11 Euro Engine-N900 Series JMC

Repair Manual
Chapter 3: Engine
Euro II Engine
CONENTS PAGE
Key Parameters of Diesel Engine...................................................................................................1
General Torque Specification .........................................................................................................2
Installation and Fastening Torques of Key Engine Components ....................................................3
Engine Service Kit ........................................................................................................................10
Engine Disassembly ..................................................................................................................... 11
Inspection and Repair of Main Parts ............................................................................................26
Lubrication System .......................................................................................................................66
Cooling System ............................................................................................................................70
Engine Suspension.......................................................................................................................75
EGR System .................................................................................................................................78
EGR System Fault Testing ...........................................................................................................80
Fault Diagnosis .............................................................................................................................84
Special Topic on JX493ZQ4A with VE Distributor Pump ..............................................................96
Engine Fault Code ......................................................................................................................133
Repair Manual for N900 Series of JMC Euro II Engine
Euro II Engine
Key Parameters of Diesel Engine
Engine Model JX493ZQ4A

Item
Engine type Water cooled, four-cycle, in-line, overhead valve

Combustion type Direct injection
Timing gear system Gear-driven
Number of piston rings 2 compression rings and 1 oil control ring
Number of cylinders – cylinder diameter ×
4—93×102
stroke (mm)
Gross piston displacement (ml) 2771
Compression ratio 17.5:1
Engine weight (net) (Kg) 250
Fuel injection timing (before top dead center) 16°
Fuel injection sequence 1-3-4-2
Fuel type to use Light diesel: 0# in summer; -10# or -20# in winter
Idle speed (rpm) 750±25
2
Compression pressure (Kg/cm ) 31 (200rpm)
Clearance between intake valve and
0.4 in cool state
exhaust valve (mm)
Intake valve: open 24.5° (before top dead center )
Close 55.5° (before bottom dead center)
Exhaust valve: open 54.0° (before bottom dead center)
Close 26.0° (before top dead center )
Injection pump type VE pump with pressure compensator
Governor type Mechanical maximum-minimum speed governor
Injection nozzle type Five-hole type
2
Injection nozzle opening pressure (Mpa/cm ) 18.5±0.5
Way of lubrication Fuel
Oil pump type Gear type
Oil filter type Paper filter element (full-flow or by-pass)
Lubricant capacity (with oil filter) (L) 7.0
Oil cooler type Water cooling
Cooling method Pressure cycle
Water pump type Fan impeller type
Thermostat Wax ball type (with bypass valve)
Air filter Cyclone type with paper filter element
Battery 12V
Generator 12V: 80A
Starter 12V: 2.8kw
1
Euro II Engine Repair Manual for N900 Series of JMC
General Torque Specification

Standard Bolt
The following torque values apply to those torques not specified in this manual
N•m
Bolt Identification
Bo
lt D
iam
ete
r/M
4 7 9
ate
ria
Thread (mm) l
4T Mild Steel 7T Mild Steel 9T Mild Steel
M6×1. 0 0.60±0.20 0.75±0.25 -

M8×1.25 1.30±0.50 1.75±0.55 2.40±0.70
M10×1.25 2.80±0.70 3.75±0.95 5.20±1.30
M12×12.5 6.25±1.25 7.75±1.55 9.65±1.95
M14×1.5 9.75±1.95 11.85±2.35 14.50±2.90
M16×1.5 13.30±2.70 17.30±3.50 20.40±4.10
M18×1.5 19.20±3.80 24.90±5.00 29.30±5.90
M20×1.5 26.3±5.30 34.40±6.90 40.40±8.10
M22×1.5 33.90±8.30 46.25±9.25 54.10±10.80
M24×1.5 45.8±9.20 58.20±14.30 70.60±14.10
*M10×1.5 2.70±0.70 3.70±0.90 4.90±1.20
*M12×1.5 5.80± 1.20 7.20±1.40 9.10±1.80
*M14×2.0 9.10±1.80 11.20±2.20 13.60±2.70
*M16×2.0 12.70±2.50 16.50±3.30 19.50±3.90
ATTENTION:
It means that the threaded part is made of soft material, such as cast iron.
Flare Fitting Nut
N•m
Tube Diameter Torque Tube Diameter Torque

4.76 1.55±0.25 10.00 5.50±0.50
6.35 2.70±0.30 12.00 9.00±1.00
8.00 4.50±0.50 15.00 10.75±1.25
2
Installation and Fastening Torques of Key Engine Components

Cylinder Head Cover, Cylinder Head and Rocker Arm Shaft Bracket
N•m
3
Intake and Exhaust Manifolds
N•m
4
Cylinder Block and Others
N•m
5
Cylinder Block and Others
N•m
6
Crankshaft and Connecting Rod
N•m
7
Camshaft
N•m
8
Fuel System
N•m
9
Engine Repair Kit
1. Sealing gasket for cylinder head 13. Seal ring for water pump
2. Sealing gasket for cylinder head 14. Sealing gasket for outlet pipe
cover 15. Sealing gasket for water inlet pipe
3. Sealing gasket for cylinder head nut bed 16. S e a l i n g g a s k e t f o r t h e r m o s t a t
4. Sealing gasket for bleed valve housing
5. Rear oil seal for crankshaft 17. Sealing gasket for intake manifold
6. Gasket for gear chamber 18. Sealing gasket for exhaust manifold
7. Sealing gasket for gear chamber cover 19. O-seal ring for injector
8. Sealing gasket for oil drain plug of oil 20. Sealing gasket for injector
pan 21. Front oil seal for crankshaft
9. Sealing gasket for oil pan 22. Gasket for access cover
10. Sealing gasket for oil filter 23. Sealing gasket for injection pump
11. Sealing gasket for fitting bolt
12. Sealing gasket for vacuum valve
tubing connector
10
Engine Disassembly
External Engine Parts (I)
Removal Sequences:
▲ 1. Clutch pressure plate and clutch 9. Vacuum pump oil hose
driven plate 10. Alternator and adjusting plate
2. Flywheel 11. Oil filter
3. Engine stiffening rib 12. Steering booster pump
4. PGY hose 13. Timing gear chamber cover
5. Oil level dipstick tube 14. Fuel injection pump
6. Cooling fan and drive belt ▲ 15. Intake/exhaust manifolds
7. Various drive belts and idlers
▲ 8. High pressure pipeline
11
Important Work - Removal

1. Clutch pressure plate and clutch driven plate.
1) Use the clutch guiding and locating block ① to
prevent the clutch driven plate ③ from falling.
Clutch guiding locating block: 5-85253-001
2) Loosen the clutch pressure plate bolts as

numbered in the figure.
3) Remove the pressure plate ② from the flywheel.
4) Remove the clutch driven plate ③ from the
flywheel.
8. High pressure pipeline

1) Loosen the sleeve nuts of the fuel injection
pipe on the outlet side ① . Don’t put overly
force on the pipe.
2) Release the clamp ② on the injection pipe.
3) Remove injection pipe ③ .
ATTENTION: Cover the hole on the fuel feed
block with a plug or equivalent,
to block off impurities.
15. Exhaust manifold

Loosen the bolts of the exhaust manifold as
numbered in the figure.
12
External Engine Parts (II)
Removal Sequences:
1. Exhaust manifold 5. Water pipe
2. Vacuum pump oil hose 6. Left/right reinforced plate
3. Generator ▲ 7. Cylinder head cover
4. Oil filter 8. Oil pan
13

7. Cylinder head cover
Remove the bolts of the cylinder head cover
as numbered in the figure.
14
Major Internal Components
Removal Sequences:
1. Cooling water bypass hose ▲ 16. Crankshaft pulley
2. Thermostat case 17. Cover
▲ 3. Injector assembly ▲ 18. Fuel pump component
4. Glow plug and glow plug connecting 19. Timing gear chamber cover
plate 20. Oil pipe
5. Cylinder head cover 21. Idler B
▲ 6. Rocker arm shaft assembly ▲ 22. Idler A
7. Pushrod ▲ 23. Camshaft assembly
▲ 8. Cylinder head assembly 24. Timing gear chamber
9. Cylinder gasket ▲ 25. Crankshaft bearing cover
▲ 10. Flywheel ▲ 26. Thrust bearing
11. Back plate 27. Crankshaft
12. Guide bearing 28. Crankshaft bearing bush
13. Oil pump assembly 29. Rear oil seal for crankshaft
▲ 14. Piston and connecting rod assembly ▲ 30. Tappet
15. Front bolt for crankshaft
15

3. Injector assembly
1) Remove the injector bracket bolts.
2) Remove the injector and injector bracket with

the injector dismounting tool and slide hammer.
Injector dismounting tool: 5-8840-2034-0
Slide hammer: 5-8840-0019-0
6. Rocker arm shaft assembly

Loosen and remove all the mounting bolts of
the rocker arm shaft in the specified sequence.
8. Cylinder head assembly

