pressure. The ECM
can warn the operator of possible conditions that can
damage the engine. This includes the detection of
an oil filter that is blocked.
The operating range for the engine oil pressure

sensor ......................... 13 to 1200 kPa (2 to 174 psi)
Temperature Sensors
g02139713
Illustration 52
Schematic for the engine temperature sensors
g02139706
Illustration 53
Schematic for the temperature sensors for the engine aftertreatment system
The air inlet temperature sensor and the coolant The operating range for the sensors ... −40° to 125°C
temperature sensor are passive sensors. Each (−40° to 257°F)
sensor provides a temperature input to the ECM. The
ECM controls following operations: The operating range for the fuel temperature
sensor ....................... −40° to 120°C (−40° to 248°F)
• Fuel delivery
The sensors are also used for engine monitoring.
• Injection timing

52 KENR9124-01
Sensors for the NOx Reduction

System (NRS)
g02139786
Illustration 54
A typical example of a schematic of the position sensors for the NOx Reduction System (NRS)
i04252009
Power Sources
Introduction
The engine supplies power to the ECM. The ECM
powers the following components:
• All sensors on the engine

• The suction control valve for the fuel injection pump
• The solenoid for the wastegate
• Diagnostic connector
• Electronic unit injectors
The glow plugs are powered directly from the battery.

KENR9124-01 53
ECM Power Supply
g02423278
Illustration 55
Typical example
The power supply to the ECM and the system is

drawn from the 24 V or the 12 V battery. The power
supply for the ECM has the following components:
• Battery
• Disconnect switch
• Ignition keyswitch
• Fuses
• Ground bolt
• ECM connector
• Machine interface connector
The Schematic for the ECM shows the main
components for a typical power supply circuit. Battery
voltage is normally connected to the ECM. The input
from the ignition keyswitch turns on the ECM.
The wiring harness can be bypassed for

troubleshooting purposes.
The display screen on the electronic service tool can

be used in order to check the voltage supply.

54 KENR9124-01
Power Supply for the Pressure

Sensors
g02139716
Illustration 56
Schematic for pressure sensors
The ECM supplies 5 VDC volts through the ECM

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

KENR9124-01 55
Power Supply for the Glow plugs
g02149319
Illustration 57
Typical example
i04248617 Air-To-Air Aftercooler – An air-to-air aftercooler is a

device that is used on turbocharged engines in order
Glossary of Electronic Control to cool inlet air that has undergone compression. The
Terms inlet air is cooled after the inlet air passes through
the turbocharger. The inlet air is passed through an
aftercooler (heat exchanger) that uses ambient air for
cooling. The inlet air that has been cooled advances
Active Diagnostic Code – An active diagnostic to the inlet manifold.
code alerts the operator or the service technician that
an electronic system malfunction is currently present. Alternating Current (AC) – Alternating current is an
Refer to the term “Diagnostic Trouble Code” in this electric current that reverses direction at a regular
glossary. interval that is reoccurring.
Aftertreatment – Aftertreatment is a system that is Before Top Center (BTC) – BTC is the 180 degrees
used to remove pollutants from exhaust gases. The of crankshaft rotation before the piston reaches the
system consists of a Diesel Oxidation Catalyst (DOC) top center position in the normal direction of rotation.
and a Catalyzed Diesel Particulate Filter (CDPF).
Inlet Manifold Pressure – The difference between
the turbocharger outlet pressure and atmospheric
pressure is commonly referred to as inlet manifold
pressure. The sensor for the inlet manifold air
pressure measures the amount of boost.

56 KENR9124-01
Breakout Harness – The breakout harness is a Desired Engine Speed – The desired engine speed
test harness that is designed to connect into the is input to the electronic governor within the ECM.
engine harness. This connection allows a normal The electronic governor uses the signal from the
circuit operation and the connection simultaneously throttle position sensor, the engine speed/timing
provides a Breakout T in order to measure the sensor, and other sensors in order to determine the
signals. desired engine speed.
Bypass Circuit – A bypass circuit is a circuit that is Diagnostic Trouble Code – A diagnostic trouble
used as a substitute circuit for an existing circuit. A code is sometimes referred to as a fault code. These
bypass circuit is typically used as a test circuit. codes indicate an electronic system malfunction.
CAN Data Link (see also J1939 CAN Data Link) – Diagnostic Lamp – A diagnostic lamp is sometimes
The CAN Data Link is a serial communications called the check engine light. The diagnostic lamp
port that is used for communication with other is used to warn the operator of the presence of an
microprocessor-based devices. active diagnostic code. The diagnostic lamps are
red and orange. The lamp may not be included in
Catalyzed Diesel Particulate Filter – The Catalyzed all applications.
Diesel Particulate Filter (CDPF) filters particulates
from the exhaust gases. A coating on the internal Diesel Oxidation Catalyst – The Diesel Oxidation
surfaces reacts with the hot exhaust gases in order Catalyst is also known as the (DOC). The DOC is a
to burn off the particulates. This process prevents the device in the exhaust system that oxidizes certain
CDPF from becoming blocked with soot. elements in the exhaust gases. These elements
can include carbon monoxide (CO), hydrocarbons
Code – Refer to “Diagnostic Trouble Code”. and the soluble organic fraction (SOF) of particulate
matter.
Cold Mode – Cold mode is a mode for cold starting
and for cold engine operation. This mode is used for Digital Sensor Return – The common line (ground)
engine protection, reduced smoke emissions, and from the ECM is used as ground for the digital
faster warm-up time. sensors.
Communication Adapter Tool – The Digital Sensors – Digital sensors produce a pulse
communication adapter provides a communication width modulated signal. Digital sensors are supplied
link between the ECM and the Electronic Service with power from the ECM.
Tool.
Digital Sensor Supply – The power supply for the
Coolant Temperature Sensor – The coolant digital sensors is provided by the ECM.
temperature sensor detects the engine coolant
temperature for all normal operating conditions and Direct Current (DC) – Direct current is the type of
for engine monitoring. current that flows consistently in only one direction.
Customer Specified Parameters – A customer DT, DT Connector, or Deutsch DT – This is a

specified parameter is a parameter that can be type of connector that is used on this engine. The
changed in the ECM with the Electronic Service Tool. connectors are manufactured by Deutsch.
A customer specified parameter's value is set by
the customer. These parameters are protected by Duty Cycle – See “Pulse Width Modulation”.
customer passwords.
Electronic Engine Control – The electronic
Data Link – The Data Link is a serial communication engine control is a complete electronic system.
port that is used for communication with other The electronic engine control monitors the engine
microprocessor-based devices. operation under all conditions. The electronic engine
control also controls the engine operation under all
Derate – Certain engine conditions will generate conditions.
event codes. Also, engine derates may be applied.
The map for the engine derate is programmed into Electronic Control Module (ECM) – The ECM
the ECM software. The derate can be one or more is the control computer of the engine. The ECM
of three types: reduction of rated power, reduction of provides power to the electronics. The ECM monitors
rated engine speed, and reduction of rated machine data that is input from the sensors of the engine. The
speed for OEM products. ECM acts as a governor in order to control the speed
and the power of the engine.

KENR9124-01 57
Electronic Service Tool – The electronic service 5 – The current is below normal or the circuit is open.
tool is used for diagnosing various electronic controls
and the electronic service tool is also used for 6 – The current is above normal or the circuit is
programming various electronic controls. grounded.
Engine Monitoring – Engine Monitoring is the part 7 – The mechanical system is not responding
of the electronic engine control that monitors the properly.
sensors. This also warns the operator of detected
problems. 8 – There is an abnormal frequency, an abnormal
pulse width, or an abnormal time period.
Engine Oil Pressure Sensor – The engine oil
pressure sensor measures engine oil pressure. The 9 – There has been an abnormal update.
sensor sends an electronic signal to the ECM that is
dependent on the engine oil pressure. 10 – There is an abnormal rate of change.
Engine Speed/Timing Sensor – An engine 11 – The failure mode is not identifiable.

speed/timing sensor is a hall effect switch that
provides a digital signal to the ECM. The ECM 12 – The device or the component is damaged.
interprets this signal as the crankshaft position and
the engine speed. Two sensors are used to provide 13 – The device requires calibration.
the speed and timing signals to the ECM. The primary
sensor is associated with the crankshaft and the 14 – There is a special instruction for the device.
secondary sensor is associated with the camshaft.
15 – The signal from the device is high (least severe).
Estimated Dynamic Timing – Estimated dynamic
timing is the estimate of the actual injection timing 16 – The signal from the device is high (moderate
that is calculated by the ECM. severity).
Event Code – An event code may be activated 17 – The signal from the device is low (least severe).
in order to indicate an abnormal engine operating
condition. These codes usually indicate a mechanical 18 – The signal from the device is low (moderate
problem instead of an electrical system problem. severity).
Exhaust Back Pressure Valve – The exhaust back 19 – There is an error in the data from the device.
pressure valve regulates the gas pressure in the
exhaust system. The valve can restrict the flow of 31 – The device has failed and the engine has shut
exhaust gases in order to increase the exhaust back down.
pressure. An increase in exhaust back pressure will
increase the temperature of the exhaust gases which Flash File – This file is software that is inside
will improve the process that burns off the soot in the the ECM. The file contains all the instructions
CDPF. (software) for the ECM and the file contains the
performance maps for a specific engine. The file may
Failure Mode Identifier (FMI) – This identifier be reprogrammed through flash programming.
indicates the type of failure that is associated with
the component. The FMI has been adopted from the Flash Programming – Flash programming is the
SAE practice of J1587 diagnostics. The FMI follows method of programming or updating an ECM with
the parameter identifier (PID) in the descriptions of an electronic service tool over the data link instead
the fault code. The descriptions of the FMIs are in of replacing components.
the following list.
Fuel Injection Pump – This item is sometimes
0 – The data is valid but the data is above the normal referred to as the High Pressure Fuel Pump. This
operational range. is a device that supplies fuel under pressure to the
fuel manifold (rail).
1 – The data is valid but the data is below the normal
operational range. Fuel Manifold (Rail) – This item is sometimes
referred to as the High Pressure Fuel Rail. The fuel
2 – The data is erratic, intermittent, or incorrect. rail supplies fuel to the electronic unit injectors. The
fuel injection pump and the fuel pressure sensor work
3 – The voltage is above normal or the voltage is with the ECM in order to maintain the desired fuel
shorted high. pressure in the fuel rail. This pressure is determined
by calibration of the engine in order to enable
4 – The voltage is below normal or the voltage is the engine to meet emissions and performance
shorted low. requirements.

58 KENR9124-01
Fuel Manifold (Rail) Pressure Sensor – The fuel Injector Trim Codes – Injector trim codes are codes
rail pressure sensor sends an electronic signal to the that contain 30 characters. The codes are supplied
ECM that is dependent on the pressure of the fuel with new injectors. The code is input through the
in the fuel rail. electronic service tool into the ECM. The injector trim
codes compensate for variances in manufacturing
Fuel Pump – See “Fuel Injection Pump”. of the electronic unit injector and for the life of the
electronic unit injector.
Fuel Ratio Control (FRC) – The FRC is a limit that
is based on the control of the fuel to the air ratio. The Inlet Manifold Air Temperature Sensor – The
FRC is used for emission control. When the ECM inlet manifold air temperature sensor detects the
senses a higher turbocharger outlet pressure, the air temperature in the inlet manifold. The ECM
ECM increases the limit for the FRC in order to allow monitors the air temperature and other data in the
more fuel into the cylinders. inlet manifold in order to adjust injection timing and
other performance functions.
The Suction Control Valve for the Fuel Injection
Pump – This is sometimes referred to as the High Inlet Manifold Pressure Sensor – The Inlet
Pressure Fuel Rail Pump Sunction Control Valve. Manifold Pressure Sensor measures the pressure in
This is a control device in the fuel injection pump. the inlet manifold. The pressure in the inlet manifold
The ECM controls the pressure in the fuel rail by may be different to the pressure outside the engine
using this valve to divert excess fuel from the pump (atmospheric pressure). The difference in pressure
to the fuel tank. may be caused by an increase in air pressure by a
turbocharger.
Full Load Setting (FLS) – The FLS is the number
that represents the fuel system adjustment. This Integrated Electronic Controls – The engine is
adjustment is made at the factory in order to fine-tune designed with the electronic controls as a necessary
the fuel system. The correct value for this parameter part of the system. The engine will not operate
is stamped on the engine information ratings plate. without the electronic controls.
This parameter must be programmed.
J1939 CAN Data Link – This data link is a SAE
Glow Plug – The glow plug is an optional starting aid standard diagnostic communications data link that is
for cold conditions. One glow plug is installed in each used to communicate between the ECM and other
combustion chamber in order to improve the ability of electronic devices.
the engine to start. The ECM uses information from
the engine sensors such as the engine temperature Logged Diagnostic Codes – Logged diagnostic
to determine when the glow plug relay must provide codes are codes which are stored in the memory.
power to each glow plug. Each of the glow plugs These codes are an indicator of possible causes for
then provides a very hot surface in the combustion intermittent problems. Refer to the term “Diagnostic
chamber in order to vaporize the mixture of air and Trouble Codes” for more information.
fuel. This improves ignition during the compression
stroke of the cylinder. NOx Reduction System – The NOx Reduction
System recycles a portion of the exhaust gases back
Glow Plug Relay – The glow plug relay is controlled into the inlet air in order to reduce the amount of
by the ECM in order to provide high current to the oxides of nitrogen (NOx) in the exhaust gases. The
glow plugs that are used in the starting aid system. recycled exhaust gas passes through a cooler before
being introduced into the inlet air.
Harness – The harness is the bundle of wiring
(loom) that connects all components of the electronic OEM – OEM is an abbreviation for the Original
system. Equipment Manufacturer. This is the manufacturer of
the machine or the vehicle that uses the engine.
Hertz (Hz) – Hertz is the measure of frequency in
cycles per second. Open Circuit – An open circuit is a condition that is
caused by an open switch, or by an electrical wire
High Pressure Fuel Rail Pump – See “Fuel or a connection that is broken. When this condition
Injection Pump”. exists, the signal or the supply voltage can no longer
reach the intended destination.
High Pressure Fuel Rail Pump Suction Control
Valve – See “The Suction Control Valve for the Fuel Parameter – A parameter is a value or a limit that
Injection Pump”. is programmable. This helps determine specific
characteristics or behaviors of the engine.
High Pressure Fuel Rail – See “Fuel Manifold
(Rail)”.