Loosen and remove the bolts of the cylinder
head in the specified sequence.
10. Flywheel
Loosen and remove the bolts of the flywheel
in the specified sequence.
16
14. Piston and connecting rod assembly

Before removing the piston, clean the deposit
carbon on the cylinder wall with a scraper.
Rotate the crankshaft and move the piston to

the upper dead point. Then push the piston
and connecting rod assembly out of the
cylinder with the hammer handle or stick.
16. Crankshaft pulley

Use the gear puller.
Front crankshaft nut.
18. Fuel injection pump component

1) Remove the bolts ① of the injection pump
bracket on the timing gear case.
2) Remove the bolts ② of the rear injection pump
bracket on the injection pump bracket ③ .
3) Remove the bolts ④ of rear injection pump
bracket and bracket ⑤ on the cylinder block.
4) Push the injection pump to the rear of the engine
along with the injection pump timing gear.
ATTENTION: Cover the hole on the fuel feed

block of the injection pump
with a plug or equivalent, to
block off impurities.
17
22. Idler “A”

Check the following points before disassembly.
Idler end play.
Standard (mm) Limit (mm)
0.07 0.20
Gear backlash (crankshaft gear, idler, cam-

shaft gear).
0.10-0.17 0.30
23. Camshaft timing gear

1) Measure the camshaft end play with a dial
indicator.
It is necessary to measure it before removing
the camshaft gear.
If the camshaft end play exceeds the
specified limit, it is necessary to replace the
axial internal clearance shim.
Camshaft end play clearance
0.050-0.114 0.20
2) Remove the camshaft timing gear bolt on

the camshaft.
ATTENTION: Secure the camshaft to prevent
it from reversing.
3) Use the puller

① Pull out the camshaft timing gear
② Universal puller: 5-8521-0002-0 (JKM-1034)
4) Remove the axial internal clearance shim ③ .
18
25. Crankshaft bearing cover

Before disassembling, check the crankshaft
end play.
0.10 0.30
Tighten the bolts of the crankshaft bearing

cover in the specified sequence.
26. Thrust bearing

Remove the bearing with steel wire.
30. Tappet
After removal, write down the cylinder number
on the tappet.
19
Rocker Arm, Bracket and Rocker Arm Shaft Assembly
Disassembly Sequences:
▲ 1. Spring retaining ring of rocker arm shaft 4. Spring
▲ 2. Rocker arm 5. Rocker arm shaft
▲ 3. Bracket 6. Spring retaining ring of rocker arm shaft
20

1. Spring retaining ring of rocker arm shaft.
2. Rocker arm.
3. Bracket.
1) Remove the spring retaining ring of the
rocker arm shaft with a pair of pliers.
2) Remove the rocker arm.
3) Remove the bracket.
During removal, mark each rocker arm and
bracket with the proper cylinder number.
Inspect all removed parts for wear, damage
or other failure.
21
Cylinder Head
1. Exhaust manifold ▲ 6. Intake valve and exhaust valve
2. Sealing gasket for exhaust manifold 7. Oil seal of valve tube
▲ 3. Valve key 8. Lower gasket of valve spring
4. Valve spring seat 9. Cylinder head
5. Valve spring
22

Mark the following parts with proper cylinder
number.
● Valve spring
● Valve
● Valve seat
3. Valve key
Valve spring compressor: 9-8523-14230-0
6. Intake valve and exhaust valve

If no replacement, when removing, mark
all valves with proper cylinder number, to
facilitate reinstallation.
If the intake valve and the exhaust valve are
replaced, it is necessary to replace the valve
tube as well.
23
Piston and Connecting Rod
▲ 1. Bearing bush of connecting rod ▲ 4. Piston pin
▲ 2. Piston ring ▲ 5. Piston
▲ 3. Piston pin snap ring 6. Connecting rod
24

Mark the following parts with proper cylinder
number.
● Piston rod
● Piston
● Piston pin
● Connecting rod
1. Bearing bush of connecting rod

If no replacement, when removing, mark all
bearing bushes with proper cylinder number,
to facilitate reinstallation.
2. Piston ring
Use the piston ring changer
1) Fasten the connecting rod with a bench vice.
ATTENTION: Be careful not to damage the
connecting rod.
2) Remove the piston ring with the piston ring
changer.
Do not use other tools to remove the piston
ring. Extending the piston ring will reduce its
pulling capacity.
3. Piston pin snap ring

Pull the piston pin snap ring out of the groove
with a pair of long nose pliers.
4. Piston pin
5. Piston
Piston rod and connecting rod
Under ambient temperature, punch out the
piston pin and connecting rod with a brass bar.
Gently knock out the piston pin with a
hammer and a brass bar.
If no replacement, when removing, mark all
pistons with proper cylinder number.
25
Inspection and Repair of Main Parts

If any wear, damage or other failure is detected in any part upon inspection, perform necessary
repair or replacement.
Cylinder Head Inspection and Repair
● Inspect the interface between the cylinder

head and the cylinder block
Inspect it with a ruler and a feeler gauge in
six different directions (A-F).
0.05 0.020
If the warping exceeds the rated value, it is

necessary to grind the interface up to the
standard.
Limit (mm) 0.30
● Cylinder head height (H) (reference)

91.95-92.05 91.55
ATTENTION: To re-grind the bottom surface

of the cylinder head, the
seating height of the valve
must be verified.
● Valve, valve tube and valve seat ring

Valve contact width:
1. I n s p e c t i f t h e r e i s a n y r o u g h n e s s o r
unevenness on the valve interface. Ensure
the valve interface is smooth and flat.
2. Measure the valve contact width.
If the measurement exceed the limit, it is
necessary to replace the valve
Intake 1.7 2.2
Exhaust 2.0 2.5
26
● Valve seat height

1. Install the valve ① onto the cylinder head ② .
2. Measure the distance between the bottom
surface of the cylinder head and the valve
head with a depth gauge or a steel ruler.
necessary to replace the valve seat ring.
Intake 0.73 1.28
Exhaust 0.70 1.20
● Calibration of valve seat ring
1. Remove the deposit carbon on the surface of
the valve seat ring.
2. Remove as many scratches and roughness
as possible with the valve tools (reamers
No.15, 45 and 75). It will restore the standard
contact width.
Remove the scratches and roughness only,
without excessive depth.
ATTENTION: Do not remove the intact parts
on the surface of the valve seat.
● Replacement of valve seat ring
1. Removal:
Weld the metal surface inside the ring with
arc welding. Cool down for several minutes
and remove the ring with a screwdriver.
2. Installation:
Press the new valve seat ring into the hole
with a bench press.
ATTENTION: Do not impose excessive pressure
with a bench press.
● Installation of valve seat ring
1. Carefully put the accessory (with a smaller
diameter than the valve seat ring) onto the
valve seat ring.
ATTENTION: The smooth surface of the
accessory shall connect to the
valve seat ring at an angle.
2. Impose pressure onto the accessory with a
bench press, in order to press the valve seat
ring onto its position.
● Valve seat ring angle
Valve seat cone angle 45°

ATTENTION: Use an adjustable valve tool guide.
Do not allow the valve tool guide to swing

inside the valve tube.
27
3. Add silicon carbide onto the surface of the valve

seat ring.
4. Insert the valve into the valve tube.
5. Gently knock the valve while rotating it, in

order to grind the valve seat ring.
6. Inspect whether the valve contact width is
correct.
7. Inspect whether the surface of the valve seat
ring is aligned to the surrounding.
● Valve thickness
If the measurement is lower than the rated
limit, it is necessary to replace the valve and
valve tube together.
1.8 1.5
● External diameter of valve stem

Measure the external diameter of the valve
stem at three locations.
If the measurement is lower than the rated
limit, it is necessary to replace the valve and
valve tube together.
Intake valve 7.946-7.961 7.880
Exhaust valve 7.921-7.936 7.850
● The clearance between the valve and the
valve tube
Intake valve 0.039-0.068 0.020
Exhaust valve 0.064-0.096 0.250
1. Measure the internal diameter of the valve tube
Please refer to “External diameter of valve
stem” for details.
28
2. Measure the internal diameter of the valve

tube with a calibrator or a telescoping gauge.
3. Calculate the clearance between the internal
diameter of the valve tube and the external
diameter of the valve stem.
If the gap exceeds the rated limit, it is
necessary to replace the valve and valve
tube together.
● Replacement of valve tube

Remove valve tube
Remove the valve tube at the bottom of the
cylinder head with a hammer and a valve
tube removal and installation tool.
Puller installer: 9-8523-1212-0
It is necessary to ensure that the height between

the top surface of the cylinder block to the top
edge of the valve tube meets the rated value.
1. Lubricate the external perimeter of the valve
tube with engine oil.
2. Fix the valve tube removal and installation
tool onto the valve tube.
3. Hammer the valve tube onto its position from
the top surface of the cylinder head.
Valve tube removal and installation tool:
9-8523-1212-0
4. Measure the height from the top surface of
the cylinder head to the top of the valve tube.
Height at the top of the valve tube (reference)
Height (mm) 13
● Valve spring
Free height of valve spring
Measure the free height of the valve spring
with a slide gauge.
If the measurement is lower than the limit, it
is necessary to replace the valve spring.
Free height of spring
48.0 47.1
29
● Perpendicularity and angularity of valve

spring
Measure the vertical length and angularity of
the valve spring with a plate and a square.
necessary to replace the valve spring.
Perpendicularity and angularity of spring:
Internal 45.3 44.4
External 49.7 48.2
Internal - 3.0
External - 3.2
● Tension of valve spring

Measure the tension of the valve spring with
a spring tester.
If the measurement is lower than the limit, it
is necessary to replace the valve spring.
Tension of valve spring
Compressed height (mm) Standard (mm) Limit (mm)
38.9mm 3.02 26.3
● Tappet
Inspect the tappet for wear, damage or other
failure.
ATTENTION: The tappet is in a ball shape.
Do not use whetstone or
similar tools to grind and repair
the tappet. Replace the tappet
if any damage is detected.
● Camshaft offset
1. Place the camshaft on a V block.
2. Measure the offset with a dial indicator.
If the measurement exceeds the limit, it is
necessary to replace the camshaft.
Camshaft offset
0.02 0.10
30
● Camshaft gear
If any abnormal condition is detected
or the gear backlash measured during
disassembling exceeds the rated value, it is
necessary to replace the camshaft gear.
Gear bolt torque (N • m) 100-120
● Replacement of gear and thrust plate

Removal: Use a puller:
5-8840-0086-0
Installation: Use a bench press or hammer.
● External shaft diameter of Idler "A"

44.945-44.975 44.845
● Internal shaft diameter of Idler "A"

Measure the internal diameter of the idler
with an internal dial indicator.
Internal diameter of idler
45.00-45.03 45.10
● Clearance between idler shaft and idler

If the clearance between the external
diameter and the internal diameter of the
idler shaft exceeds the limit, it is necessary
to replace the idler.
0.025-0.085 0.200
31
● Idler "B"
Replacement of gear
Use a proper stick and a bench press or a
hammer.
The outstanding part of the bearing must be
within the rated height.
Outstanding part "A" (mm) 0.40-0.60
Height "B (mm) 23.7-24.0
ATTENTION: T h e b e n c h p r e s s a n d t h e
hammer can only touch the
external seat ring of the
bearing. They should not
contact the internal seat ring.
Otherwise, it may damage the
bearing or reduce its durability.
32
Cylinder Block Inspection and Repair

● Warp on the top surface of the cylinder block
1. Remove the locating pin of the cylinder block.
2. Measure the four sides and two diagonals on
the surface of the cylinder block, with Ruler 1
and Feeler Gauge 2.
If the measurement exceeds the limit, it is
necessary to replace the cylinder block.
Warp on top surface of cylinder block
0.05 or less 0.20
Cylinder block height (H) (reference)
Standard
JX493ZQ4A 269.945-270.055
3. Reinstall the locating pin of the cylinder

block.
● Measurement of cylinder block hole

1. Measure the four intersections ① - ① , ② - ② ,
③ - ③ and ④ - ④ at Measuring Point A.
Measuring Point A = 98mm
2. Calculate the average of four measurements.
If it exceeds the limit, it is necessary to
replace the cylinder block.
93.021-93.060 93.100
● Piston ring
Piston ring opening
1. Horizontally install the piston rings into the
cylinder bore.
33
2. Push the piston rings into the cylinder bore

with the piston, until they reach Measuring
Points A and B of the cylinder bore
respectively.
Any incline in either side of the piston ring
is not acceptable. It must be absolutely
horizontal.
Measuring Point A = 10mm
Measuring Point B = 120mm
3. Measure the piston ring opening with a feeler

gauge.
necessary to replace the piston ring.
Piston ring gap
1st compression ring 0.020-0.4 1.50
2nd compression ring 0.02-0.4 1.50
Oil control ring 0.10-0.30 1.50
● Clearance between piston ring and piston
ring groove
1. Measure the clearance between the piston ring
and the piston ring groove at several points on
the piston perimeter, with a feeler gauge.
If the gap exceeds the rated limit, it is
necessary to replace the piston ring.
Clearance between piston ring and piston
ring groove
1st compression ring 0.090-0.125 0.150
2nd compression ring 0.050-0.075 0.150
Oil control ring 0.030-0.070 0.150
2. Observe and inspect the piston ring groove

If any damage or distortion is detected in the
piston ring groove, it is necessary to replace
the piston.
● Diameter of piston pin

30.995-31.000 30.97
34
● Clearance between piston pin and piston

Measure the piston pin hole (inside the
piston) with an internal dial indicator.
Piston pin hole
Standard (mm) 31.002 - 31.010
Clearance between piston
pin and piston pin hole 0.002 - 0.015
(mm)
If without internal dial indicator, please check

the gap of the piston pin in the following
steps.
1. Insert the piston pin into the piston.
Ensure both the piston and the piston pin are
at ambient temperature.
Push the piston pin with your thumb by force.
When pushing it, you will feel substantial
resistance.
2. If the piston pin can freely move inside the
piston, it is necessary to replace the piston
and the piston pin.
● Connecting rod
Calibration of connecting rod
Measure the distortion and parallel between
the large-end hole and the small-end hole
on the connecting rod, with a connecting rod
calibrator.
If the measured distortion or parallel exceeds
the rated limit, it is necessary to replace the
connecting rod.
Distortion per 100mm in length:
Distortion ≤0.08 0.20
Parallel ≤0.05 0.15
● Side gap on connecting rod

1. Put the connecting rod into the crankshaft pin.
2. Measure the clearance between the large-
end side of the connecting rod and the side
of the crankshaft pin, with a feeler gauge.
necessary to replace the connecting rod.
0.23 0.35
35
● Internal diameter of shaft bushing
Standard (mm) 31.008 31.015
● Clearance between piston pin and

connecting rod
If the clearance between the piston pin
and the shaft bushing at the small end of
the connecting rod exceeds the rated limit,
please replace the piston pin and/or the shaft
bushing of the connecting rod.
0.008 0.020 0.05
● Replacement of shaft bushing

Removal: Use a proper stick, a bench press
and a hammer.
Installation: Use a proper stick and a bench
press.
ATTENTION: W h e n r e m o v i n g t h e s h a f t
bushing, take care to prevent
the stick from damaging the
connecting rod.
After installing a new bushing, grind the

bushing hole with a pinhole grinder.
● Gap of bearing bush

Measure the gap of the bearing bush with a
slide gauge.
If the measurement is lower than the rated limit,
it is necessary to replace the bearing bush.
Gap of bearing bush
Limit (mm)
Crankshaft bearing bush JX493Q 74.5
Diameter of crankshaft pin 56.5
36
● Tension of bearing bush

Inspect whether the bearing bush has sufficient
tension. If it works well, it is necessary to push
it by hand when installing the bearing bush.
● Crankshaft and bearing bush
Test the low-temperature nitriding (nitrocarb-
urizing) layer.
Apply proper amount of 5-10% ammonium
chloride solution onto it, except for the areas
around the crankshaft pin and the fuel feed
hole on the bearing neck. If no discoloration
(rusting) is detected, continue to use the
crankshaft. If any discoloration, it means that
the nitriding layer no longer exists and it is
necessary to replace the crankshaft.
Inspection method
1. Clean the crankshaft thoroughly, especially
the parts to inspect. Ensure these parts
are free of engine oil or grease. It is
recommended using an organic solvent.
About 10mm Do not inspect the area within 10mm away
from the fuel feed hole.
2. Apply the test solution with an injector or
a glass stick. During this stage, ensure
the tested part is horizontal, to prevent the
solution from overflowing.
3. Determine the condition.
1) Acceptable condition:
No change after 30-40 seconds.
2) Unacceptable condition:
After the solution is applied for 30-40
seconds, the original solution in light blue
turns into transparent, while the applied part
is changed into copper red.
4. As ammonium chloride is highly corrosive to
copper, immediately clean it with a cloth after
the test, and rinse it off with water or steam.
● External diameter of crankshaft pin

52.915-52.930 52.906
Install bearing bush and cover
Torque (N • m) 8-9
● Large-end internal diameter of connecting rod
Diameter (mm) Φ53
37
● Clearance between crankshaft pin and

con-necting rod
0.029-0.066 0.10
● Diameter of crankshaft bearing neck

69.92-69.93 69.91
● Uneven wearing of crankshaft bearing

neck and crankshaft
0.05 or less 0.08
● Internal diameter of bearing seat

Measure the internal diameter of the bearing
seat with a dial indicator.
Diameter (mm) 70
● Clearance between crankshaft bearing

neck and bearing bush
0.035-0.080 0.11
38
● Measure the clearance between the

crankshaft bearing neck and the bearing
bush
Clearance between crankshaft bearing neck
and bearing bush
1. Clean the cylinder block, bearing interface on the
bearing neck, bearing cover and bearing bush.
2. Install the bearing bush into the cylinder block.
3. Carefully put the crankshaft onto the bearing bush.
4. Rotate the crankshaft for around 30°, in order
to secure the bearing bush into its seat.
5. Put a plastic feeler gauge (arrow) across
the full width of the bearing and onto the
crankshaft.
6. Install the bearing cover equipped with the
bearing bush.
7. Tighten the bearing cover to its rated torque.