KENR9124-01 59
Password – A password is a group of numeric Relay – A relay is an electromechanical switch. A

characters or a group of alphanumeric characters flow of electricity in one circuit is used to control the
that is designed to restrict access to parameters. The flow of electricity in another circuit. A small current or
electronic system requires correct passwords in order voltage is applied to a relay in order to switch a much
to change some parameters (Factory Passwords). larger current or voltage.
Refer to Troubleshooting, “Factory Passwords” for
more information. Secondary Speed/Timing Sensor – This sensor
determines the position of the camshaft during engine
Programmable Software – The software is operation. If the primary speed/timing sensor fails
programmed into the ECM. The software contains during engine operation, the secondary speed/timing
all the instructions (software) for the ECM and the sensor is used to provide the signal.
software contains the performance maps for a
specific engine. The software may be reprogrammed Sensor – A sensor is used to detect a change in
through flash programming. the pressure, in the temperature, or in mechanical
movement. When any of these changes are detected,
Power Cycling – Power cycling refers to the action a sensor converts the change into an electrical signal.
of cycling the keyswitch from any position to the OFF
position, and to the START/RUN position. Short Circuit – A short circuit is a condition that has
an electrical circuit that is inadvertently connected to
Primary Speed/Timing Sensor – This sensor an undesirable point. An example of a short circuit
determines the position of the crankshaft during is a wire which rubs against a vehicle frame and
engine operation. If the primary speed/timing this rubbing eventually wears off the wire insulation.
sensor fails during engine operation, the secondary Electrical contact with the frame is made and a short
speed/timing sensor is used to provide the signal. circuit results.
Pulse Width Modulation (PWM) – The PWM is a Signal – The signal is a voltage or a waveform that
signal that consists of pulses that are of variable is used in order to transmit information typically from
width. These pulses occur at fixed intervals. The ratio a sensor to the ECM.
of “TIME ON” versus total “TIME OFF” can be varied.
This ratio is also referred to as a duty cycle. Suction Control Valve (SCV) – The SCV is a
control device in the high-pressure fuel pump. The
ECM controls the pressure in the fuel rail by using
this valve to control the amount of fuel that enters
the chambers in the pump.
Supply Voltage – The supply voltage is a continuous

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

configuration parameters are parameters that affect
emissions and/or operating characteristics of the
g00284479
Illustration 58 engine.
Rated Fuel Limit – This is a limit that is based on Tattletale – Certain parameters that affect the
the power rating of the engine and on the engine rpm. operation of the engine are stored in the ECM.
The Rated Fuel Limit enables the engine power and These parameters can be changed by use of the
torque outputs to conform to the power and torque electronic service tool. The tattletale logs the number
curves of a specific engine model. These limits are in of changes that have been made to the parameter.
the flash file and these limits cannot be changed. The tattletale is stored in the ECM.
Reference Voltage – Reference voltage is a “T” Harness – This harness is a test harness that
regulated voltage and a steady voltage that is is designed to permit normal circuit operation and
supplied by the ECM to a sensor. The reference the measurement of the voltage simultaneously.
voltage is used by the sensor to generate a signal Typically, the harness is inserted between the two
voltage. ends of a connector.
Throttle Position – The throttle position is the

interpretation by the ECM of the signal from the
throttle position sensor or the throttle switch.

60 KENR9124-01
Throttle Position Sensor – The throttle position

sensor is an electronic sensor that is usually
connected to an accelerator pedal or a hand lever.
This sensor sends a signal to the ECM that is used
to calculate desired engine speed.
Throttle Switch – The throttle switch sends a signal

to the ECM that is used to calculate desired engine
speed.
Top Center Position – The top center position refers

to the crankshaft position when the engine piston
position is at the highest point of travel. The engine
must be turned in the normal direction of rotation in
order to reach this point.
Total Tattletale – The total tattletale is the total

number of changes to all the parameters that are
stored in the ECM.
Wait To Start Lamp – This is a lamp that is included

in the cold starting aid circuit in order to indicate when
the wait to start period has expired. The glow plugs
have not deactivated at this point in time.
Wastegate – This is a device in a turbocharged

engine that controls the maximum boost pressure
that is provided to the inlet manifold.
Wastegate Regulator – The wastegate regulator

controls the pressure in the intake manifold to a
value that is determined by the ECM. The wastegate
regulator provides the interface between the ECM
and the wastegate.

KENR9124-01 61
Testing and Adjusting i04103212
Section Air in Fuel - Test
Fuel System Table 1

Required Tools
i04081693 Part
Tool Number Part Description Qty
Fuel System - Inspect A T400024 Sight gauge 1
NOTICE
NOTICE Ensure that all adjustments and repairs that are
Ensure that all adjustments and repairs that are carried out to the fuel system are performed by
carried out to the fuel system are performed by authorized personnel that have the correct train-
authorized personnel that have the correct training.
ing.
Before beginning ANY work on the fuel system, re-
Before beginning ANY work on the fuel system, refer to Operation and Maintenance Manual, “Gen-
fer to Operation and Maintenance Manual, “Gen- eral Hazard Information and High Pressure Fuel
eral Hazard Information and High Pressure Fuel Lines” for safety information.
Lines” for safety information.
Refer to Systems Operation, Testing and Adjust-
Refer to Systems Operation, Testing and Adjust- ing, “Cleanliness of Fuel System Components” for
ing, “Cleanliness of Fuel System Components” for detailed information on the standards of cleanli-
detailed information on the standards of cleanliness that must be observed during ALL work on
ness that must be observed during ALL work on the fuel system.
the fuel system.
Note: Ensure that the tools are stored with the caps
A problem with the components that transport fuel in place. Store the tools in a clean plastic bag.
to the engine can cause low fuel pressure. This can
decrease engine performance. 1. Ensure that the fuel level in the fuel tank is above
the level of the suction pipe in the fuel tank.
1. Check the fuel level in the fuel tank. Ensure that
the vent in the fuel cap is not filled with dirt. 2. Inspect the fuel system thoroughly for leaks. If
necessary, repair the fuel system.
2. Check that the valve in the fuel return line is open
before the engine is started. 3. Check all low-pressure fuel lines from the fuel
tank for restrictions. Replace any damaged
3. Check all low-pressure fuel lines for fuel leakage. components.
The fuel lines must be free from restrictions and
faulty bends. Verify that the fuel return line is not 4. Prime the fuel system. Refer to Operation and
collapsed. Maintenance Manual, “Fuel System - Prime” for
the correct procedure. If the electric fuel transfer
4. Install new fuel filters. pump is not operating, refer to Troubleshooting,
“Fuel Pump Relay Circuit - Test”.
5. Cut the old filter open with a suitable filter cutter.
Inspect the filter for excess contamination. 5. Start the engine. Refer to Operation and
Determine the source of the contamination. Make Maintenance Manual, “Starting the Engine” for
the necessary repairs. the correct procedure. Check if the problem has
been resolved. Run the engine at low idle speed
for 5 minutes.
6. Stop the engine. Refer to Operation and

Maintenance Manual, “Stopping the Engine” for
the correct procedure.

62 KENR9124-01
g02305093
Illustration 59
Typical example
7. If necessary, remove the low-pressure fuel line

from the retaining clips. Remove the low-pressure
fuel line from the inlet connection (1) of the
secondary fuel filter base.
Note: Ensure that the low-pressure fuel lines are

not deformed.
g02352952
Illustration 60
8. Connect Tooling (A) to the low-pressure fuel line 9. Prime the fuel system. Refer to Operation and
and the secondary fuel filter base. Connect the Maintenance Manual, “Fuel System - Prime” for
open end of the tube to the inlet connection (1) of the correct procedure.
the secondary fuel filter base. Ensure that Tooling
(A) is secured and clear of rotating parts. 10. Start the engine. Refer to Operation and
Maintenance Manual, “Starting the Engine” for the
correct procedure. Refer to steps 10.a to 10.d for
the procedure for testing the air in fuel.

KENR9124-01 63
a. Run the engine a low idle speed.
b. Run the engine for 2 minutes. There should

be no air in the fuel flow through the sight
tube. Small bubbles that are spaced more
than 2.5 cm (1.0 inch) are acceptable. Do not
manipulate the connections during the test for
the air in fuel.
c. The presence of large bubbles or a continuous

stream of bubbles indicates a leak.
d. Investigate potential leaks and rectify any

potential leaks in the low-pressure fuel system.
Check for leaks in the connections of the inline
fuel strainer. Check for leaks between the fuel
tank and the inlet at the fuel transfer pump. If
necessary, replace the low-pressure fuel lines.
11. Remove Tooling (A). Reconnect the low-pressure

lines.
g01907734
Illustration 61
12. Prime the fuel system. Refer to Operation and Typical example
Maintenance Manual, “Fuel System - Prime” for
i04319691
Finding Top Center Position

for No. 1 Piston
Table 2
Required Tools
Tool Part Number Part Description Qty
A(1) 21825576 Crankshaft Turning Tool 1
27610291 Barring Device Housing 1
A(2)
27610289 Gear 1
B 27610212 Timing Pin (Camshaft) 1
C T400014 Timing Pin (Crankshaft) 1 g01907735
Illustration 62
(1) The Crankshaft Turning Tool is used on the front pulley.
(2) Typical example
This Tool is used in the aperture for the electric starting motor.
Note: Either Tooling (A) can be used. Use the Tooling 2. Use Tooling (A) in order to rotate the crankshaft
that is most suitable. until the Hole (X) in the camshaft gear (1) aligns
with the hole in the front housing. Refer to
1. Remove the front cover. Refer to Disassembly and illustration 61. Remove the plug (2) from the
Assembly, “Front Cover - Remove and Install”. cylinder block. Install Tooling (C) into the Hole (Y)
in the cylinder block. Use Tooling (C) in order to
lock the crankshaft in the correct position.
Note: Do not use excessive force to install Tooling

(C). Do not use Tooling (C) to hold the crankshaft
during repairs.

64 KENR9124-01
3. Install Tooling (B) through the hole (X) in the

camshaft gear (1) into the front housing. Use
Tooling (B) in order to lock the camshaft in the
correct position.
i04319681
Fuel Injection Timing - Check
Table 3
Required Tools
A(2)
27610289 Gear 1
B T400014 Timing Pin (Crankshaft) 1
g02337216
Illustration 63
Timing Pin (Fuel Injection
C T400015 1
Pump) Typical example
(2) This Tool is used in the aperture for the electric starting motor.
2. Install Tooling (C) into hole in adapter plate
at Position (Y). Use Tooling (A) to rotate the
crankshaft until Tooling (C) locates into the slot in
NOTICE the gear for the fuel injection pump.
Ensure that all adjustments and repairs that are
carried out to the fuel system are performed by
authorized personnel that have the correct train-
ing.
Before beginning ANY work on the fuel system, re-

fer to Operation and Maintenance Manual, “Gen-
eral Hazard Information and High Pressure Fuel
Lines” for safety information.
Refer to Systems Operation, Testing and Adjust-

ing, “Cleanliness of Fuel System Components” for
detailed information on the standards of cleanli-
ness that must be observed during ALL work on
the fuel system.
This procedure must be done before any of the

following:
• Removal of the fuel injection pump.

• The bolts that hold the fuel injection pump to the Illustration 64
g01958182
front housing are loosened. Typical example
1. If necessary, install the fuel injection pump. Refer 3. Remove plug (1) from the cylinder block. If
to Disassembly and Assembly, “Fuel Injection necessary, use Tooling (A) in order to rotate the
Pump - Install” for the correct procedure. crankshaft until the number one piston is at the
top center position.
Note: The number one piston may be on the

compression stroke or the exhaust stroke.

KENR9124-01 65
4. Install Tooling (B) into Hole (X) in the cylinder 3. If fuel quality is still suspected as a possible
block. Use Tooling (B) in order to locate the cause to problems regarding engine performance,
crankshaft in the correct position. disconnect the fuel inlet line. Temporarily operate
the engine from a separate source of fuel that
Note: Do not use excessive force to install Tooling is known to be good. This will determine if the
(B). Do not use Tooling (B) to hold the crankshaft problem is caused by fuel quality. If fuel quality
during repairs. is determined to be the problem, drain the
fuel system and replace the fuel filters. Engine
5. Remove Tooling (C) from the adapter plate. performance can be affected by the following
characteristics:
6. Remove Tooling (B) from the cylinder block.
• Cetane number of the fuel
i04026058
• Viscosity of the fuel
Fuel Quality - Test
• Lubricity of the fuel
• Air in the fuel
Note: Refer to Systems Operation, Testing
and Adjusting, “Cleanliness of Fuel System • Other fuel characteristics
Components” for detailed information on the
standards of cleanliness that must be observed Refer to Operation and Maintenance Manual,
during ALL work on the fuel system. “Fuel Recommendations” for more information on
the cetane number of the fuel.
Ensure that all adjustments and repairs are performed
by authorized personnel that have had the correct i04081709
training.
Fuel System - Prime
Use the following procedure to test for problems
regarding fuel quality:
1. Determine if water and/or contaminants are Note: Refer to Systems Operation, Testing,
present in the fuel. Check the water separator. and Adjusting, “Cleanliness of Fuel System
Drain the water separator, if necessary. A full Components” for detailed information on the
fuel tank minimizes the potential for overnight standards of cleanliness that must be observed
condensation. during ALL work on the fuel system.
Note: A water separator can appear to be full of fuel Ensure that all adjustments and repairs are performed
when the water separator is full of water. by authorized personnel that have had the correct
training.
2. Determine if contaminants are present in the
fuel. Remove a sample of fuel from the bottom NOTICE
of the fuel tank. Visually inspect the fuel sample Do not crank the engine continuously for more than
for contaminants. The color of the fuel is not 30 seconds. Allow the starting motor to cool for two
necessarily an indication of fuel quality. However, minutes before cranking the engine again.
fuel that is black, brown, and/or like sludge can
be an indication of the growth of bacteria or oil
contamination. In cold temperatures, cloudy fuel If air enters the fuel system, the air must be purged
indicates that the fuel may not be suitable for from the fuel system before the engine can be
operating conditions. started. Air can enter the fuel system when the
following events occur:
Refer to Operation and Maintenance Manual,
“Fuel Recommendations” for more information. • The fuel tank is empty or the fuel tank has been
partially drained.
• The low-pressure fuel lines are disconnected.