Bolt torque of crankshaft
bearing cover (N • m)
First 90
Second 170±10
8. Do not allow the crankshaft to rotate when
installing and tightening the bearing cover.
Remove the bearing cover
9. Compare the scale on the package of the

plastic feeler gauge to the width of the plastic
gap attached to the crankshaft or bearing.
If the measurement exceeds the rated limit,
perform the following additional steps
1) Measure the external diameter of the crank-
shaft with a dial indicator.
2) Measure the internal diameter of the bearing
If the clearance between the crankshaft
bearing neck and the bearing exceeds the
limit, it is necessary to replace the crankshaft
and the bearing.
Clearance between crankshaft bearing neck

and bearing bush
0.035-0.080 0.110
39
● Radial run-out

0.05 or less 0.08
Selection of crankshaft bearing bush
The selection of the crankshaft bearing bush
depends on the measured diameters of the
crankshaft bearing neck and the bearing seat.
Select the right dimensions of the crankshaft
bearing bush according to the grade marks
of crankshaft bearing seat and crankshaft
bearing neck illustrated below.
Grade mark locations of crankshaft bearing bush
The grade mark ((1) or (2)) of crankshaft bearing
seat is embossed at the right side at the back of
the cylinder block.
Examples:
No.1 No.3 No.5

Bearing seat Bearing seat Bearing se
No.2 No.4
Bearing seat Bearing seat
Clearance between crankshaft

0.031-
bearing neck and bearing bush
0.063
(mm)
● Clearance between crankshaft pin and bearing

bush
1. Clean the crankshaft, connecting rod, bear-
ing cover and bearing bush.
2. Install the bearing bush onto the connecting
rod and the bearing cover.
When installing the bearing cover, do not
allow the crankshaft to move.
3. Prevent the connecting rod from moving.
4. Attach a plastic feeler gauge onto the
crankshaft pin.
Lubricate the plastic feeler gauge with engine
oil, to prevent it from falling off.
5. Install and tighten the bearing cover to its
rated torque.
Do not allow the connecting rod to move
when installing and tightening the bearing
cover.
Bolt torque of connecting rod
bearing cover (N • m)
First 45
Second 85±5
40
6. Remove the bearing cover.

7. Compare the scale on the package of the
plastic feeler gauge to the width of the plastic
gap attached to the crankshaft or bearing.
If the measurement exceeds the rated limit,
perform the following additional steps.
1) Measure the external diameter of the crank-
shaft pin with a dial indicator.
2) Measure the internal diameter of the bearing
If the clearance between the crankshaft pin and
the bearing exceeds the limit, it is necessary to
replace the crankshaft and the bearing.
Clearance between crankshaft pin and bearing
0.029-0.066 0.100
● Selection of cylinder gasket

Cylinder gasket ensures the accurate
clearance between the piston and the
cylinder head.
The thickness of the cylinder gasket is
determined by the maximum value among all
raised values of all pistons at the upper dead
point out of the cylinder.
● Measurement of the raised part at the top
of the piston
1. Carefully remove the deposit carbon and
sealing gasket on the top of the piston and on
the top end surface of the cylinder block.
2. Measure the raised part on the top of the piston
at Measuring Points (1) and (3) on the top of
the piston, as well as Measuring Points (2) and
(4) on the cylinder block, with a dial indicator.
Repeat this step on each cylinder.
3. Record the maximum measurement.
It will determine the thickness of the cylinder
head sealing gasket.
Raised part at the top of piston (mm)

0.61-0.93
The raised part on the top of the piston must

be within the range indicated in the table
above.
41
● Selection of cylinder gasket

Select a cylinder head sealing gasket with
proper thickness.Cylinder gasket is disposable,
which shall be replaced after removal.
Thickness of cylinder gasket

Slope mark Thickness Raised part
of cylinder of sealing of piston
gasket gasket (mm) (mm)
0.758-0.813 1.50
0.813-0.859 1.55
0.859-0.914 1.60
The difference between the maximum raised
value and the minimum raised value shall be
no greater than 1.0mm.
● Replacement of crankshaft gear

During removing, use a puller:
9-8840-2057-0
During installing, use an installer:

5-8522-0020-0
● Crankshaft guide bearing

Inspect for excessive wear and/or damage
on the crankshaft guide bearing. If necessary,
replace the crankshaft guide bearing.
42
● Replacement and removal of crankshaft

guide bearing
Remove the crankshaft guide bearing with
a guide bearing dismounting tool and a slide
hammer.
Guide bearing removal tool: 5-8840-2000-0
Slide hammer: 5-8840-0019-0
● Installation of crankshaft guide bearing

1) Put the crankshaft guide bearing horizontally onto
the mounting hole of the crankshaft bearing.
2) Gently knock the perimeter of the external seat
of the crankshaft guide bearing, in order to insert
the bearing into the mounting hole of the guide
bearing.
Guide bearing installer: 5-8522-0024-0
ATTENTION: Hammer the external seat of the
crankshaft guide bearing only, without
hammering the internal bearing seat.
Otherwise, it may damage the bearing
or reduce its durability.
● Flywheel and gear ring
Flywheel
1. Inspect for excessive wear and/or heat crack
on the friction surface of the flywheel.
2. Measure the depth of the friction surface on
the flywheel.
If the measurement falls between the standard
and the rated limit, it is necessary to regrind the
flywheel.
necessary to replace the flywheel.
Depth of flywheel friction surface
18 17
Roughness of flywheel friction surface
less than 0.006 (mm)
● Replacement of front crankshaft oil seal

Removal of oil seal
Gently knock the perimeter of the oil seal with a
plastic hammer and a screwdriver, so that it falls off
from the timing gear cover.
Be carefully not to damage the interface of the oil seal.
Installation of oil seal
Install the oil seal ① onto the timing gear
cover ② onto the tim-ing gear cover .
Oil seal installer: 5-8840-2061-0
ATTENTION: The installation depth ③ of the
oil seal. Depth ③ =1mm
43
Piston and Connecting Rod
Reassembly Sequences:
▲ 1. Piston 4.Piston pin
▲ 2. Piston snap ring 5.Piston ring
▲ 3. Connecting rod ▲ 6.Bearing bush of connecting rod
44
Important Work - Assembly

1. Piston
Heat the piston to around 60°C with a piston
heater or similar device.
Piston pin and connecting rod

Align as illustrated in the left figure.
2. Piston pin snap ring

Install the spring snap ring with a pair of long
nose pliers.
3. Piston ring
1) Install three piston rings with the piston ring
removal and installation tool.
Piston ring removal and installation tool
Install the piston rings in the illustrated sequence.
① Oil control ring
② 2nd compression ring
③ 1st compression ring
ATTENTION: When installing the compression
rings, the embossed side shall
face upward.
Before installing the oil control ring, insert the
spreader coil into the oil ring groove, so that
there is no gap in all sides of the coil.
2) Lubricate the surface of the piston ring with
engine oil.
Inspect whether the piston ring can smoothly
rot ate inside the piston ring groove.
6. Bearing bush of connecting rod

Carefully clean the oil or other impurities at the
back of the bearing bush and on the interface
of the connecting rod.
45
Cylinder Head
1.Cylinder head 6.Valve spring seat
2.Lower gasket of valve spring ▲ 7.Valve key
▲ 3.Oil seal of valve tube 8.Sealing gasket for exhaust manifold
▲ 4.Intake valve and exhaust valve 9.Exhaust manifold
▲ 5.Valve spring
46

3. Oil seal of valve tube
Lubricate with clean engine oil and install the
valve stem oil seal.
Installer: 5-8840-2033-0
4. Intake valve and exhaust valve

Install the intake valve and the exhaust valve.
Be careful not to confuse them.
5.Valve spring
Put the end with smaller spring pitch downward
and install the spring.
7. Valve key
Valve spring compressor: 9-8523-1423-0
Once the valve key is installed, gently knock
the end of the valve stem with a plastic
hammer, to ensure its correct position.
47
Pneumatic Mechanism
1. Spring retaining ring of rocker arm shaft 4. Bracket
▲ 2. Rocker arm shaft 5. Rocker arm
3. Spring 6. Spring retaining ring of rocker arm shaft

2. Rocker arm shaft
The end of the rocker arm shaft with the oil
hole shall face forward.
1) The end of the rocker arm shaft with the large oil
hole (φ4) shall face the front of the engine.
2) Install the rocker arm, rocker arm shaft bracket
and spring.
48
Engine
▲ 1. Tappet 16. Cover
▲ 2. Crankshaft bearing bush ▲ 17. Crankshaft pulley
▲ 3. Crankshaft 18. Front crankshaft bolt
▲ 4. Thrust bearing 19. Guide bearing
▲ 5. Crankshaft bearing cover 20. Back plate
▲ 6. Timing gear chamber ▲ 21. Flywheel
▲ 7. Camshaft assembly ▲ 22. Cylinder gasket
▲ 8. Piston and connecting rod assembly ▲ 23. Cylinder head assembly
▲ 9. Oil pump assembly 24. Pushrod
▲ 10. Rear oil seal for crankshaft ▲ 25. Rocker arm shaft assembly
▲ 11. Idler A ▲ 26. Thermostat case
▲ 12. Idler B ▲ 27. Glow plug and connector
▲ 13. Engine oil pipe ▲ 28. Injector
▲ 14. Fuel pump component 29. Cylinder head cover
▲ 15. Timing gear chamber cover 30. Cooling water bypass hose
49

Engine oil nozzle plug (for gear transmission)
1) Add LOCTITE 262 or equivalent to the thread
of the engine oil nozzle plug.
2) Tighten the plug to the rated torque.
Torque (N • m) 30±5
1. Tappet
1) Apply a layer of engine oil to the tappet ①
and the tappet insert hole ② of the cylinder
block.
2) When removing, mark the position (if the
tappet is to be used again).
ATTENTION: It is necessary to install the
tappet before the camshaft.
2. Crankshaft bearing bush (upper end),

crankshaft bearing bush (lower end)
There are oil feed hole and oil groove at the

upper crankshaft bearing bush.
There is oil feed hole or oil groove at the
lower crankshaft bearing bush.
3. Crankshaft
When installing the crankshaft, put the end
with crankshaft gear to the engine.
Before installing the crankshaft, apply a
layer of engine oil over the surface of the
crankshaft bearing neck and bearing bush.
50
4. Thrust bearing
When installing the thrust bearing, put the
oil groove towards the crankshaft rotation
surface.
5. Crankshaft bearing cover

The mark “C” can only found on the central
bearing cover.
Arrow The arrow shall point to the front of the
engine.
Front
Tighten the bolts on the crankshaft bearing

Arrow cover in specific sequence.
Torque (N • m)
First 90
Second 170±10
Lubricate it with engine oil
Crankshaft bearing cover with lower bearing

bush.
1) As illustrated, apply recommended liquid
sealant or equivalent to No.5 crankshaft
bearing cover ① .
2) Install the arch sealing gasket ② onto No.5
bearing cover. Push the arch sealing gasket
into the bearing cover groove with your finger.
ATTENTION: Do not scratch the external
surface of the arch sealing
gasket.
3) As illustrated, apply recommended liquid

sealant or equivalent to the points ③ and ④
on the interface between No.5 crankshaft
bearing cover and the cylinder block.
ATTENTION: The bearing cover interface
shall be free of engine oil before
applying the liquid sealant.
Prevent the liquid sealant from blocking the
cylinder thread hole and the bearing.
51
Timing gear back plate (for gear transmission)

1) Tighten the timing gear back plate to its rated
torque with a sealing gasket.
Bolt torque on timing gear case
Torque (N • m) 19±5
2) Cut the excessive sealing gasket at ① , ②

and ③ between the timing gear chamber and
the lower cylinder block.
6. Timing gear chamber

Cut the excessive seal ring.
7. Camshaft
① Apply a layer of engine oil over the camshaft
and the camshaft bearing bush.
② Install the camshaft onto the cylinder block.
ATTENTION: Do not damage the camshaft
bearing bush.
Camshaft thrust plate

Tighten the thrust plate bolts via the
camshaft gear hole.
52
Camshaft timing gear

① Install the camshaft timing gear onto the
camshaft.
The mark of the timing gear (“Y-Y”) must
face outside.
② Tighten the timing gear bolts to their rated
torque.
Bolt torque on timing gear.
Torque (N • m) 100-120
2nd compression ring 8. Piston and connecting rod assembly

Coil spreader Install the piston ring to the illustrated
position.
Oil 1st
control ring compres-
sion ring
Piston ring compression and The front mark of the piston must be turned
installation tool to the front of the cylinder block.
Piston ring compression and installation tool:
5-8840-9018-0
Front
mark
Align the cylinder number on the connecting

rod cover to that on the connecting rod.
Cylinder
Number
Apply a layer of engine oil onto the thread

of each connecting rod cover bolt and the
interface between the nut and the cover.
Tighten the bolts of the connecting rod
bearing cover to their rated torque.
Torque (N • m)
First 45
Second 85±5
53
9. Oil pump assembly

Fill up with engine oil and install the oil pump.
Engine oil
Oil pump
1) Prepare 80% engine oil solution and 20%

molybdenum disulfide solution.
2) Apply an adequate layer of solution over the
gear teeth of the small oil pump gears.
3) Install the oil pump and tighten the bolts to
their rated torque.
10. Rear oil seal for crankshaft

Apply engine oil around the lip of the oil seal
① and inside the oil seal.
Install the oil seal inside the cylinder block
hole ② with an oil seal installer.
Leave no clearance between the cylinder
block hole and the oil seal.
Oil seal installer: 5-8840-2061-0
11. Idler "A"

Oil feed It is necessary to rotate the oil feed hole on
hole
the shaft upward.
Align the timing marks (“X” and “Y”) on the

gear. The cut side of the thrust gasket shall
“Y” mark Idler “A” face upward.
Camshaft
gear
“X” mark
Crankshaft
54
12. Idler "B" and shaft (for gear transmission)

1) Apply engine oil to the idler and idler shaft.
2) Align the locating mark ① of Idler "B" to that
② of Idler "A".
3) Tighten the idler bolts to their rated torque.
Idler B bolt torque
13. Timing gear oil tube (for gear transmission)

1) Install the oil tube to the timing gear case
and Idler "A".
2) Tighten the holed bolt ① and the retaining
bolt ② of the oil tube to their rated torque.
14. Injection pump (for gear transmission)

1) Install the O-ring ① on the flange ② of the
injection pump.
2) Install the injection pump onto the timing
gear case.
Align the mark “V-V” ③ of Idler B to the
mark “V” ④ of the injection timing.
3) Temporarily tighten 6 injection pump nuts ⑤ .

Finally tighten the injection pump nuts after
all the rear bracket bolts of the injection
pump are installed.
4) Install the rear bracket ⑥ and rear bracket

bolts ⑦ of the injection pump onto the
cylinder block.
5) Install the rear bracket bolts ⑧ onto
the bracket ⑨ of the injection pump.
Temporarily tighten the bracket bolts.
Once the injection pump nuts are installed,
finally tighten the rear bracket bolts ⑦ and
⑧ to their rated torque.
55
6) Tighten the injection pump bolts to their rated

torque.
Bolt torque on injection pump:
7) Tighten the bracket bolts of the injection
pump to their rated torque.
Injection pump bracket bolt torque:
15. Timing gear chamber cover (for gear

transmission)
1) Align the locating pin of the gear chamber
to the timing gear chamber cover.
2) Install the timing gear chamber cover.
3) Tighten the timing gear chamber cover bolts
to their rated torque.
Bolt torque on timing gear chamber cover
17. Crankshaft shock absorber pulley (for gear

transmission)
Block the flywheel gear ring to prevent the
crankshaft from rotating.
Tighten the bolts on the crankshaft shock
absorber pulley to its rated torque.
Be careful not to damage the boss of the
crankshaft shock absorber pulley.
Bolt torque of crankshaft shock absorber
pulley
Torque (N • m) 210±20
21. Flywheel
Step 1 65±5 N • m
Step 2 42.5°±2.5°
lubricate with engine oil.
Front, top mark 22. Sealing gasket for cylinder head

The mark “Top” must face upward while the
mark “FRONT” must face forward.
Measure the raised part on the top of the
Front piston and select a proper cylinder head
sealing gasket.
56
23. Cylinder head assembly

Lubricate the cylinder head bolts with engine
oil and tighten them in the following two
steps. The cylinder head bolt is disposable.
Remove and replace new bolts every time.
There are two kinds of cylinder head bolts
with different lengths.
The longer ones are used on the side of the
injection pump.
New bolt (N • m)
Step 1 50~55
Step 2 45°±5°
Step 3 45°±5°
25. Rocker arm shaft assembly
Tighten the rocker arm shaft bolts in specific
sequence once for all.
Adjustment of valve gap