• A leak exists in the low-pressure fuel system.
• The fuel filter has been replaced.
Use the following procedure in order to remove air
from the fuel system:
66 KENR9124-01
1. Ensure that the fuel system is in working order. i03578027

Check that the fuel supply valve (if equipped) is in
the “ON” position. Gear Group (Front) - Time
2. Turn the keyswitch to the “RUN” position.
3. The keyswitch will allow the electric priming pump

to operate. Operate the electric priming pump for
2 minutes.
4. Turn the keyswitch to the “OFF” position. The fuel

system should now be primed and the engine
should be able to start.
5. Operate the engine starting motor and crank the

engine. After the engine has started, operate the
engine at low idle for a minimum of 5 minutes.
Ensure that the fuel system is free from leaks.
Note: Operating the engine for this period will help

ensure that the fuel system is free of air. DO NOT
loosen the high-pressure fuel lines in order to
purge air from the fuel system. This procedure is
not required.
After the engine has stopped, you must wait for

g01907773
10 minutes in order to allow the fuel pressure to Illustration 65
be purged from the high-pressure fuel lines before Typical example
any service or repair is performed on the engine (1) Camshaft gear
fuel lines. If necessary, perform minor adjustments. (2) Idler gear
Repair any leaks from the low-pressure fuel system (3) Fuel Injection Pump gear
and from the cooling, lubrication, or air systems.
Replace any high-pressure fuel line that has leaked. 1. Install the camshaft gear (1) onto the camshaft.
Refer to Disassembly and Assembly, “Fuel Injection Refer to Disassembly and Assembly, “Camshaft
Lines - Install”. Gear - Remove and Install” for the correct
procedure.
If you inspect the engine in operation, always use
the proper inspection procedure in order to avoid 2. Ensure that the crankshaft and the camshaft are
a fluid penetration hazard. Refer to Operation and locked in the correct position. Refer to Systems
Maintenance Manual, “General hazard Information”. Operation, Testing and Adjusting, “Finding
Top Center Position for No. 1 Piston” for the
If the engine will not start, refer to Troubleshooting, correct procedure. Ensure that the fuel injection
“Engine Cranks but will not Start”. pump is locked in the correct position. Refer to
Disassembly and Assembly, “Fuel Injection Pump
- Remove” for the correct procedure.
3. Install the idler gear (2). Refer to Disassembly and

Assembly, “Idler Gear - Remove and Install” for
4. Install the fuel injection pump and gear assembly

(3). Refer to Disassembly and Assembly, “Fuel
Injection Pump - Install” for the correct procedure.
5. Make sure that the timing marks on the gears (1),

(2) and (3) are in alignment. If the timing marks are
not aligned, refer to Disassembly and Assembly,
“Gear Group (Front) - Remove and Install”.

KENR9124-01 67
Air Inlet and Exhaust Inspection of the Crankcase

System Breather
i03965393

- Inspect
A general visual inspection should be made to the air

inlet and exhaust system. Make sure that there are
no signs of leaks in the system.
There will be a reduction in the performance of the

engine if there is a restriction in the air inlet system or
the exhaust system.
Hot engine components can cause injury from

g02161629
burns. Before performing maintenance on the Illustration 66
engine, allow the engine and the components to Typical example
cool. (1) Separator
(2) Valve mechanism cover
(3) Breather tube
Making contact with a running engine can cause

burns from hot parts and can cause injury from
rotating parts.
When working on an engine that is running, avoid

contact with hot parts and rotating parts.
1. Inspect the engine air cleaner inlet and ducting

in order to ensure that the passageway is not
blocked or collapsed.
2. Inspect the engine air cleaner element. Replace

a dirty engine air cleaner element with a clean
engine air cleaner element. Refer to Operation
and Maintenance Manual, “Engine Air Cleaner
Element (Dual Element) - Clean/Replace” or
Operation and Maintenance Manual, “Engine Air
Cleaner Element (Single Element) - Replace” for
3. Check for dirt tracks on the clean side of the

engine air cleaner element. If dirt tracks are
observed, contaminants are flowing past the
engine air cleaner element and/or the seal for the
engine air cleaner element.
g02161630
Illustration 67
Typical example
(4) Breather tube
(5) Breather assembly
(6) Drain tube
(7) One way valve
(8) Outlet

68 KENR9124-01
If the filter for the crankcase breather becomes Note: Do not attempt to remove the separator from
blocked, the pressure relief valve will operate. The the cover. The separator can be cleaned if the
pressure relief valve will also operate if there is a separator is still attached to the cover.
blockage in the system.
i04319694
A general visual inspection should be made of the
crankcase breather. To indicate that the pressure
relief valve for the crankcase breather has been in
Turbocharger - Inspect
operation, the following issues will be seen. These (Series Turbochargers)
issues are found behind the breather canister.
• Smearing of the oil

• Droplets of oil
• Wet patches of oil burns. Before performing maintenance on the
engine, allow the engine and the components to
1. Check the element for the engine crankcase cool.
breather. If necessary, replace the element for
the crankcase breather. Refer to Operation
and Maintenance Manual, “Engine Crankcase NOTICE
Breather Element - Replace”. Keep all parts clean from contaminants.
2. If there is sludge or debris in the canister, remove Contaminants may cause rapid wear and shortened
the canister. Refer to Disassembly and Assembly, component life.
“Crankcase Breather - Remove and Install”. Clean
the inside of the canister. Check that the gas inlet,
the outlet connections, and the connections for NOTICE
the oil drain are clear. Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
a. Remove the breather hoses and visually check ing, adjusting and repair of the product. Be prepared to
the insides for signs of blockage and check with collect the fluid with suitable containers before open-
low-pressure air. If necessary, clean the hoses. ing any compartment or disassembling any compo-
nent containing fluids.
b. If necessary, replace the element for the
crankcase breather. Refer to Operation and Dispose of all fluids according to local regulations and
Maintenance Manual, “Engine Crankcase mandates.
Breather Element - Replace”.
Before you begin inspection of the turbocharger,
c. Install the canister and hoses. Refer to be sure that the inlet air restriction is within the
Disassembly and Assembly, “Crankcase specifications for your engine. Be sure that the
Breather - Remove and Install”. exhaust system restriction is within the specifications
for your engine. Refer to Systems Operation, Testing,
3. Check that the outlet for the crankcase breather is and Adjusting, “Air Inlet and Exhaust System -
clean and free of obstructions. Ice can cause an Inspect”.
obstruction in adverse weather conditions.
The condition of the turbocharger will have definite
If excessive crankcase pressure is experienced and effects on engine performance. Use the following
the pressure relief valve for the crankcase breather inspections and procedures to determine the
has not activated, there could be a blockage in the condition of the turbocharger.
valve mechanism cover.
• Inspection of the compressor and the compressor
1. Remove the valve mechanism cover. Refer to housing
Disassembly and Assembly, “Valve Mechanism
Cover - Remove and Install” for the correct
• Inspection of the turbine wheel and the turbine
procedure. housing
2. Inspect the inside of the valve cover for debris.
• Inspection of the wastegate
The separator for the oil in the cover must be
inspected. Ensure that all debris is removed from
the cover.

KENR9124-01 69
Inspection of the Compressor and b. Inspect the engine air cleaner element.
Replace a dirty engine air cleaner element
the Compressor Housing with a clean engine air cleaner element.
“Engine Air Cleaner Element (Dual Element) -
Clean/Replace” or Operation and Maintenance
Manual, “Engine Air Cleaner Element (Single
Element) - Replace” for the correct procedure.
Inspect the engine air cleaner service indicator.
“Engine Air Cleaner Service Indicator - Inspect”
for the correct procedure.
c. Inspect the engine crankcase breather. Clean

the engine crankcase breather or replace
the engine crankcase breather if the engine
crankcase breather is plugged.
d. Remove the pipe for the oil drain. Inspect the

drain opening. Inspect the oil drain line. Inspect
the area between the bearings of the rotating
assembly shaft. Look for oil sludge. Inspect the
oil drain hole for oil sludge. Inspect the oil drain
line for oil sludge in the drain line. If necessary,
clean the oil drain line. Replace the oil drain
line if there is any sign of damage to the oil
drain line.
e. Inspect the back pressure valve for visual

damage. Check that the exposed spring and
g02466996 lever mechanism is free from mud and debris.
Illustration 68
The operation of the back pressure valve can
Typical example be checked by turning the keyswitch to the
(1) Turbine housing RUN position and then to the OFF position.
(2) Compressor housing This will drive the back pressure valve to
(3) Ducts
the CLOSED position for approximately one
second and return the back pressure valve to
1. Inspect the compressor wheel and the ducts for the OPEN position. This motion is visible from
damage from a foreign object. The ducts can be the exposed spring and lever mechanism.
removed. If there is damage, determine the source
of the foreign object. Replace the turbocharger. If f. If steps 3.a through 3.e did not reveal the
there is no damage, go to step 2. source of the oil leakage, the turbocharger has
internal damage. Replace the turbocharger.
2. Turn the rotating assembly by hand. While you
turn the assembly, push the assembly sideways.
The assembly should turn freely. The compressor Inspection of the Turbine Wheel
wheel should not rub the compressor housing. The and the Turbine Housing
turbocharger must be replaced if the compressor
wheel rubs the compressor wheel housing. If there Remove the air piping from the turbine housing.
is no rubbing or scraping, go to step 3.
1. Inspect the turbine for damage by a foreign object.
3. Inspect the compressor and the compressor If there is damage, determine the source of the
wheel housing for oil leakage. An oil leak from the foreign object. Replace the turbocharger. If there
compressor may deposit oil in the aftercooler. If oil is no damage, go to step 2.
is found in the aftercooler, then drain and clean
the aftercooler. 2. Inspect the turbine wheel for the carbon and
other foreign material. Inspect turbine housing
a. Check the oil level in the crankcase. If the oil (1) for carbon and foreign material. Replace the
level is too high, adjust the oil level. turbocharger, if necessary. If there is no buildup of
carbon or foreign material, go to step 3.

70 KENR9124-01
3. Turn the rotating assembly by hand. While you The following levels of boost pressure indicate a
turn the assembly, push the assembly sideways. potential problem with the wastegate actuator or
The assembly should turn freely. The turbine wastegate regulator:
wheel should not rub turbine wheel housing (1).
Replace the turbocharger if turbine wheel rubs • Too high at full load conditions
turbine housing (1). If there is no rubbing or
scraping, go to step 4. • Too low at all lug conditions
4. Inspect the turbine and turbine housing (1) for oil The boost pressure controls the maximum rpm of
leakage. Inspect the turbine and turbine housing the turbocharger, which controls the position of the
(1) for oil coking. Some oil coking may be cleaned. wastegate. The following factors also affect the
Heavy oil coking may require replacement of maximum rpm of the turbocharger:
the turbocharger. If the oil is coming from the
turbocharger center housing go to step 4.a. • The engine rating
Otherwise go to “Inspection of the Wastegate”.
• The power demand on the engine
a. Remove the pipe for the oil drain. Inspect the
drain opening. Inspect the area between the • The high idle rpm
bearings of the rotating assembly shaft. Look
for oil sludge. Inspect the oil drain hole for oil • Inlet air restriction
sludge. Inspect the oil drain line for oil sludge.
If necessary, clean the drain line. • Exhaust system restriction
b. If crankcase pressure is high, or if the oil drain Note: Check the operation of the wastegate regulator.
is restricted, pressure in the center housing Refer to Troubleshooting, “Solenoid Valve - Test”.
may be greater than the pressure of turbine
housing (1). Oil flow may be forced in the wrong
direction and the oil may not drain. Check the
Check the Wastegate for Proper
crankcase pressure and correct any problems. Operation
c. If the oil drain line is damaged, replace the oil Table 4
drain line. Required Tools
d. Check the routing of the oil drain line. Eliminate Part

any sharp restrictive bends. Make sure that
the oil drain line is not too close to the engine A 21825617 Dial Indicator Group 1
exhaust manifold.
e. If steps 4.a through 4.d did not reveal the

source of the oil leakage, turbocharger (3) has
Inspection of the Wastegate

The wastegate actuator controls the amount of
exhaust gas that is allowed to bypass the turbine side
of the turbocharger. This valve then controls the rpm
of the turbocharger.
When the engine operates in conditions of a low

boost (lug), a spring presses against a diaphragm
in the canister. The load on the spring holds the
wastegate closed. The turbocharger can then operate
at maximum performance.
When a boost pressure signal acts against the

diaphragm in the wastegate actuator, the pressure
overcomes the spring and the wastegate will open. Illustration 69
g02466997
The rpm of the turbocharger becomes limited. The
Typical example
rpm limitation occurs because a portion of the
exhaust gases bypass the turbine wheel of the
Note: The wastegate actuator is installed to the
turbocharger.
high-pressure turbocharger.

KENR9124-01 71
1. Disconnect the pipe for the boost sensor (1) at Before you begin inspection of the turbocharger,
the wastegate actuator (2). Connect an air supply be sure that the inlet air restriction is within the
to the wastegate actuator that can be adjusted specifications for your engine. Be sure that the
accurately. exhaust system restriction is within the specifications
for your engine. Refer to Systems Operation, Testing,
2. Install Tooling (A) to the turbocharger so that and Adjusting, “Air Inlet and Exhaust System -
the end of the actuator rod (3) is in contact with Inspect”.
Tooling (A). This will measure axial movement of
the actuator rod (3). The condition of the turbocharger will have definite
effects on engine performance. Use the following
3. Slowly apply air pressure to the wastegate so that inspections and procedures to determine the
the actuator rod (3) moves 1.0 mm (0.039 inch). condition of the turbocharger.
Refer to Specifications, “Turbocharger” for the
correct pressure for the wastegate. Ensure that the • Inspection of the compressor and the compressor
dial indicator returns to zero when the air pressure housing
is released. Repeat the test several times. This
will ensure that an accurate reading is obtained. • Inspection of the turbine wheel and the turbine
housing
4. If the operation of the wastegate is not correct, the
turbocharger will need to be replaced. • Inspection of the wastegate
5. Repeat steps 2 to 3 in order to repeat the pressure
test.
Inspection of the Compressor and
the Compressor Housing
6. If the air pressure is correct, remove the air supply.
Remove Tooling (A). Install the pipe for the boost
sensor (1).
i04248614
Turbocharger - Inspect
(Single Turbocharger)

burns. Before performing maintenance on the
engine, allow the engine and the components to
cool.
NOTICE
Keep all parts clean from contaminants. Illustration 70
g02334196
Typical example
Contaminants may cause rapid wear and shortened
component life. (1) Turbine housing
NOTICE 1. Inspect the compressor wheel for damage from

Care must be taken to ensure that fluids are contained a foreign object. If there is damage, determine
during performance of inspection, maintenance, test- the source of the foreign object. Replace the
ing, adjusting and repair of the product. Be prepared to turbocharger. If there is no damage, go to step 2.
collect the fluid with suitable containers before open-
ing any compartment or disassembling any compo- 2. Turn the rotating assembly by hand. While you
nent containing fluids. turn the assembly, push the assembly sideways.
The assembly should turn freely. The compressor
Dispose of all fluids according to local regulations and wheel should not rub the compressor housing. The
mandates. turbocharger must be replaced if the compressor
wheel rubs the compressor wheel housing. If there
is no rubbing or scraping, go to step 3.

72 KENR9124-01
3. Inspect the compressor and the compressor 2. Inspect the turbine wheel for the carbon and
wheel housing for oil leakage. An oil leak from the other foreign material. Inspect turbine housing
compressor may deposit oil in the aftercooler. If oil (1) for carbon and foreign material. Replace the
is found in the aftercooler, then drain and clean turbocharger, if necessary. If there is no buildup of
the aftercooler. carbon or foreign material, go to step 3.
a. Check the oil level in the crankcase. If the oil 3. Turn the rotating assembly by hand. While you
level is too high, adjust the oil level. turn the assembly, push the assembly sideways.
The assembly should turn freely. The turbine
b. Inspect the engine air cleaner element. wheel should not rub turbine wheel housing (1).
Replace a dirty engine air cleaner element Replace turbocharger (2) if turbine wheel rubs
with a clean engine air cleaner element. turbine housing (1). If there is no rubbing or
Refer to Operation and Maintenance Manual, scraping, go to step 4.
“Engine Air Cleaner Element (Dual Element) -
Clean/Replace” or Operation and Maintenance 4. Inspect the turbine and turbine housing (1) for oil
Manual, “Engine Air Cleaner Element (Single leakage. Inspect the turbine and turbine housing
Element) - Replace” for the correct procedure. (1) for oil coking. Some oil coking may be cleaned.
Inspect the engine air cleaner service indicator. Heavy oil coking may require replacement of
Refer to Operation and Maintenance Manual, the turbocharger. If the oil is coming from the
“Engine Air Cleaner Service Indicator - Inspect” turbocharger center housing go to step 4.a.
for the correct procedure. Otherwise go to “Inspection of the Wastegate”.
c. Inspect the engine crankcase breather. Clean a. Remove the pipe for the oil drain. Inspect the
the engine crankcase breather or replace drain opening. Inspect the area between the
the engine crankcase breather if the engine bearings of the rotating assembly shaft. Look
crankcase breather is plugged. for oil sludge. Inspect the oil drain hole for oil
sludge. Inspect the oil drain line for oil sludge.
d. Remove the pipe for the oil drain. Inspect the If necessary, clean the drain line.
drain opening. Inspect the oil drain line. Inspect
the area between the bearings of the rotating b. If crankcase pressure is high, or if the oil drain
assembly shaft. Look for oil sludge. Inspect the is restricted, pressure in the center housing
oil drain hole for oil sludge. Inspect the oil drain may be greater than the pressure of turbine
line for oil sludge in the drain line. If necessary, housing (1). Oil flow may be forced in the wrong
clean the oil drain line. direction and the oil may not drain. Check the
crankcase pressure and correct any problems.
e. Inspect the back pressure valve for visual
damage. Check that the exposed spring and c. If the oil drain line is damaged, replace the oil
lever mechanism is free from mud and debris. drain line.
The operation of the back pressure valve can
be checked by turning the keyswitch to the d. Check the routing of the oil drain line. Eliminate
RUN position and then to the OFF position. any sharp restrictive bends. Make sure that
This will drive the back pressure valve to the oil drain line is not too close to the engine
the CLOSED position for approximately one exhaust manifold.
second and return the back pressure valve to
the OPEN position. This motion is visible from e. If steps 4.a through 4.d did not reveal the
the exposed spring and lever mechanism. source of the oil leakage, turbocharger (3) has
internal damage. Replace turbocharger (3).
f. If steps 3.a through 3.e did not reveal the
source of the oil leakage, the turbocharger has
Inspection of the Wastegate
The wastegate actuator controls the amount of
Inspection of the Turbine Wheel exhaust gas that is allowed to bypass the turbine side
of the turbocharger. This valve then controls the rpm
and the Turbine Housing of the turbocharger.
Remove the air piping from the turbine housing.
When the engine operates in conditions of a low
boost (lug), a spring presses against a diaphragm
1. Inspect the turbine for damage by a foreign object.
If there is damage, determine the source of the in the canister. The load on the spring holds the
wastegate closed. The turbocharger can then operate
foreign object. Replace turbocharger (2). If there
at maximum performance.
is no damage, go to step 2.

KENR9124-01 73
When a boost pressure signal acts against the

diaphragm in the wastegate, the pressure overcomes
the spring and the wastegate actuator will open. The
rpm of the turbocharger becomes limited. The rpm
limitation occurs because a portion of the exhaust
gases bypass the turbine wheel of the turbocharger.
The following levels of boost pressure indicate a

potential problem with the wastegate actuator or
wastegate regulator:
• Too high at full load conditions

• Too low at all lug conditions
The boost pressure controls the maximum rpm of the
turbocharger, because the boost pressure controls
the position of the wastegate. The following factors
also affect the maximum rpm of the turbocharger:
• The engine rating

g02334247
Illustration 71
• The power demand on the engine Typical example
• The high idle rpm 1. Disconnect the pipe for the boost sensor (3) at
the wastegate actuator (2). Connect an air supply
• Inlet air restriction to the wastegate actuator that can be adjusted
accurately.
• Exhaust system restriction
2. Install Tooling (A) to the turbocharger so that
Note: Check the operation of the wastegate regulator. the end of the actuator rod (1) is in contact with
Refer to Troubleshooting, “Solenoid Valve - Test”. Tooling (A). This will measure axial movement of
the actuator rod (1).
Check the Wastegate for Proper
Operation 3. Slowly apply air pressure to the wastegate so that
the actuator rod (1) moves 1.0 mm (0.039 inch).
Table 5 Refer to Specifications, “Turbocharger” for the
Required Tools correct pressure for the wastegate. Ensure that the
dial indicator returns to zero when the air pressure
Part is released. Repeat the test several times. This
Tool Number Part Description Qty will ensure that an accurate reading is obtained.
A 21825617 Dial Gauge 1
4. If the operation of the wastegate is not correct, the
turbocharger will need to be replaced.
5. Repeat steps 2 to 4 in order to repeat the pressure

test.
6. If the air pressure is correct, remove the air supply.

Remove Tooling (A). Install the pipe for the boost
sensor (3).
i04249329
Exhaust Cooler (NRS) - Test
Air Under Water Leak Test Procedure.

74 KENR9124-01
i. Remove the exhaust gas cooler (NRS) from

the water. If the exhaust gas cooler (NRS)
does not leak, the problem may be elsewhere
in the cooling system or the engine. Refer the
service manual in order to check for leakage.
If the exhaust gas cooler (NRS) does leak, the
exhaust gas cooler (NRS) should be replaced.
2. Follow steps 2.a to 2.i in order to test the gas side

of the exhaust gas cooler (NRS).
a. Plug the gas inlet (5) of the exhaust gas cooler

(NRS) (3).
b. Plug the gas outlet port (1) with tube and

pressure regulator assembly.
c. Make sure that the air pressure regulator is

closed and connect compressed air to the
pressure regulator.
Illustration 72
g02424917 d. Use a suitable pressure gauge in order to
Typical example
apply an air pressure of 250 kPa (36 psi) to the
exhaust gas cooler (NRS).
1. Follow steps 1.a to 1.i in order to test the coolant
side of the exhaust gas cooler (NRS). e. While the exhaust gas cooler (NRS) is still
pressurized, submerge the cooler in water that
a. Plug the coolant inlet (2) of the exhaust gas is at ambient temperature.
cooler (NRS) (3).
f. Allow the exhaust gas cooler (NRS) to settle in
b. Plug the coolant outlet port (4) with tube and order for the air that is trapped to escape.
pressure regulator assembly.
g. Observe the exhaust gas cooler (NRS) for air
c. Make sure that the air pressure regulator is bubbles that indicate a leak. If air bubbles are
closed and connect compressed air to the seen within 3 minutes, this indicates a leak
pressure regulator. with the exhaust gas cooler (NRS). Note the
location or the origin of the leak. Record this
d. Use a suitable pressure gauge in order to information.
apply an air pressure of 250 kPa (36 psi) to the
exhaust gas cooler (NRS). h. If no bubbles are detected after 3 minutes, the
exhaust gas cooler (NRS) is reusable.
e. While the exhaust gas cooler (NRS) is still
pressurized, submerge the cooler in water that i. Remove the exhaust gas cooler (NRS) from
is at ambient temperature. the water. If the exhaust gas cooler (NRS)
does not leak, the problem may be elsewhere
f. Allow the exhaust gas cooler (NRS) to settle in in the cooling system or the engine. Refer the
order for the air that is trapped to escape. service manual in order to check for leakage.
If the exhaust gas cooler (NRS) does leak, the
g. Observe the exhaust gas cooler (NRS) for air exhaust gas cooler (NRS) should be replaced.
bubbles that indicate a leak. If air bubbles are
seen within 3 minutes, this indicates a leak i04027325
with the exhaust gas cooler (NRS). Note the
location or the origin of the leak. Record this Compression - Test
information.
h. If no bubbles are detected after 3 minutes, the

exhaust gas cooler (NRS) is reusable. The cylinder compression test should only be used in
order to compare the cylinders of an engine. If one or
more cylinders vary by more than 350 kPa (51 psi),
the cylinder and related components may need to
be repaired.

KENR9124-01 75
A compression test should not be the only method 6. Install the fuse for the glow plugs.
which is used to determine the condition of an engine.
Other tests should also be conducted in order to
i04319692
determine if the adjustment or the replacement of
components is required. Engine Valve Lash - Inspect
Before the performance of the compression test,
make sure that the following conditions exist:
Table 6
• The battery is in good condition. Required Tools
• The battery is fully charged. Tool Part Number Part Description Qty
• The starting motor operates correctly.
• The valve lash is correct. A(2)
27610289 Gear 1
• All glow plugs are removed. B T400014 Timing Pin (Crankshaft) 1
• The ECM is powered. (2) This Tool is used in the aperture for the electric starting motor.
• The fuel pressure sensor is connected.

• The suction control valve is connected.
g01335181
Illustration 74
Cylinder and valve location
(A) Exhaust valve
g01925436 (B) Inlet valve
Illustration 73
Typical example
Too much valve lash can cause some broken valve
stems, springs, and spring retainers. Damage to the
1. Remove the glow plug (1). Refer to Disassembly
valve mechanism will produce emissions in excess of
and Assembly, “Glow Plugs - Remove and Install”
the correct specification.
for the correct procedure.
The hydraulic lifter will compensate for all normal
2. Install a suitable gauge for measuring the cylinder
wear of the components of the valve train.
compression in the hole for the glow plug.
Too much valve lash can be an indication of the
3. Remove the fuse for the glow plugs.
following problems:
4. Operate the starting motor in order to turn the
engine. Record the maximum pressure which is • Worn camshaft and valve lifters
indicated on the compression gauge.
• Worn rocker arms
5. Repeat steps 2 and 4 for all cylinders.
• Bent pushrods
76 KENR9124-01
• Broken socket on the upper end of a pushrod Note: Do not use excessive force to install Tooling
(B). Do not use Tooling (B) to hold the crankshaft
• Loose adjustment screw for the valve lash during repairs.
• Issues with the hydraulic lifters 4. Check the rocker arms for an engine valve lash.
There should be no engine valve lash.
If the camshaft and valve lifters show rapid wear,
look for fuel in the lubrication oil or dirty lubrication
oil as a possible cause.
Valve Lash Check
Accidental engine starting can cause injury or

death to personnel.
To prevent accidental engine starting, turn the ig-

nition switch to the OFF position and place a do
not operate tag at the ignition switch location.
1. Remove the valve mechanism cover. Refer to

Disassembly and Assembly, “Valve Mechanism
procedure.
g02333215
Illustration 76
Typical example
One electronic unit injector is not shown for clarity.
5. If there is an engine valve lash at any position the

engine valve lash may be caused by a normal
leakdown of the hydraulic lifter. Push the affected
rocker arm (1) against the pushrod. The rocker
arm (1) should rotate as the pushrod is pushed
up by the recovery of the hydraulic lifter. Once all
motion has ceased test again for an engine valve
lash. There should be no engine valve lash.
6. Remove Tooling (B) from the crankshaft. Use

Tooling (A) to rotate the crankshaft in a clockwise
direction. The crankshaft should be rotated 360
degrees. Install Tooling (B) to the crankshaft.
7. Check the rocker arms for an engine valve lash.

g01958182
Illustration 75
Typical example 8. If there is an engine valve lash at any position the
engine valve lash may be caused by a normal
2. Remove the plug (1) from the cylinder block. leakdown of the hydraulic lifter. Push the affected
Use Tooling (A) to rotate the crankshaft until the rocker arm (1) against the pushrod. Monitor the
number one piston is at the top center position. rocker arm (1) for movement. The rocker arm (1)
should rotate as the pushrod is pushed up by the
Note: The number one piston may be on the recovery of the hydraulic lifter. Once all motion
compression stroke or the exhaust stroke. has ceased test again for an engine valve lash.
3. Install Tooling (B) into the hole (X) in the cylinder
block. Use Tooling (B) in order to locate the 9. If an engine valve lash is found in any position,
crankshaft in the correct position. examine the valve mechanism components for
excessive wear or damage. This includes the
hydraulic lifters.