1. Rotate the crankshaft until the top dead center
mark on the crankshaft pulley is aligned to the
timed mark, so that the piston inside the ?? or
4th cylinder moves to the top dead center of
the compression stroke.
2. Adjust the valve gap as below, with a feeler

gauge:
Valve gap (when engine is at low temperature)
Intake valve 0.4mm
Exhaust valve 0.4mm
3. Adjust the valve gap pointed by the arrow
57
4. Rotate the crankshaft for an entire cycle (360

degree) and continue to adjust the valve gap
pointed by the arrow.
26. Thermostat case

1) Install the thermostat case onto the cylin-
der head.
2) Tighten the thermostat case bolts to their
rated torque.
Bolt torque for thermostat case:
27. Glow plug and connector

1) Install the glow plug onto the cylinder head.
2) Tighten the glow plug to its rated torque.
Glow plug torque
3) Install the glow plug connector.
4) Tighten the glow plug connector to its rated
torque.
Glow plug connector torque
ATTENTION: If in good state, the glow plug

can be further used.
To replace a glow plug, it necessary to
replace all glow plugs.
Individual replacement is not acceptable.
28. Injector
1) Install the injector sealing gasket ① and
O-ring ② onto the injector ③ .
Make sure the O-ring is suitable for the
injector groove.
2) Lubricate the cylinder head injector hole.
3) Install the injector and the injector retaining
plate ④ together onto the cylinder head.
58
4) Tighten the injector retaining plate bolts to

their rated torque.
Bolt torque of injector retaining plate
Tighten the injection nozzle case bolts to
their rated torque with a gasket ⑤ .
59
External Engine Parts (II)
▲ 1. Oil pan ▲ 5. Oil filter
▲ 2. Cylinder head cover 6. Generator
▲ 3. Left/right reinforcing plate 7. Vacuum pump oil tube
4. Water pipe ▲ 8. Exhaust manifold
60

1. Oil pan
1) Before installing the oil pan, apply the
sealant onto the No.5 bearing cover and
timing gear case as illustrated.
2) Install the lip-shaped part at the back of the

sealing gasket into No.5 groove. Ensure it is
fully aligned.
3) Install the oil pan onto the cylinder block.

4) Slightly tighten all the oil pan bolts to the
rated torque in order as illustrated.
Oil Pan bolt torque
2. Cylinder head cover

Tighten the bolts in specific sequence.
3. Left/right reinforcing plate

1) Install the engine reinforcing plates onto the
engine and the back plate.
2) Tighten the engine reinforcing plate bolts to
their rated torque.
Bolt torque of engine reinforcing plate
61
5. Oil filter assembly

8. Exhaust manifold
Tighten all exhaust manifold bolts in specific
sequence
62
External Engine Parts (I)
1. Oil level dipstick sleeve 9. Injector
2. Reinforcing plate 10. Glow plug
▲ 3. Starting motor ▲ 11. Fuel injection pipe
▲ 4. Injection pump assembly 12. Fuel return pipe
▲ 5. Water pump assembly ▲ 13. Alternator and adjusting plate
6. Thermostat housing ▲ 14. Fan pulley
7. Water hose ▲ 15. Fan belt
▲ 8. Intake manifold assembly 16. Crankcase vent hose
63

3. Starting motor
4. Injection pump assembly

Before installation, rotate the crankshaft
clockwise and move the piston of No.1
cylinder to the top dead center (TDC) of the
compression stroke. When rotating, precisely
align the cut line on the crankshaft pulley to
the specific mark.
Install the injection pump and align the cut

line on the timing gear to the arrow on the
timing gear case cover.
5. Water pump assembly

Water pump bolt torque
8. Intake manifold assembly

When installing the sealing gasket, put the
right-angle side on the top and at the front.
64
11. High pressure fuel pipe

ATTENTION: It is necessary to confirm that
the nut is at the right position.
If not, it may lead to breakage
in high pressure pipeline and/
or fuel impulse noise.
13. Alternator and adjusting plate

1) Tighten the alternator bolts ① to their rated
torque.
Alternator bolt torque
2) Temporarily tighten the adjustment plate
bolts ② .
After installing the cooling fan belt, finally
tighten the adjusting plate bolts.
14. Cooling fan drive pulley

1) Install the cooling fan drive pulley onto the
water pump with a gasket.
2) Tighten the bolts of the cooling fan drive
pulley to their rated torque.
Bolt torque of cooling fan drive pulley
15. Cooling fan drive belt

1) Install the cooling fan drive belt.
2) Move the alternator to increase the tension of
the cooling fan drive belt.
3) Apply a pressure of 10KG to the middle of the
drive belt, in order to inspect its deflection.
4) If necessary, move the alternator to adjust the
tension (deflection) of the drive belt.
① Crankshaft shock absorber pulley
② Alternator pulley
③ Cooling fan drive pulley
5) Tighten the adjusting plate bolts to their rated
torque.
Adjusting plate bolt torque
65
Lubrication System
Key Data and Specifications of Lubrication System
Item JX493ZQ4A
Oil pump type Gear-driven
Flow rate (L/min) 19.9
RPM (R/min) 1000
Outlet pressure (Kg/m2) 4
Temperature (°C) 48-52
Engine oil grade CE grade
Actuating pressure of oil
0.2-0.5
pressure shut-off switch (Kg/m2)
Oil filter type Full-flow type with disposable paper chuck components
Actuating pressure of pressure
4.3-4.7
release valve (Kg/m2)
Actuating pressure of safety
0.8-1.2
valve (Kg/m2)
66
Lubrication System
① The opening pressure of oil filter regu-lating

valve: 4.3-4.7
② The opening pressure of oil filter safety
valve: 0.8-1.2
③ Actuating pressure of oil pressure shut-off
switch: 0.2-0.5
The engine lubrication system is full-flow type.
The lubricant is pumped out of the feed pump
and flows into the oil pipeline of the cylinder
block via the oil filter. Then it is delivered to
the key components of the engine via the oil
pipeline.
67
Oil Pump
1. Oil pump assembly 4. O-seal ring

2. Bolt assembly 5. Oil pump O-ring A
3. Oil out pipe assembly of oil pump 6. Oil pump O-ring B
68
Oil Filter
1. Clamp 4. Filter element assembly

2. Cooler water inlet pipe 5. Oil cooler assembly
3. Cooler water outlet pipe 6. Oil filter rubber seal ring
69
Cooling System
Structure Features and Parameters
Item Description
Water Pump Type Centrifugal pump
Water Pump/crankshaft gear ratio 1:1
Flow rate (L/min) 100
Water pump bearing type Dual axis
Thermostat Type Wax single valve thermostat
Valve starting temperature (°C) 80-84
Cylinder temperature at full-open (°C) 95
Valve lifting at full-open 8
The rotation speed of the water pump is 3,000 RPM and the water temperature is 30°C.
70
71
Water Pump
72
Thermostat
The centrifugal pump powerfully circulates the coolant throughout the cooling system.
Use wax-ball thermostat.
Rocker valve accelerates the engine glow.
Inspection and repair

If any wear, damage or other failure is
detected in the part upon inspection, perform
necessary repair or replacement.
Valve opening temperature

Standard (°C) 80-84
Valve lifting
Standard (°C) Around 8mm at 95°C
73
Water Pump
1. Pump pulley 3. Belt

2. Water pump assembly
74
Engine Suspension
Torque Diagram
N•m
1. Front support cushion assembly 2. Rear hanger assembly
75
Intake System
1. Shock absorber I 6. Intake hose I

2. Vertical vent pipe assembly 7. Air filter assembly
3. Shock absorber II 8. Clamp
4. Intake corrugated hose 9. Intake hose II
5. Corrugated hose clamp 10. Intake pipe
76
Exhaust System
1. Sealing gasket 6. Silencer bracket