KENR9124-01 77
i04215789 For the wear limits for the inlet valves and exhaust
valves, refer to Specifications, “Cylinder Head”.
Valve Depth - Inspect
5. Check each valve for cracks. Check the stems of
the valves for wear. Ensure that the valves are the
correct fit in the valve guides. Refer to Systems
Table 7
Operation, Testing and Adjusting, “Valve Guide
Required Tools - Inspect” for the procedure to inspect the valve
guides.
A 21825617 Dial gauge 1 6. Check the load on the valve springs. Refer to
21825496
Specifications, “Cylinder Head Valves” for the
B Dial gauge holder 1
correct lengths and specifications for the valve
springs.
i03577785
Valve Guide - Inspect
Perform this test in order to determine if a valve guide

should be replaced.
g01201916
Illustration 77
Typical example
1. Ensure that the face of the valves are clean.

g00314806
Ensure that the bottom face of the cylinder head Illustration 78
is clean. Ensure that the cylinder head is not Measure the radial movement of the valve in the valve guide.
distorted. Refer to Systems Operation, Testing (1) Valve guide
and Adjusting, “Cylinder Head - Inspect” for the (2) Radial movement of the valve in the valve guide
procedure to measure flatness of the cylinder (3) Valve stem
head. (4) Dial indicator
(5) Valve head
2. Use the Tooling (A) to check the depths of the inlet

1. Place a new valve in the valve guide.
valves and the exhaust valves below the face of
the cylinder head. Use Tooling (B) to zero Tooling
2. Place a dial indicator with a magnetic base on the
(A).
face of the cylinder head.
3. For the minimum and maximum limits for a new
3. Lift the edge of the valve head to a distance of
engine for the inlet valves and the exhaust valves,
15.0 mm (0.60 inch).
refer to Specifications, “Cylinder Head”.
4. Move the valve in a radial direction away from
4. Service wear occurs on an engine which has
the dial indicator. Make sure that the valve moves
been in operation. If the valve depth below the
away from the dial indicator as far as possible.
cylinder head face on a used engine exceeds
Position the contact point of the dial indicator on
the specification for service wear, the following
the edge of the valve head. Set the position of the
components must be replaced.
needle of the dial indicator to zero.
• Valves
• Valve inserts
78 KENR9124-01
5. Move the valve in a radial direction toward the dial

indicator as far as possible. Note the distance of
movement which is indicated on the dial indicator.
If the distance is greater than the maximum
clearance of the valve in the valve guide, replace
the valve guide.
The maximum clearance for the inlet valve stem

in the valve guide with a valve lift of 15.0 mm
(0.60 inch) is the following value. ........... 0.26 mm
(0.01024 inch)
The maximum clearance for the exhaust valve

stem in the valve guide with a valve lift of 15.0 mm
(0.60 inch) is the following value. ........... 0.33 mm
(0.01299 inch)
The original valve guides are bored into the cylinder

head. When new valve guides(1) are installed, new
valves and new valve seat inserts must be installed.
The cylinder head must be rebored in order to install
the new valve guide. For more information, contact
your distributor or your dealer.

KENR9124-01 79
Lubrication System Perform the following procedures in order to inspect

the oil pump. Refer to Specifications, “Engine Oil
Pump” for clearances and torques.
i03994210
Engine Oil Pressure - Test
Low Oil Pressure

The following conditions will cause low oil pressure.
• The oil level is low in the crankcase.

• A restriction exists on the oil suction screen.
• Connections in the oil lines are leaking. Illustration 79
g00938064
• The connecting rod or the main bearings are worn. Typical example
• The rotors in the oil pump are worn. 1. Remove the oil pump from the engine. Remove
the cover of the oil pump.
• The oil pressure relief valve is operating incorrectly.
2. Remove the outer rotor (1). Clean all of the parts.
A worn oil pressure relief valve can allow oil to leak Look for cracks in the metal or other damage.
through the valve which lowers the oil pressure.
3. Install the outer rotor. Measure the clearance of
The minimum oil pressure at a maximum engine the outer rotor to the body .
speed of 2200 rpm and at normal operating
temperature is 280 kPa (40 psi). A lower pressure is
normal at low idle.
A suitable pressure gauge can be used in order to

test the pressure of the lubrication system.
High Oil Pressure

High oil pressure can be caused by the following
conditions.
• The spring for the oil pressure relief valve is

installed incorrectly.
g00938061
Illustration 80
• The plunger for the oil pressure relief valve Typical example
becomes jammed in the closed position.
4. Measure the clearance of the inner rotor to the
• Excessive sludge exists in the oil which makes the outer rotor (2).
viscosity of the oil too high.
i03994211
Engine Oil Pump - Inspect
If any part of the oil pump is worn enough in order to

affect the performance of the oil pump, the oil pump
must be replaced.

80 KENR9124-01
i02414692
Excessive Engine Oil

Consumption - Inspect
Engine Oil Leaks on the Outside of

the Engine
Check for leakage at the seals at each end of the
crankshaft. Look for leakage at the gasket for the
engine oil pan and all lubrication system connections.
g00938799 Look for any engine oil that may be leaking from
Illustration 81
the crankcase breather. This can be caused by
End play measurement of the rotor combustion gas leakage around the pistons. A dirty
crankcase breather will cause high pressure in the
5. Measure the end play of the outer rotor with a crankcase. A dirty crankcase breather will cause the
straight edge and a feeler gauge (3). gaskets and the seals to leak.
6. Clean the top face of the oil pump and the bottom
face of the cover. Install the cover on the oil pump. Engine Oil Leaks into the
Install the oil pump on the engine. Combustion Area of the Cylinders
i04027269
Engine oil that is leaking into the combustion area of
the cylinders can be the cause of blue smoke. There
Excessive Bearing Wear - are several possible ways for engine oil to leak into
the combustion area of the cylinders:
Inspect
• Failed valve stem seals
• Leaks between worn valve guides and valve stems
When some components of the engine show bearing
wear in a short time, the cause can be a restriction in • Worn components or damaged components
an oil passage. (pistons, piston rings, or dirty return holes for the
engine oil)
An engine oil pressure indicator may show that there
is enough oil pressure, but a component is worn • Incorrect installation of the compression ring and/or
due to a lack of lubrication. In such a case, look at the intermediate ring
the passage for the oil supply to the component.
A restriction in an oil supply passage will not allow • Leaks past the seal rings in the turbocharger shaft
enough lubrication to reach a component. Early wear
will result. • Overfilling of the crankcase
Refer to Specifications for more information regarding • Wrong dipstick or guide tube
component wear limits.
• Sustained operation at light loads
Excessive consumption of engine oil can also
result if engine oil with the wrong viscosity is used.
Engine oil with a thin viscosity can be caused by fuel
leakage into the crankcase or by increased engine
temperature.

KENR9124-01 81
i03577881
Increased Engine Oil

Temperature - Inspect
Look for a restriction in the oil passages of the oil

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

82 KENR9124-01
Cooling System b. Clean the radiator and other components with

hot water or steam at low pressure. Detergent
in the water may also be used. Compressed
i03578002 air may be used to remove materials from
the cooling system. Identify the cause of the
Cooling System - Check restriction before you choose the method for
cleaning.
c. Straighten any fins of the radiator if the fins are

Engine And Cooling System Heat bent.
Problems 5. Check the high idle of the engine. The engine may
overheat if the high idle rpm is set too high.
1. The following conditions indicate that a heat
problem exists.
i03577882
a. Hot coolant is released through the pressure
cap during the normal operation of the engine. Cooling System - Inspect
Hot coolant can also be released when the
engine is stopped.
b. Hot coolant is released from the coolant system This engine has a pressure type cooling system. A
but not through the pressure cap during normal pressure type cooling system gives two advantages:
operation of the engine. Hot coolant can also
be released when the engine is stopped. • The pressure type cooling system can operate
safely at a higher temperature than the boiling point
c. Coolant must be added frequently to the of water at different atmospheric pressure ranges.
cooling system. The coolant is not released
through the pressure cap or through an outside • The pressure type cooling system prevents
leak. cavitation in the water pump.
2. If any of the conditions in Step 1 exist, perform Cavitation is the sudden generation of low pressure
the following procedures: bubbles in liquids by mechanical forces. The
generation of an air or steam pocket is much more
a. Run the engine at medium idle, which is difficult in a pressure type cooling system.
approximately 1200 rpm, for three minutes
after the high idle shuts off. Running the engine Regular inspections of the cooling system should be
at medium idle will allow the engine to cool made in order to identify problems before damage
before the engine is stopped. can occur. Visually inspect the cooling system before
tests are made with the test equipment.
b. Inspect the poly v-belt for wear or for damage.
If necessary, replace the poly v-belt. Refer to Visual Inspection Of The Cooling
Disassembly and Assembly Manual, “Alternator
Belt - Remove and Install” for the correct System
procedure.
1. Check the coolant level in the cooling system.
3. Refer to “Visual Inspection Of The Cooling
System” in order to determine if a leak exists in 2. Look for leaks in the system.
the cooling system.
Note: A small amount of coolant leakage across
a. Refer to “Testing The Radiator And Cooling the surface of the water pump seals is normal. This
System For Leaks” procedures. leakage is required in order to provide lubrication for
this type of seal. A hole is provided in the water pump
4. If the coolant does not flow through the radiator housing in order to allow this coolant/seal lubricant
and through other components of the cooling to drain from the pump housing. Intermittent leakage
system, perform the following procedures. of small amounts of coolant from this hole is not an
indication of water pump seal failure.
a. Perform the “Testing The Water Temperature
Regulator ” procedures. 3. Inspect the radiator for bent fins and other
restriction to the flow of air through the radiator.
4. Inspect the drive belt for the fan.
5. Inspect the blades of the fan for damage.

KENR9124-01 83
6. Look for air or combustion gas in the cooling The coolant level must be to the correct level in order
system. to check the coolant system. The engine must be
cold and the engine must not be running.
7. Inspect the radiator cap for damage. The sealing
surface must be clean. After the engine is cool, loosen the pressure cap
in order to relieve the pressure out of the cooling
8. Look for large amounts of dirt in the radiator core. system. Then remove the pressure cap.
Look for large amounts of dirt on the engine.
If the cooling system is equipped with a sight glass,
9. Shrouds that are loose or missing cause poor air the coolant should be to the correct level in the sight
flow for cooling. glass. On cooling systems without an indicator of the
coolant level, fill the cooling system in order to be no
more than 13 mm (0.5 inch) from the bottom of the
i03577960
filler pipe.
Cooling System - Test
Making the Correct Antifreeze
Mixtures
Remember that temperature and pressure work
Do not add pure antifreeze to the cooling system
together. When a diagnosis is made of a cooling
in order to adjust the concentration of antifreeze.
system problem, temperature and pressure must
Refer to Operation and Maintenance Manual, “Refill
be checked. The cooling system pressure will have
Capacities” for the correct procedure. The pure
an effect on the cooling system temperature. For
antifreeze increases the concentration of antifreeze
an example, refer to Illustration 82. This will show
in the cooling system. The increased concentration
the effect of pressure on the boiling point (steam) of
increases the concentration of dissolved solids and
water. This will also show the effect of height above
undissolved chemical inhibitors in the cooling system.
sea level.
The antifreeze mixture must consist of equal
quantities of antifreeze and clean soft water. The
corrosion inhibitor in the antifreeze will be diluted if a
concentration of less than 50% of antifreeze is used.
Concentrations of more than 50% of antifreeze may
have the adverse effect on the performance of the
coolant.
Checking the Filler Cap

One cause for a pressure loss in the cooling system
can be a faulty seal on the radiator pressure cap.
g00286266
Illustration 82
Cooling system pressure at specific altitudes and boiling points
of water Personal injury can result from hot coolant, steam
and alkali.
At operating temperature, engine coolant is hot

and under pressure. The radiator and all lines
Personal injury can result from hot coolant, steam to heaters or the engine contain hot coolant or
and alkali. steam. Any contact can cause severe burns.
At operating temperature, engine coolant is hot Remove filler cap slowly to relieve pressure only
and under pressure. The radiator and all lines when engine is stopped and radiator cap is cool
to heaters or the engine contain hot coolant or enough to touch with your bare hand.
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only To check for the amount of pressure that opens the
when engine is stopped and radiator cap is cool filler cap, use the following procedure:
enough to touch with your bare hand.
1. After the engine cools, carefully loosen the filler
cap. Slowly release the pressure from the cooling
system. Then, remove the filler cap.

84 KENR9124-01
2. Carefully inspect the filler cap. Look for any 5. Check the radiator for leakage on the outside.
damage to the seals and to the sealing surface.
Inspect the following components for any foreign 6. Check all connections and hoses of the cooling
substances: system for leaks.
• Filler cap The radiator and the cooling system do not have
leakage if all of the following conditions exist:
• Seal
• You do NOT observe any leakage after five
• Surface for seal minutes.
Remove any deposits that are found on these • The dial indicator remains constant beyond five
items, and remove any material that is found on minutes.
these items.
The inside of the cooling system has leakage only
3. Install the pressure cap onto a suitable if the following conditions exist:
pressurizing pump.
• The reading on the gauge goes down.
4. Observe the exact pressure that opens the filler
cap. • You do NOT observe any outside leakage.
5. Compare the pressure to the pressure rating Make any repairs, as required.
that is found on the top of the filler cap. The
pressure cap should open within 95 to 110 kPa
i03907822
(13.7788 to 15.9544 psi). The pressure cap has a
nominal pressure rating of 100 kPa (14.504 psi). Engine Oil Cooler - Inspect
6. If the filler cap is damaged, replace the filler cap.
Testing The Radiator And Cooling

System For Leaks
Hot oil and hot components can cause personal
Use the following procedure to test the radiator and injury. Do not allow hot oil or hot components to
the cooling system for leaks. contact the skin.
Personal injury can result from hot coolant, steam

and alkali.
At operating temperature, engine coolant is hot

and under pressure. The radiator and all lines
to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only

when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
1. When the engine has cooled, loosen the filler cap

to the first stop. Allow the pressure to release from
the cooling system. Then remove the filler cap.
2. Make sure that the coolant covers the top of the

radiator core. g02148936
Illustration 83
3. Put a suitable pressurizing Pump onto the radiator. Typical example
4. Use the pressurizing pump to increase the Perform the following procedure in order to inspect
pressure to an amount of 20 kPa (3 psi) more than the engine oil cooler.
the operating pressure of the filler cap.