2. Front exhaust pipe assembly 7. Silencer clamp
3. Exhaust brake assembly 8. Silencer assembly
4. Intermediate exhaust pipe assembly 9. Seal ring
5. Connecting gasket 10. Exhaust tail pipe
77
EGR System
EGR system is designed to inhibit combustion temperature, control nitrogen oxides and minimize
waste emission. It consists of EGR valve, ECU, vacuum cylinder and related sensors.
Operating Principle of Exhaust Gas Recirculation (EGR)
78
1. Operating Principle of EGR
Exhaust Gas Recirculation (EGR) System returns part of exhaust gas into the intake system,
mixes it with fresh air and feeds the mixture into the cylinder. Thus, the maximum combustion
temperature and pressure inside the cylinder is reduced, the production of harmful NOX is
controlled and the emission is minimized.
In an EGR system, EGR ratio (exhaust gas volume reentering intake manifold/new intake volume)
depends on the working condition of the engine. If too much exhaust gas is added, the engine will
generate black smoke and result in performance deterioration. If too little exhaust gas is added, it
can not comply with the requirements of emission regulations.
Accurate EGR ratio is controlled by ECU, which stores a variety of optimal EGR working states
under different working conditions of the engine, also known as EGR Map. ECU offers the engine
with the optimal EGR ratio, that is, exhaust gas volume, under different working conditions,
depending to the throttle position, RPM, clutch pedal position and water temperature signal of the
engine, in order to meet engine emission and performance requirements. It works as follows:
EGR system adjusts the openness of the EGR valve with its core component of Exhaust Control
Unit (ECU) and thus controls the exhaust gas volume entering the combustion chamber. ECU
receives the signals about RPM, load, water temperature and clutch switch from the connected
clutch pedal sensor (installed on the clutch pedal), water temperature sensor (installed on the
water outlet), throttle pedal sensor (installed on the high pressure pump acceleration handle)
and engine RPM sensor (installed inside the oil pump). Then ECU sends signals to the vacuum
regulator, which controls the openness of EGR valve and ultimate the exhaust gas circulation
volume, according to the opening value of EGR valve corresponding to specific load and RPM
(each pair of load and RPM values correspond to an optimal valve opening value identified in lab).
The sensor (installed on EGR valve) connecting ECU and EGR valve returns the valve opening
value to ECU, so that it can make proper decisions when load and RPM fluctuates, continuously
change the valve opening value and meet the requirements of emission and various working
conditions of the engine.
2. EGR working conditions
2.1 The EGR system of a new engine needs initialization under the following conditions:
(1) Engine in idle state
(2) Engine RPM ≥ 624 rpm
(3) Water temperature ≥ 52°C
Without initialization, EGR system will not work.
Normal EGR working conditions
(1) Engine RPM ≥ 624 rpm

(2) Water temperature ≥ 10°C
(3) System initialization complete
79
EGR System Fault Testing
1. EGR system fault diagnosis

(1) EGR analyzer diagnosis
(2) Laptop diagnosis
(3) Manual diagnosis
At present, ECU only sends commands
according to predefined Map, without storing
fault diagnosis program. Thus, it is impossible
to perform analyzer diagnosis. Here we will
discuss the third method only.
2. Inspection and diagnosis
Manual diagnosis
Start the engine and maintain the idle state
of 800±50rpm. Remove the vacuum tube
from the EGR valve and check whether it
is in vacuum state by hand. Depress the
clutch and remove the vacuum tube from the
EGR valve. The vacuum tube (equipped in
JX493ZQ3 engine) shall not be in vacuum
state.
80
Inspection of all parts and components
A EGR valve
☆Remove the EGR valve and Inspect if the
valve is clear;
☆Inspect if the connection is loose. Then
remove the sensor harness;
☆Inspect if the diaphragm is broken;
☆Inspect if there is any short circuit or open
circuit in the sensor.
B Vacuum regulator
△Before starting the engine, remove the
vacuum tube from the EGR valve. It should
be blocked;
△ Inspect if the connection is loose. Then

remove the harness connection and
Inspect if there is any short circuit or
open circuit in the vacuum regulator coil;
81
C EGR valve
Inspect if the connection is loose. Then remove
the sensor harness connection and Inspect if
there is any short circuit or open circuit.
D Circuit system inspection

1. Inspect if the fuse is melt according to
circuit diagram.
2. Turn the ignition switch to ON.
3. Inspect if ECU is energized.
4. Inspect if the main relay works well.
5. Inspect if the clutch switch is closed when
the clutch is not working, and whether it
is open when the clutch works.
6. Inspect the continuity of all sensors to ECU.
82
Turbocharger
1. Oil intake pipe of turbocharger 6. Water outlet hose of turbocharger

2. Water inlet hose of turbocharger 7. R e t u r n p i p e f l a n g e g a s k e t o f
3. Water inlet pipe of turbocharger turbocharger
4. Turbocharger 8. Oil return pipe of turbocharger
5. Water outlet pipe of turbocharger 9. Oil return hose of turbocharger
83
Fault Diagnosis
Engine overheated
Inspect radiator coolant level
Coolant contamination and anti-freeze

Inspect coolant status fluid percentage.
Engine oil leakage into coolant
Inspect for hose leakage Hose deterioration, loose clamp
Inspect for water pump leakage
Inspect for cylinder gasket damage
Inspect fan belt tension Deflection: approx. 10mm
Inspect fan clutch working condition
Inspect if radiator filling inlet cover works well
Inspect thermostat working condition Valve opening temperature: 82°C
Inspect injection timing
Inspect injection nozzle Fuel injection shape
Inspect water pump　fan impeller
Inspect oil quality in engine
Inspect for combustion chamber deposit
Adjust or replace injection pump
84
Engine Noise
Abnormal engine noise
Engine knock Noise of gas leakage Continuous noise Noise of cylinder knocking
Inspect for looseness or Inspect fan belt tension Inspect valve gap
Inspect if engine is fully leakage of exhaust Intake valve: 0.40mm
glowed pipe connection Deflection: approx.10mm
Exhaust valve: 0.40mm
Inspect injection timing Inspect installation of Inspect for rocker arm

Inspect for loose
injection nozzle and damage
glow plug cooling fan
Inspect injection nozzle:

Refer to fuel injection shape
Inspect for cylinder Inspect for worn or damaged Inspect if flywheel
in Lucas diagnosis method
damage water pump bearing retaining bolts are loose
Inspect compression
pressure of all Inspect valve gap
Inspect working Inspect worn or damaged
cylinders Intake valve: 0.40mm
Standard value: condition of engine and crankshaft and thrust
31Kg/m2 Exhaust valve: 0.40mm
Working value: vacuum valve bearing
22-23Kg/m2
Inspect compression
pressure of all Inspect valve gap
Inspect if fuel used is of cylinders, Standard Inspect main bearing
value: 31Kg/m2 Intake valve: 0.40mm
inferior quality clearance
Working value: Exhaust valve: 0.40mm
22-23Kg/m2
Adjust or replace Inspect bushing clearance

of connecting rod
injection pump
Inspect gap between

piston and cylinder wall
85
Excessive Engine Oil Consumption
Excessive engine oil

consumption
Engine oil leakage Engine oil combustion
Inspect engine oil level Inspect engine oil quality
Inspect if oil drain plug is loose Inspect valve oil seal
Inspect for leakage of engine oil pipe Inspect for worn valve guide and
valve stem
Inspect for leakage of oil seal

retainer and oil filter seat gasket Inspect for worn cylinder gasket
Inspect if positive crankcase vent

valve and check valve of positive
crankcase ventilation system are Inspect piston ring installation
worn or leaking
Inspect if rubber sealing gasket

of valve chamber cover, oil pan
and oil pump are leaking Inspect if piston ring is blocked
Inspect for leakage of cylinder gasket Inspect for worn piston ring

Inspect if piston ring grooveon
piston is worn
Inspe ct if cylinder wall is

damaged or scratched
86
Lubrication System Fault Diagnosis
Fault Causes Measures

Excessive engine oil consumption Wrong engine oil is used Drain unqualified engine oil
Fill up with specified engine oil
Check valve leakage in PCV system Clean or replace check valve
Oil seal failure in sealing gasket Repair it
Piston ring or ring groove is worn Replace piston ring or piston
Piston ring is blocked Replace piston ring or piston
Valve stem is worn Replace oil seal, valve or valve guide
Cylinder is worn Repair cylinder hole diameter
Low engine oil pressure Wrong engine oil is used Drain unqualified engine oil
Safety valve is blocked Fill up with specified engine oil
Oil pump screen filter is blocked Replace safety valve
Oil pump drive and driven ge- Clean or replace screen filter
ars are worn Replace oil pump assembly
Oil pipe is broken, cracked or Repair or replace it
loosely connected Replace oil pump assembly
Oil pump failure Replace it
Crankshaft bearing or con- Repair or replace it
necting rod bearing is ex-
cessively worn
Oil pressure gauge failure
Engine oil quickly consumed Oil filter blocked Replace filter element
Excessive piston blow-by Replace piston ring
Unqualified engine oil is used Or repair cylinder hole diameter
again
Drain unqualified engine oil
and fill up with specified oil
Engine oil cannot reach valve Oil feed holes on cylinder Clean and repair it
system block and cylinder head are Clean and repair it
blocked Clean and repair it
Oil feed hole on rocker arm Clean and repair it
shaft is blocked
Oil feed hole on rocker arm
shaft bracket is blocked
Oil feed hole on rocker arm is
blocked
87
Cooling System Fault Diagnosis