KENR9124-01 85
1. Place a container under the oil cooler in order to 1. Remove the water temperature regulator from
collect any engine oil or coolant that drains from the engine. Refer to Disassembly and Assembly
the oil cooler. Manual, “Water Temperature Regulator - Remove
and Install”.
2. Refer to Disassembly and Assembly, “Engine Oil
Cooler - Remove” for removal of the engine oil 2. Heat water in a pan until the temperature of
cooler. the water is equal to the fully open temperature
of the water temperature regulator. Refer to
3. Thoroughly clean the oil cooler (1) and the cylinder Specifications, “Water Temperature Regulator”
block. for the fully open temperature of the water
temperature regulator. Stir the water in the pan.
This will distribute the temperature throughout the
pan.
Personal injury can result from air pressure.
3. Hang the water temperature regulator in the pan
Personal injury can result without following prop- of water. The water temperature regulator must
er procedure. When using pressure air, wear a probe below the surface of the water. The water
tective face shield and protective clothing. temperature regulator must be away from the
sides and the bottom of the pan.
Maximum air pressure at the nozzle must be less
than 205 kPa (30 psi) for cleaning purposes. 4. Keep the water at the correct temperature for ten
minutes.
4. Inspect the oil cooler (1) for cracks and dents. 5. After ten minutes, remove the water temperature
Replace the oil cooler (1) if cracks or dents regulator. Immediately measure the opening
exist. Ensure that no restrictions for the flow of of the water temperature regulator. Refer to
lubricating oil exist in the oil cooler (1). Specifications, “Water Temperature Regulator”
for the minimum opening distance of the
Dry the oil cooler (1) with low-pressure air. Flush water temperature regulator at the fully open
the inside of the oil cooler (1) with clean lubricating temperature.
oil.
If the distance is less than the amount listed in the
5. Refer to Disassembly and Assembly, “Engine Oil manual, replace the water temperature regulator.
Cooler - Install” for installation of the engine oil
cooler.
i04175229
6. Ensure that the lubrication and the cooling system

of the engine is filled to the correct level. Operate
Water Pump - Inspect
the engine.
Note: Refer to Operation And Maintenance Manual, 1. Inspect the water pump for leaks at vent hole. The
“Refill Capacities” for additional information. water pump seal is lubricated by coolant in the
cooling system. A normal condition is for a small
Check for oil or coolant leakage. amount of leakage to occur as the engine cools
down and the parts contract.
i02414647
2. Refer to Disassembly and Assembly, “Water Pump
Water Temperature Regulator - Remove ” and Disassembly and Assembly,
“Water Pump - Install” for the correct procedures
- Test to remove and install the water pump.
3. Inspect the water pump shaft for unusual noise,

excessive looseness and/or vibration of the
bearings.
Personal injury can result from escaping fluid un-

der pressure.
If a pressure indication is shown on the indicator,

push the release valve in order to relieve pressure
before removing any hose from the radiator.

86 KENR9124-01
Basic Engine
i04319693
Position the Valve Mechanism

Before Maintenance
Procedures
NOTICE
Ensure that this procedure is carried out before
the rocker shaft is removed.
Table 8
Required Tools
A(1) 21825576 Crankshaft Turning Tool 1 Illustration 85
g02333215
27610291 Barring Device Housing 1 Typical example

A(2)
27610289 Gear 1 One electronic unit injector is not shown for clarity.

(2)
2. Select an exhaust rocker arm (1). The exhaust
This Tool is used in the aperture for the electric starting motor.
rocker arm (1) can be on any cylinder.
3. Use Tooling (A) to rotate the crankshaft in the

normal direction of rotation until the hydraulic
lifter starts to open the exhaust valve. Continue to
rotate the crankshaft until the valve has opened to
the maximum extent. This is the safe position.
Note: Make temporary marks on the front pulley

and the front housing once the engine is in the safe
position.
NOTICE
Ensure that the crankshaft is located in the safe
position before the rocker shaft assembly is in-
stalled.
i03635080
Piston Ring Groove - Inspect

g01335181
Illustration 84
Cylinder and valve location
(A) Exhaust valve
(B) Inlet valve
Inspect the Piston and the Piston
Rings
1. Remove the valve mechanism cover. Refer to
Disassembly and Assembly, “Valve Mechanism 1. Check the piston for wear and other damage.
procedure. 2. Check that the piston rings are free to move in the
grooves and that the rings are not broken.

KENR9124-01 87
Inspect the Clearance of the Piston 1. Clean all carbon from the top of the cylinder bores.
Ring 2. Place each piston ring (1) in the cylinder bore just
below the cylinder ring ridge (2).
1. Remove the piston rings and clean the grooves
and the piston rings.
3. Use a suitable feeler gauge (3) to measure piston
ring end gap. Refer to Specifications, “Piston and
Rings” for the dimensions.
Note: The coil spring must be removed from the oil

control ring before the gap of the oil control ring is
measured.
i03996340
Connecting Rod - Inspect
Note: If the crankshaft or the cylinder block are

replaced, the piston height for all cylinders must be
measured.
• New piston pin bearings must be bored after

installation in the original connecting rods. Refer
to “Piston Pin Bearings”.
g00905732
Illustration 86
Note: When the piston pin is installed, always install
(1) Feeler gauge new retaining rings on each end of the piston pin. If
(2) Piston ring
(3) Piston grooves
the piston pin cannot be removed by hand, heat the
piston to a temperature of 45° ± 5 °C (113° ± 9 °F) in
2. Install new piston rings (2) in the piston grooves order to aid the removal of the piston pin. Heating
(3). the piston to this temperature may also aid the
installation of the piston pin.
3. Check the clearance for the piston ring by placing
a suitable feeler gauge (1) between piston Piston Pin Bearings
groove (3) and the top of piston ring (2) for the
intermediate ring and the oil control ring. Refer Note: This procedure requires personnel with the
to Specifications, “Piston and Rings” for the correct training and the use of specialized equipment
dimensions. for machining.
Inspect the Piston Ring End Gap If the piston pin bearing requires replacement but the
original connecting rod is not replaced, the following
procedures must be performed:
1. Determine the grade of length of the connecting

rod. Use one of the following characteristics:
• The mark
• The color
• Measuring the length
g00782363
Illustration 87
(1) Piston ring
(2) Cylinder ring ridge
(3) Feeler gauge

88 KENR9124-01
2. Remove the piston pin bearing from the connecting 2. Remove the water temperature regulator housing.
rod. Install a new bearing in the connecting rod.
The new bearing is partially finished. The new 3. Inspect the cylinder head for signs of gas or
bearing must be bored off-center to the correct coolant leakage.
diameter. This off-center position is determined by
the grade of length of the connecting rod. Refer 4. Remove the valve springs and valves.
to table 9. The correct diameter of the bore in
the piston pin bearing is given in Specifications, 5. Clean the bottom face of the cylinder head
“Connecting Rod”. thoroughly. Clean the coolant passages and
the lubricating oil passages. Make sure that the
Surface finish of the bored hole in the piston pin contact surfaces of the cylinder head and the
bearing .................................. Ra 0.8 micrometers cylinder block are clean, smooth, and flat.
3. Machine the ends of the piston pin bearing to the 6. Inspect the bottom face of the cylinder head for
correct length. Remove any sharp edges. Refer to pitting, corrosion, and cracks. Inspect the area
Specifications, “Connecting Rod”. around the valve seat inserts and the holes for the
fuel injection nozzles carefully.
Table 9 references the following information: Grade
of letter of the connecting rod, the color code of the 7. Test the cylinder head for leaks at a pressure of
connecting rod, and the length of the connecting rod. 200 kPa (29 psi).
Table 9
Length Grades for Connecting Rods

Length Of The
Grade Letter Color Code
Connecting Rod (CRL)
163.081 to 163.114 mm
L Blue (6.42050 to 6.42180
inch)
i03191701
Cylinder Block - Inspect
1. Clean all of the coolant passages and the oil

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

g02148937
3. The top deck of the cylinder block must not be Illustration 88
machined. Flatness of the cylinder head (typical example)
(A) Side to side
4. Check the front camshaft bearing for wear. Refer (B) End to end
to Specifications, “Camshaft Bearings” for the (C) Diagonal
correct specification of the camshaft bearing. If a
new bearing is needed, use a suitable adapter to 8. Measure the cylinder head for flatness. Use a
press the bearing out of the bore. Ensure that the straight edge and a feeler gauge to check the
oil hole in the new bearing faces the front of the cylinder head for flatness.
block. The oil hole in the bearing must be aligned
with the oil hole in the cylinder block. The bearing • Measure the cylinder head from one side to the
must be aligned with the face of the recess. opposite side (A).
• Measure the cylinder head from one end to the

i03907820 opposite end (B).
Cylinder Head - Inspect • Measure the cylinder head from one corner to
the opposite corner (C).
Refer to Specifications, “Cylinder Head” for the

1. Remove the cylinder head from the engine. requirements of flatness.

KENR9124-01 89
Resurfacing the Cylinder Head

The bottom face of cylinder head can be resurfaced if
any of the following conditions exist:
• The bottom face of the cylinder head is not flat

within the specifications.
• The bottom face of the cylinder head is damaged

by pitting, corrosion, or wear.
Note: The thickness of the cylinder head must not be

less than 150.8 mm (5.93700 inch) after the cylinder
head has been machined.
Note: The dimension of the valve seats to the flame

face must be corrected after resurfacing the cylinder
head. Refer to Specifications, “Cylinder Head” for the
correct dimensions for the valve seats.
i04156372 g01201898
Illustration 89
Piston Height - Inspect Typical example
Table 10
Required Tools
Part
B 21825496 Dial gauge holder 1
If the height of the piston above the cylinder block is

not within the tolerance that is given in Specifications,
“Piston and Rings”, the bearing for the piston pin
must be checked. Refer to Systems Operation,
Testing and Adjusting, “Connecting Rod - Inspect”.
If any of the following components are replaced or
remachined, the piston height above the cylinder
block must be measured:
• Crankshaft Illustration 90
g02351060
Typical example
• Cylinder head
1. Use Tooling (A) and Tooling (B) in order to
• Connecting rod measure the piston height above the cylinder
block. Use the cylinder block face to zero Tooling
• Bearing for the piston pin (A).
The correct piston height must be maintained in order
to ensure that the engine conforms to the standards 2. Rotate the crankshaft until the piston is at the
for emissions. approximate top center.
Note: The top of the piston should not be machined.

If the original piston is installed, be sure that the
original piston is assembled to the correct connecting
rod and installed in the original cylinder.

90 KENR9124-01
3. Position Tooling (B) and Tooling (A) in order to 4. Calculate the difference between the lowest
measure the piston height above the cylinder measurement and the highest measurement of the
block. The piston height should be measured at four locations. This difference must not be greater
positions (X) or (Y). Slowly rotate the crankshaft than 0.03 mm (0.001 inch) for every 25 mm
in order to determine when the piston is at the (1.0 inch) of the radius of the flywheel. The radius
highest position. Record this dimension. Compare of the flywheel is measured from the axis of the
this dimension with the dimensions that are given crankshaft to the contact point of the dial indicator.
in Specifications, “Piston and Rings”.
Flywheel Runout
i03635082
Flywheel - Inspect
Table 11
Required Tools
Part
A 21825617 Dial Indicator Group 1
Alignment of the Flywheel Face
g01321858
Illustration 92
Typical example
1. Install Tooling (A) in illustration 92, as shown.
2. Set the pointer of the dial indicator to 0 mm

(0 inch).
3. Turn the flywheel. Read the dial indicator for every

45 degrees.
4. Calculate the difference between the lowest

measurement and the highest measurement of
the four locations. This difference must not be
g01332565
greater than 0.30 mm (0.012 inch).
Illustration 91
Typical example
i02406200
1. Install Tooling (A) in illustration 91, as shown. Flywheel Housing - Inspect

(0 inch).
Table 12
3. Turn the flywheel. Read the dial indicator for every
45 degrees. Required Tools
Part
Note: During the check, keep the crankshaft pressed Tool Number Part Description Qty
toward the front of the engine in order to remove any
end play.

KENR9124-01 91
Concentricity of the Flywheel

Housing
Note: This check must be made with the flywheel
and the starter removed and the bolts for the flywheel
housing tightened lightly.
g01199467
Illustration 94
Typical example
1. Install Tooling (A). See illustration 94.

g01199468 (0 inch).
Illustration 93
Typical example 3. Check the alignment at intervals of 45 degrees
around the flywheel housing.
1. Install Tooling (A). See illustration 93.
2. Set the pointer of the dial indicator to 0 mm measurement and the highest measurement. This
(0 inch). difference must not be greater than the limit that is
given in Table 13.
3. Check the concentricity at intervals of 45 degrees
around the flywheel housing. Note: Any necessary adjustment must be made on
the flywheel housing.
measurement and the highest measurement. This Table 13
difference must not be greater than the limit that is
Limits for Flywheel Housing Runout and Alignment
given in Table 13. (Total Indicator Reading)
Note: Any necessary adjustment must be made on Bore of the Housing Maximum Limit (Total
the flywheel housing. Then, recheck the concentricity. Flange Indicator Reading)
410 mm (16.14 inch) 0.25 mm (0.010 inch)
Alignment of the Flywheel Housing 448 mm (17.63 inch) 0.28 mm (0.011 inch)
Note: This check must be made with the flywheel
and the starter removed and the bolts for the flywheel
housing tightened to the correct torque.

92 KENR9124-01
i03578981 i03910449
Gear Group - Inspect Crankshaft Pulley - Check
The crankshaft pulley is installed on the front of the

crankshaft.
Replace the crankshaft pulley if any of the following

conditions exist:
• There is movement of the crankshaft pulley.

• There is a large amount of gear train wear that is
not caused by lack of oil.
• Analysis of the engine oil has revealed that the

front main bearing is badly worn.
• The engine has had a failure because of a broken

crankshaft.
Check the areas around the holes for the bolts in

the crankshaft pulley for cracks or for wear and for
damage.
g01907773
Illustration 95
Use the following steps in order to check the
(1) Camshaft gear
(2) Idler gear alignment and the runout of the crankshaft pulley:
(3) Fuel injection pump gear
1. Remove any debris from the front face of the
Note: If one or more of the gears need to be removed crankshaft pulley. Remove any debris from the
for repair, refer to Disassembly and Assembly, “Gear circumference of the crankshaft pulley.
Group (Front) - Remove” in order to properly remove
the gears. Refer to the Disassembly and Assembly, 2. Mount the dial indicator on the front cover. Use
“Gear Group (Front) - Install” in order to properly the dial indicator to measure the outer face of the
install the gears. crankshaft pulley. Set the dial indicator to read
0.00 mm (0.00 inch).
1. Inspect the gears for wear or for damage. If the
gears are worn or damaged, use new parts for 3. Rotate the crankshaft at intervals of 45 degrees
replacement. and read the dial indicator.
2. Measure the backlash between the camshaft 4. The difference between the lower measurements
gear (1) and the idler gear (2). Refer to and the higher measurements that are read on the
Specifications, “Gear Group (Front)” for the dial indicator at all four points must not be more
backlash measurement. than 0.18 mm (0.007 inch).
3. Measure the backlash between the idler gear If the reading on the dial indicator is more than
(2) and the crankshaft gear (4). Refer to 0.18 mm (0.007 inch), inspect the pulley for
Specifications, “Gear Group (Front)” for the damage. If the pulley is damaged, use new parts
backlash measurement. for replacement.
4. Measure the backlash between the fuel injection 5. Move the dial indicator so that the dial indicator
pump gear (3) and the idler gear (2). Refer to will measure the circumference of the crankshaft
Specifications, “Gear Group (Front)” for the pulley. Set the dial indicator to read 0.00 mm
backlash measurement. (0.00 inch).
5. Measure the end play on idler gear (2). Refer 6. Slowly rotate the crankshaft in order to measure
to Disassembly and Assembly, “Idler Gear the runout of the circumference of the crankshaft
- Install” for the correct procedure. Refer to pulley. Use the highest reading and the lowest
Specifications, “Gear Group (Front)” for the end reading on the dial indicator. The maximum and
play measurement. the minimum readings on the dial indicator should
not vary more than 0.12 mm (0.005 inch).

KENR9124-01 93
If the reading on the dial indicator is more than

0.12 mm (0.005 inch), inspect the pulley for
damage. If the pulley is damaged, use new parts
for replacement.

94 KENR9124-01
Electrical System Note: Severely discharged batteries can cause

low system voltage. This can occur even while the
engine is running above idle, and the alternator is
i03635721 working properly. Correct low engine idle is important.
All alternators that are installed on this engine are
Alternator - Test self-excited. The alternators must exceed the turn on
speed before charging will begin.
3. Ensure that the batteries are not fully charged.

Inspect the alternator for any visible faults. The faults
could be the following items. a. Fully charged batteries have open circuit
voltage above 12.5 V on 12 V systems or 25 V
• Frayed wires or damaged wires on 24 V systems.
• Loose connections or damaged connections b. If the batteries are fully charged then crank
the engine for 30 seconds. This reduces the
• Loose alternator pulley battery voltage.
• Loose alternator or damaged alternator c. Connect a current probe or an ammeter to a

digital multimeter. The multimeter must have
1. Put the positive lead “+” of a suitable multimeter a peak hold feature. Ensure that the probe is
on the “B+” terminal of the alternator. Put the zeroed. Clamp the probe around the output
negative “-” lead on the ground terminal or on the wire “B+”.
frame of the alternator. Put a suitable ammeter
around the positive output wire of the alternator. d. Set the multimeter to “peak hold” or “max
mode”.
a. Turn the keyswitch to the ON position but do
not start the engine. e. Turn on all electrical accessories.
b. The system voltage matches the specification. f. Start the engine and run the engine at least
Go to step 2. 75% of full throttle. The peak current will appear
on the multimeter.
c. The system voltage is less than the
specification. Check if the battery is in good g. The current is at least 90% of the peak output
condition. Refer to Systems Operation, Testing of the alternator. Go to step 4 or step 5.
and Adjusting, “Battery - Test” for the correct
procedure. Go to step 5.a if the battery is in h. The current is less than 90% of the peak
good condition. alternator output. Go to step 6.
2. Put the positive lead “+” of a suitable multimeter Note: This test procedure is for applications with
on the “B+” terminal of the alternator. Put the a main disconnect switch.
negative “-” lead on the ground terminal or on the
frame of the alternator. 4. Turn off all accessories. Turn the keyswitch to the
OFF position.
a. Start the engine and run the engine at least
75% of full throttle. Record the voltage on the a. Connect a current probe or an ammeter to a
multimeter. digital multimeter. Ensure that the probe is
zeroed. Clamp the current probe or an ammeter
b. The voltage should be higher than the voltage around the ground cable. Clamp the tool with
in step 1.b. The voltage is less than the the positive side away from the battery. Record
maximum voltage listed for the alternator. The the value of the electrical current.
alternator is partially charging. Go to step 3.
The voltage is more than the maximum voltage b. The current value is below 2 amperes. Go to
listed for the alternator. There is overcharging step 4.d.
of the alternator. Check the alternator wiring.
Refer to Systems Operation, Testing and c. The current value is above 2 amperes. Go to
Adjusting, “Charging System - Test” for the step 7.
correct procedure.
c. The value of the voltage is less than the voltage

in step 1.b. Go to step 6.

KENR9124-01 95
d. Turn the disconnect switch to the ON position. Note: The standard acceptable draw is 0.05
Connect an ammeter across the disconnect amperes. A current value above this figure usually
switch terminals. Connect the red lead to indicates a problem. However, some large machines
the terminal on the frame side. Connect the with multiple control modules have a higher
black lead to the terminal on the battery. If a acceptable limit.
multimeter is used for the test use the ten amp
connections to avoid damage. g. The current value is above 0.05 amperes.
There is a current draw in the system. Go to
e. Turn the disconnect switch to the OFF position. step 7.
Record the value of the electrical current.
6. Check the condition of the poly v-belt and
f. The current is below 0.05 amperes. The alternator pulley.
charging system is currently good. The fault
is possibly an intermittent draw in the system. a. If the poly v-belt is oily, clean the pulleys.
The batteries may be faulty. Check that no Replace the poly v-belt. Refer to Disassembly
accessories were on during the test. and Assembly, “Alternator Belt - Remove and
Install” for the correct procedure. Inspect the
Note: The standard acceptable draw is 0.05 poly v-belt for wear or for cracks. Refer to
amperes. A current that is greater than this value Systems Operation, Testing and Adjusting, “V-
usually indicates a problem. However, some large Belt - Test”. If the poly v-belt is wet, dry the poly
machines with multiple control modules have a higher v-belt and the pulleys. Retest the system.
acceptable limit.
b. Inspect the nut on the alternator pulley. Ensure
g. The current value is above 0.05 amperes. that the nut is not loose. If the nut is loose,
There is a current draw in the system. Go to tighten the nut to the correct torque. Refer
step 7. to Specifications, “Alternator” for the correct
torque.
5. Turn off all accessories. Turn the keyswitch to the
OFF position. c. If no faults are found from the procedures in
step 6.a and step 6.b, inspect the charging
a. Connect a current probe or an ammeter to a system. Refer to Systems Operation, Testing
digital multimeter. Ensure that the probe is and Adjusting, “Charging System - Test” for the
zeroed. Clamp the current probe or an ammeter correct procedure.
around the ground cable. Clamp the tool with
the positive side away from the battery. Record 7. Turn the keyswitch to the OFF position.
the value of the electrical current.
a. Connect a current probe or an ammeter to
b. The current value is below 2 amperes. Go to a digital multimeter. Ensure that the probe
step 4.d. is zeroed. Clamp the current probe or an
ammeter around the “B+” cable. Clamp the tool
c. The current value is above 2 amperes. Go to with the positive side away from the battery.
step 7. Record the value of the electrical current.
d. Remove the ground cable from the battery b. The current is less than two amperes. Go to
terminal. For systems with four batteries or 12 step 7.d.
V systems with two batteries, disconnect the
ground cables from both negative batteries. c. The current is more than two amperes. There is
an internal problem with the alternator. Replace
e. Connect an ammeter between the disconnected the alternator. Refer to Disassembly and
battery ground cable and one of the negative Assembly, “Alternator - Remove and Install” for
battery terminals. Connect the red lead to the the correct procedure.
cable. Connect the black lead to the terminal on
the battery. If a multimeter is used for the test d. Disconnect the wire for “B+” terminal from
use the ten amp connections to avoid damage. the alternator. Connect the red lead of the
multimeter to the wire for the “B+” terminal.
f. The current is below 0.05 amperes. The Connect the black lead of the multimeter to
charging system is currently good. The fault the “B+” terminal on the alternator. Set the
is possibly an intermittent draw in the system. multimeter to ten amp. Record the value of the
The batteries may be faulty. Check that no electrical current.
accessories were on during the test.
e. The current is below 0.015 amperes. The
alternator is operating correctly. There is an
electrical load on the machine. Go to step 8.

96 KENR9124-01
f. The current is above 0.015 amperes. There is

an internal fault with the alternator. Replace
the alternator. Refer to Disassembly and
Never disconnect any charging unit circuit or bat-
Assembly, “Alternator - Remove and Install” for
tery circuit cable from the battery when the charg-
ing unit is operated. A spark can cause an explo-
sion from the flammable vapor mixture of hydro-
8. Turn off all electrical accessories. Turn the
gen and oxygen that is released from the elec-
keyswitch to the OFF position.
trolyte through the battery outlets. Injury to per-
sonnel can be the result.
a. Connect a current probe or an ammeter to a
digital multimeter. Ensure that the probe is
zeroed. Clamp the current probe or an ammeter The battery circuit is an electrical load on the charging
to the main ground cable. Clamp the tool with unit. The load is variable because of the condition of
the positive side away from the battery. the charge in the battery.
b. Monitor the current and remove the fuses

NOTICE
and circuit breakers one at a time. Check the
The charging unit will be damaged if the connections
current after each fuses or each of the circuit
between the battery and the charging unit are broken
breakers are removed. After removing a fuse
while the battery is being charged. Damage occurs
and checking the current, replace the fuse.
because the load from the battery is lost and because
Start with the main fuses and proceed to the
there is an increase in charging voltage. High voltage
smaller circuits.
will damage the charging unit, the regulator, and other
electrical components.
c. If removing a fuse causes a current drop, then
the problem is within that circuit.
The correct procedures to test the battery can be
d. Check if any components on the circuit are on. found in the manual that is supplied by the OEM.
e. If all components are switched off, disconnect

electrical components on that circuit one at a i03631789
time and monitor the current. Charging System - Test

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

KENR9124-01 97
Alternator output should be 28 ± 1 volt on a 24 volt • A fault with the circuit breaker
system and 14 ± 0.5 volt on a 12 volt system. No
adjustment can be made in order to change the rate Correct the fault and retest the system.
of charge on the alternator regulators. If the rate of
charge is not correct, a replacement of the regulator 7. Check the voltage between the negative battery
is necessary. For individual alternator output, refer to post and the alternator case ground.
Specifications, “Alternator”.
Result
1. Check that the nut on the “B+” terminal is secure
and that the wire has a good connection to the The voltage does not exceed 0.5 V on 12 V
“B+” terminal. systems and 1 V on 24 V systems. There is an
internal problem with the alternator.
2. Start the engine. Set the throttle to at least 75%
of full throttle. Turn on all accessories. Allow the The voltage exceeds 0.5 V on 12 V systems and
engine to operate for at least three minutes. 1 V on 24 V systems. There is a high resistance
in the circuit. The following items may cause the
3. Measure the voltage between the “B+” terminal high resistance.
and the ground for the alternator.
• Loose cables
4. Measure the voltage across the battery. Put the
red lead on the positive battery terminal, and the • Corroded cables
black lead on the negative battery terminal. Step 4
should be completed as quickly as possible after • A fault with the circuit breaker
step 3.
Correct the fault and retest the system.
Result
i03918602
The voltage in step 3 is not more that 1 V for a 12
V system or 2 V for a 24 V system and higher than
the voltage in step 4. The test is complete and the
V-Belt - Test
related wiring is correct at this time. Replace the
alternator.
The engine is equipped with an automatic belt
The voltage in step 3 is more than 1 V for a 12 tensioner. Manual adjustment of the belt is not
volt system or 2 V for a 24 volt system and higher required.
than the voltage in step 4. There is a high circuit
resistance such as corrosion, loose connections
or damaged wiring. Continue to step 5. Poly V-Belt
5. Check the voltage between the machine frame NOTICE
and the “B+” terminal of the alternator. Record the Ensure that the engine is stopped before any servicing
voltage. or repair is performed.
6. Check the voltage between the machine frame
and the positive battery post. Step 6 should be
completed as quickly as possible after step 5.
Result
The voltage difference between step 5 and step

6 does not exceed 0.5 V on 12 V systems and 1
V for 24 V systems. The charging circuit is good.
Go to step 7.
The voltage difference between step 5 and step

6 exceeds 0.5 V on 12 V systems and 1 V for
24 V systems. There is a high resistance in the
circuit. The following items may cause the high
resistance.
• Loose cables
• Corroded cables
98 KENR9124-01
Table 14
Typical Voltage Of Electrical System During Cranking
At Various Ambient Temperatures
Temperature 12 V System 24 V System
−23 to −7°C 6 to 8 V 12 to 16 V
(−10 to 20°F)
−7 to 10°C 7 to 9 V 14 to 18 V
(20 to 50°F)
10 to 27°C 8 to 10 V 16 to 24 V
(50 to 80°F)
Table 15 shows the maximum acceptable loss of

voltage in the battery circuit. The battery circuit
supplies high current to the starting motor. The
values in the table are for engines which have service
of 2000 hours or more. The voltage drop for new
machines is less than the voltage shown in table 15.
Table 15
g02151161
Illustration 96
Maximum Acceptable Voltage Drop In The Starting
Typical example Motor Circuit During Cranking
To maximize the engine performance, inspect the Circuit 12 V System 24 V System

poly v-belt (1) for wear and for cracking. Replace the Battery post “-” to 0.7 V 1.4 V
poly v-belt if the belt is worn or damaged. the starting motor
terminal “-”
• Check the poly v-belt (1) for cracks, splits, glazing, Drop across the 0.5 V 1.0 V
grease, displacement of the cord and evidence of
disconnect switch
fluid contamination.
Battery post “+” 8 to 10 V 16 to 20 V
The poly v-belt must be replaced if the following to the terminal of
conditions are present. the starting motor
solenoid “+”
• The poly v-belt (1) has a crack in more than one rib. Solenoid terminal 0.4 V 0.8 V
“Bat” to the solenoid
• More than one section of the poly v-belt is displaced terminal “Mtr”
in one rib of a maximum length of 50.8 mm (2 inch).
Voltage drops that are greater than the amounts
To replace the poly v-belt, refer to Disassembly and
in table 15 are caused most often by the following
Assembly, “Alternator Belt - Remove and Install”.
conditions:
If necessary, replace the belt tensioner. Refer
to Disassembly and Assembly, “Alternator Belt -
Remove and Install” for the correct procedure. • Loose connections
• Corroded connections
i03923009
• Faulty switch contacts
Electric Starting System - Test
Diagnosis Procedures
The procedures for diagnosing the starting motor
General Information are intended to help the technician determine if a
starting motor needs to be replaced or repaired. The
Power which is available during cranking varies procedures are not intended to cover all possible
according to the temperature and condition of the problems and conditions. The procedures serve only
batteries. Table 14 shows the voltages which are as a guide.
expected from a battery at the various temperature
ranges.

KENR9124-01 99
NOTICE
If equipped with electric start, do not crank the engine
for more than 30 seconds. Allow the starter to cool for
two minutes before cranking again.
Never turn the disconnect switch off while the engine

is running. Serious damage to the electrical system
can result.
g00584419
Illustration 97
Typical 24 V starting circuit
(1) Test point (4) Test point (W) Pull-in coil
(2) Test point (5) Test point
(3) Test point (X) Hold-in coil
Diagnosis Procedure for 12 V 4 kW Measure the voltage across the battery posts with
Starting Motor the multimeter when you are cranking the engine
or attempting to crank the engine. Do not measure
If the starting motor does not crank or cranks slow, the voltage across the cable post clamps.
perform the following procedure:
a. If the voltage is equal to or greater than the
1. Perform a visual check on the starting motor and voltage in table 14, then go to step 3.
the circuit. Record any appropriate observations.
b. The battery voltage is less than the voltage in
• Ensure that all cables and connections are table 14. Test the battery. Refer to Systems
clean and tight. Operation, Testing, and Adjusting, “Battery -
Test” for the correct procedure.
• Ensure that any lead wires are not shorted.
Note: Low battery voltage can be caused by the
2. Measure the voltage of the battery. condition of the battery or a shorted starting motor.

100 KENR9124-01
3. Measure the current that is sent to the T31 b. If the engine is not difficult to turn, go to step 7.
terminal on the starting motor solenoid from
the positive post of the battery with a suitable 7. Attempt to crank the starting motor.
ammeter. The maximum current that flows to the
T31 terminal should be equal to 1000 amp or the a. The starting motor cranks slowly.
maximum current that flows to the solenoid should
be less than 1000 amp. Remove the starting motor for repair or
replacement.
If the current is too great, a problem exists in the
starting motor. Replace the starting motor. b. The starting motor does not crank.
Note: If the following conditions exist, do not perform Check for the blocked engagement of the
the test in step 3 because the starting motor has a pinion gear and flywheel ring gear.
problem.
Note: Blocked engagement and open solenoid
• The voltage at the battery post is within 2 volts contacts will give the same electrical symptoms.
of the lowest value in the applicable temperature
range of table 14. Diagnosis Procedure for 24 V 5.5 kW
Starting Motor
• The large starting motor cables get hot.
If the starting motor does not crank or cranks slow,
4. Measure the starting motor voltage from test point
perform the following procedure:
(4) to test point (5) with a suitable multimeter.
1. Perform a visual check of the starting motor and
a. Use the multimeter in order to measure the
the circuit. Record any appropriate observations.
voltage of the starting motor, when you are
cranking or attempting to crank the engine.
• Ensure that all cables and connections are
clean and tight.
b. If the voltage is equal to or greater than the
voltage that is given in table 14, then the
battery and the starting motor cable that goes • Ensure that any lead wires are not shorted.
to the starting motor are within specifications.
Go to step 6. 2. Measure the voltage of the battery.
Measure the voltage across the battery posts with

c. The starting motor voltage is less than the
voltage specified in table 14. The voltage drop the multimeter when you are cranking the engine
or attempting to crank the engine. Do not measure
between the battery and the starting motor is
the voltage across the cable post clamps.
too great. Go to step 5.
a. If the voltage is equal to or greater than the
5. Measure the voltage.
voltage in table 14, then go to step 3.
a. Measure the voltage drops in the cranking
b. The battery voltage is less than the voltage in
circuits with the multimeter. Compare the
table 14. Test the battery. Refer to Systems
results with the voltage drops which are allowed
in table 15. Operation, Testing, and Adjusting, “Battery -
Test” for the correct procedure.
b. Voltage drops are equal to the voltage drops
that are given in table 15 or the voltage drops Note: Low battery voltage can be caused by the
condition of the battery or a shorted starting motor.
are less than the voltage drops that are given
in table 15. Go to step 6 in order to check the
engine. 3. Measure the current that is sent to the T31
terminal on the starting motor solenoid from
the positive post of the battery with a suitable
c. The voltage drops are greater than the voltage
drops that are given in table 15. The faulty ammeter. The maximum current that flows to the
T31 terminal should be equal to 600 amp or the
component should be repaired or replaced.
maximum current that flows to the solenoid should
6. Rotate the crankshaft by hand in order to ensure be less than 600 amp.
that the crankshaft is not stuck. Check the oil
If the current is too great, a problem exists in the
viscosity and any external loads that could affect
the engine rotation. starting motor. Replace the starting motor.
a. If the crankshaft is stuck or difficult to turn,

repair the engine.

KENR9124-01 101
Note: If the following conditions exist, do not perform Check for the blocked engagement of the
the test in step 3 because the starting motor has a pinion gear and flywheel ring gear.
problem.
Note: Blocked engagement and open solenoid
• The voltage at the battery post is within 2 volts contacts will give the same electrical symptoms.
of the lowest value in the applicable temperature
range of table 14.
• The large starting motor cables get hot.

4. Measure the starting motor voltage from test point
(4) to test point (5) with a suitable multimeter.
a. Use the multimeter in order to measure the

voltage of the starting motor, when you are
cranking or attempting to crank the engine.
b. If the voltage is equal to or greater than the

voltage that is given in table 14, then the
battery and the starting motor cable that goes
to the starting motor are within specifications.
Go to step 6.
c. The starting motor voltage is less than the

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

circuits with the multimeter. Compare the
results with the voltage drops which are allowed
in table 15.
b. Voltage drops are equal to the voltage drops

that are given in table 15 or the voltage drops
are less than the voltage drops that are given
in table 15. Go to step 6 in order to check the
engine.
c. The voltage drops are greater than the voltage

drops that are given in table 15. The faulty
component should be repaired or replaced.
6. Rotate the crankshaft by hand in order to ensure

that the crankshaft is not stuck. Check the oil
viscosity and any external loads that could affect
the engine rotation.
a. If the crankshaft is stuck or difficult to turn,

repair the engine.
b. If the engine is not difficult to turn, go to step 7.
7. Attempt to crank the starting motor.
a. The starting motor cranks slowly.
Remove the starting motor for repair or

replacement.
b. The starting motor does not crank.

102 KENR9124-01
Index Section
Index
A Cylinder Head - Inspect ......................................... 88
Resurfacing the Cylinder Head .......................... 89
Air in Fuel - Test..................................................... 61
Air Inlet and Exhaust System ................................ 67
Air Inlet and Exhaust System - Inspect.................. 67 E
Inspection of the Crankcase Breather................ 67
Air Inlet and Exhaust System (Series Electric Starting System - Test............................... 98
Turbochargers) .................................................... 20 Diagnosis Procedures........................................ 98
Crankcase Breather ........................................... 24 General Information ........................................... 98
Turbochargers.................................................... 23 Electrical System ............................................. 29, 94
Valve System Components................................ 25 Alternator ........................................................... 30
Air Inlet and Exhaust System (Single Starting Motor .................................................... 29
Turbocharger) ...................................................... 14 Electronic Control System ..................................... 39
Crankcase Breather ........................................... 18 Diagnostic Codes............................................... 48
Turbocharger ..................................................... 17 ECM ................................................................... 47
Valve System Components................................ 19 Introduction ........................................................ 39
Alternator - Test ..................................................... 94 Passwords ......................................................... 48
Pressure Sensors .............................................. 50
Sensor Locations for the Clean Emissions
B Module ............................................................. 46
Sensor Locations for the Engine........................ 41
Basic Engine.................................................... 10, 86 Sensors for the NOx Reduction System (NRS).. 52
Camshaft............................................................ 13 Speed/Timing Sensors....................................... 49
Crankshaft.......................................................... 12 Temperature Sensors......................................... 51
Cylinder Block ..................................................... 11 Engine Oil Cooler - Inspect.................................... 84
Cylinder Head ..................................................... 11 Engine Oil Pressure - Test..................................... 79
Gears and Timing Gear Case ............................ 13 High Oil Pressure............................................... 79
Introduction ........................................................ 10 Low Oil Pressure................................................ 79
Pistons, Rings, and Connecting rods................. 12 Engine Oil Pump - Inspect..................................... 79
Battery - Test ......................................................... 96 Engine Operation................................................... 10
Engine Valve Lash - Inspect .................................. 75
Valve Lash Check .............................................. 76
C Excessive Bearing Wear - Inspect......................... 80
Excessive Engine Oil Consumption - Inspect........ 80
Charging System - Test ......................................... 96 Engine Oil Leaks into the Combustion Area of the
Alternator ........................................................... 96 Cylinders .......................................................... 80
Clean Emissions Module ....................................... 25 Engine Oil Leaks on the Outside of the Engine.. 80
Cleanliness of Fuel System Components.............. 31 Exhaust Cooler (NRS) - Test ................................. 73
Cleanliness of the Engine .................................. 31
Environment....................................................... 31
New Components .............................................. 31 F
Refueling............................................................ 31
Compression - Test................................................ 74 Finding Top Center Position for No. 1 Piston......... 63
Connecting Rod - Inspect ...................................... 87 Flywheel - Inspect.................................................. 90
Piston Pin Bearings............................................ 87 Alignment of the Flywheel Face......................... 90
Cooling System ............................................... 27, 82 Flywheel Runout ................................................ 90
Coolant Flow ...................................................... 28 Flywheel Housing - Inspect ................................... 90
Introduction ........................................................ 27 Alignment of the Flywheel Housing.................... 91
Cooling System - Check ........................................ 82 Concentricity of the Flywheel Housing............... 91
Engine And Cooling System Heat Problems ..... 82 Fuel Injection ......................................................... 31
Cooling System - Inspect....................................... 82 Fuel Injectors ..................................................... 38
Visual Inspection Of The Cooling System.......... 82 Fuel Manifold ..................................................... 39
Cooling System - Test............................................ 83 Fuel Pump Assembly ......................................... 35
Checking the Filler Cap...................................... 83 Introduction ........................................................ 31
Making the Correct Antifreeze Mixtures............. 83 Primary Filter/Water Separator .......................... 35
Testing The Radiator And Cooling System For Secondary Fuel Filter......................................... 35
Leaks................................................................ 84 Fuel Injection Timing - Check ................................ 64
Crankshaft Pulley - Check ..................................... 92 Fuel Quality - Test.................................................. 65
Cylinder Block - Inspect......................................... 88 Fuel System........................................................... 61
Fuel System - Inspect............................................ 61

KENR9124-01 103
Index Section
Fuel System - Prime .............................................. 65 Turbocharger - Inspect (Single Turbocharger) ...... 71

Inspection of the Compressor and the Compressor
Housing ............................................................ 71
G Inspection of the Turbine Wheel and the Turbine
Housing ............................................................ 72
Gear Group - Inspect............................................. 92 Inspection of the Wastegate .............................. 72
Gear Group (Front) - Time..................................... 66
General Information................................................. 4
Glossary of Electronic Control Terms .................... 55 V
V-Belt - Test ........................................................... 97

I Poly V-Belt ......................................................... 97
Valve Depth - Inspect ............................................ 77
Important Safety Information ................................... 2 Valve Guide - Inspect ............................................ 77
Increased Engine Oil Temperature - Inspect ......... 81
Introduction.............................................................. 4
1204E-E44TA Engine with Single Turbocharger.. 8 W
1204E-E44TTA Engine with Series
Turbochargers.................................................... 5 Water Pump - Inspect ............................................ 85
Water Temperature Regulator - Test ..................... 85
Lubrication System .......................................... 29, 79
Piston Height - Inspect .......................................... 89

Piston Ring Groove - Inspect................................. 86
Inspect the Clearance of the Piston Ring........... 87
Inspect the Piston and the Piston Rings ............ 86
Inspect the Piston Ring End Gap....................... 87
Position the Valve Mechanism Before Maintenance
Procedures .......................................................... 86
Power Sources ...................................................... 52
ECM Power Supply............................................ 53
Introduction ........................................................ 52
Power Supply for the Glow plugs....................... 55
Power Supply for the Pressure Sensors ............ 54
Systems Operation Section ..................................... 4
Table of Contents..................................................... 3
Testing and Adjusting Section ............................... 61
Turbocharger - Inspect (Series Turbochargers) .... 68
Check the Wastegate for Proper Operation....... 70
Inspection of the Compressor and the Compressor
Housing ............................................................ 69
Inspection of the Turbine Wheel and the Turbine
Housing ............................................................ 69
Inspection of the Wastegate .............................. 70

©2011 Perkins Engines Company Limited
All Rights Reserved Printed in U.K.

1204E Test

Uploaded by

Copyright:

Available Formats

1204E Test

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

1204E Test

Uploaded by

Copyright:

Available Formats

KENR9124-01

This document is printed from SPI². Not for RESALE

The meaning of this safety alert symbol is as follows:

When replacement parts are required for this

This document is printed from SPI². Not for RESALE

Table of Contents Position the Valve Mechanism Before Maintenance

Testing and Adjusting Section

Air Inlet and Exhaust System

This document is printed from SPI². Not for RESALE

• the camshaft gear

The crankshaft has five main bearing journals. End

The timing case is made of aluminum or cast iron.

This document is printed from SPI². Not for RESALE

1204E-E44TTA Engine with Series

This document is printed from SPI². Not for RESALE

This document is printed from SPI². Not for RESALE

This document is printed from SPI². Not for RESALE

1204E-E44TA Engine with Single

This document is printed from SPI². Not for RESALE

This document is printed from SPI². Not for RESALE

Engine Operation • Connecting rods

Basic Engine • Crankshaft pulley

This document is printed from SPI². Not for RESALE

Cylinder Block Cylinder Head

The cast iron cylinder block for the four cylinder

The cylinder block has a bush that is installed for the

The engine has a cooling jet that is installed in the

A Multi-Layered Steel (MLS) cylinder head gasket is

This document is printed from SPI². Not for RESALE

• The splitting produces an accurately matched

• The correct connecting rod must be installed with

The pistons (9) have a Quiescent combustion

This document is printed from SPI². Not for RESALE

Gears and Timing Gear Case

The crankshaft oil seal is mounted in the cover of

The timing gears are made of steel.

The crankshaft gear (5) drives an upper idler gear

This document is printed from SPI². Not for RESALE

Air Inlet and Exhaust System

This document is printed from SPI². Not for RESALE

• Lower fuel consumption

Note: If the cold starting system is operating, the

Just before the piston reaches the top center (TC)

From the BC position, the piston moves upward.

This document is printed from SPI². Not for RESALE

As the electronically controlled valve (8) starts to

As the demand for more cooled exhaust gas

This document is printed from SPI². Not for RESALE

The turbocharger is mounted on the outlet of the

As the turbine wheel rotates, the compressor wheel

When the load on the engine increases, more fuel

This document is printed from SPI². Not for RESALE

A wastegate is installed on the turbine housing of Crankcase Breather

The shaft that connects the turbine to the compressor

This document is printed from SPI². Not for RESALE

After cranking restores oil pressure the lifter (4)

During reassembly of the rocker shaft the engine

Upward movement of the pushrod against rocker arm

The crankshaft gear drives the camshaft gear through