Engine overheated Cooling water level is too low Replenish cooling water, check
whether there is any leakage
Spring of pressure control val- and repair if necessary
ve on radiator cover becomes Replace filling cover assembly
weaker Adjust or replace fan belt
Fan belt becomes loose or broken Replace fan belt
Fan belt skids Replace thermostat assembly
Thermostat failure (valve un- Replace pump assembly
able to turn on) Clean radiator and circuit
Pump failure Correct injection timing
Cooling circuit jammed by ox- Clean the outer part of radiator
ide accumulation Inspect cylinder head and re-
Injection timing inaccurate place sealing gasket
Radiator core blocked
Air enters water jacket due to
a broken cylinder gasket
Engine overcooled Thermostat failure (valve un- Replace thermostat

able to completely turn off)
Frequently filling cooling water Radiator leakage Repair or replace it
Radiator hose joint becomes Tighten the clamp or replace the hose
loose or hose is damaged Replace filling cover assembly
The spring of radiator cover Replace pump assembly
valve becomes weaker Tighten or replace the hose
Water pump leakage Inspect cylinder head or re-
Heater hose joint becomes place cylinder gasket
loose or hose is damaged Replace cylinder head or body
Cylinder gasket leakage
Crack on cylinder head or body
Noise in cooling system Water pump bearing failure Replace pump assembly
Fan fastener is loose or bent Torque or replace fan assembly
Fan is unbalanced Replace fan assembly
Fan belt failure Replace fan belt
88
Turbocharger-Related Fault Diagnosis
89
90
91
92
93
94
95
Special Topic on JX493ZQ4A with VE Distributor Pump
VE distributor pump is a single-plunger injection pump for pressurized fuel injection. It distributes
fuel to each cylinder of a diesel engine through a set of shared components and distribution
mechanism, subject to predefined time and quantity. VE distributor pump is a closed system
integrating injection pump, governor, feed pump and timing advance unit. It is structured, compact
and lightweight. It ensures the benefits of high-speed performance, reliability, diverse functions
and easy installation.
1. VE distributor pump model definition

2. VE distributor pump key specifications
3. VE distributor pump main parameter specifications
4. VE distributor pump parts breakdown view and detailed list
5. VE distributor pump structure and theory
6. VE distributor pump removal and inspection
7. VE distributor pump assembling precautions and commissioning
8. VE distributor pump operation and maintenance
9. Common fault analysis and troubleshooting
10. Common commissioning data
11. VE distributor pump pictures
12. VE distributor pump installation diagram
96
1. VE distributor pump model definition

NJ(WF) VE 4/ 12 F 1900 L 001
Design serial number

Left rotation (R = right rotation)
Rated RPM of feed pump (r/min)
Mechanical governor
Plunger diameter (mm)
No. of cylinders
Single plunger distributor pump
Nanjing (Weifu)
2. VE distributor pump product specification and

mode
Model Type
NJ-VE4/1IFI900L005 JX493ZQ4A
3. V E d i s t r i b u t o r p u m p m a i n p a r a m e t e r
specifications
Number of cylinders: 2, 3, 4, 6
Direction of rotation: Left, right (from the
viewpoint of fuel pump drive end or flange
end)
Plunger diameter: 8mm-14mm (as required by
engine)
Cam lifting: 1.8mm-3.3mm (as required by
engine)
Maximum fuel supply: 140mm3/cycle
Max pressure at pump end: 95MPa
Max RPM: 3000r/min (as required by engine)
Governor: Mechanical centrifugal (variable
speed or two speed)
Timing advance unit: Hydraulic piston type
Cold start: Electromagnetic or manual type
Fuel cut-off: Electromagnetic or manual type
Feed pump type: Slide blade type
Lubrication type: Fuel lubrication
Installation method: Flange (triangle or
diamond)
97
VE Distributor Pump (Basic Model) Parts Breakdown View
98
Distributor Pump (Basic Model) Assembly Parts Detailed List (Table 2)
No. Name Code No. Name Code

1 Plunger gasket 37 O - seal ring 6.5 x 1.9
2 Plunger anti-friction gasket 38 Pump cover seal ring
3 Distributor plunger 39 Plug
4 Plunger regulating gasket 40 Plug ring
5 End cam component 41 Governor sleeve
6 Cross slipper spring 42 Thrust gasket
7 Cross slipper 43 Flyweight
8 Roller support 44 Flyweight carrier component
Roller shaft 45 Governor shaft ring washer
Roller gasket 46 Governor shaft long washer
9
Internal roller 47 Fuel feed pipe bracket
External roller 48 Retaining plate
10 Buffer 49 Gasket 6-Zn.D
11 Feed pump turning key 50 Screw M6×8-Zn.D
12 Drive shaft 51 Gasket 6-Zn.D
13 Drive gear 52 Screw M6×35-Zn.D
14 Drive shaft gasket 53 Pump cover component
15 Screw M6×20-Zn.D 54 Pump cover component
16 Feed pump cover 55 Governor handle
17 Eccentric strap 56 Retracting torsion spring
18 Slide blade 57 Nut 6-Zn.D
19 Slide blade rotor High-speed check screw
58
20 Pump body component Idle check screw
21 Timing advance unit cover seal ring 59 O - seal ring 6.5 x 1.9
22 Timing advance unit rear cover 60 Oil flow regulating screw
23 Screw M6×20-Zn.D 61 Gasket 8-Zn.D
24 Bracket screw 62 Nut 8x1-Zn.D
25 Bracket screw gasket 63 Spring hanging seat
26 Skeleton oil seal SD20×31×7 Internal idle spring
64
27 Drive shaft spring gasket External idle spring
28 Drive shaft nut 65 Governor support components
29 Governor shaft 66 Governor spring
30 O-ring 8.5x1.9 67 Roller support pin
31 Governor shaft locking nut 68 Pin
32 O - seal ring 10.4 x 2.35 69 Roller support pin snap spring
33 O - seal ring 7.5 x 1.9 70 Timing advance unit piston
34 Pressure regulating valve co-mponent 71 Swing shaft
35 Governor handle shaft com-ponent 72 Timing advance unit spring gasket
36 Anti-friction gasket 73 Timing advance unit spring
99

74 Timing advance unit front cover 86 Delivery valve spring
75 Spring lower seat 87 Delivery valve seat
76 Plunger spring 88 Air bleeding screw
77 Spring upper seat Air bleeding screw gasket
89
78 Plunger spring gasket Pump head plug
79 Control bush 90 O - seal ring 29.5 x 2.7
80 Spring guiding shaft 91 Screw M6×45-Zn.D
81 Bracket support spring 92 Fuel inlet solenoid valve component
82 Pump head seal ring 93 Fuel return pipe assembly
External distribution case 94 Fuel return screw gasket
83
Distributor sleeve 95 Fuel return solenoid valve component
84 Delivery valve gasket 96 Fuel inlet screw
85 Delivery valve coupler 97 Fuel return screw gasket
98 Fuel inlet screw cushion
100
VE Distributor Pump (Basic Plus Model) Parts Breakdown View
101

1 Pump body component 39 Timing advance unit spring
2 Feed pump component 40 Buffer
3 Feed pump cover 41 Timing advance unit piston
4 Screw M4×20-Zn.D 42 Swing shaft
5 Drive shaft gasket 43 Roller support pin snap spring
6 Drive gear 44 Pin
7 Key 4x6 45 Roller support pin
8 Drive shaft 46 Bracket screw
9 Feed pump turning key 47 Bracket screw gasket
10 Roller support component 48 Timing advance unit rear cover
11 Cross slipper 49 Governor support components
12 End cam component 50 Internal idle spring
13 Plunger regulating gasket 51 External idle spring
14 Plunger anti-friction gasket 52 Spring hanging seat
15 Plunger gasket 53 Governor spring
16 Spring lower seat 54 O - seal ring 6.5 x 1.9
17 Plunger spring 55 Ring spacer
Governor handle shaft com-
18 Spring upper seat 56
ponent
19 Plunger spring gasket 57 Plug
20 Spring guiding shaft 58 Plug ring
21 Bracket support spring 59 Governor sleeve
22 Pump head seal ring 60 Thrust gasket
23 Distributor plunger coupler 61 Flyweight
24 Screw M6x50 62 Flyweight carrier component
25 Delivery valve gasket 63 Governor shaft ring washer
26 Delivery valve coupler 64 Governor shaft long washer
27 Delivery valve spring 65 Governor shaft locking nut
28 Delivery valve spring seat 66 O - seal ring 8.5 x 1.9
29 Delivery valve seat 67 Governor shaft
30 Delivery valve seat cap 68 O - seal ring 7.5 x 1.9
31 O - seal ring 29.5 x 2.7 69 O - seal ring 10.4 x 2.35
Pressure regulating valve
32 Pump head plug 70
component
33 Air bleeding screw gasket 71 Nut M6-Zn.D
34 Air bleeding screw 72 Check screw
35 Screw M6x16 73 Pump cover seal ring
36 Timing advance unit front cover 74 O - seal ring 6.5 x 1.9
37 Timing advance unit seal ring 75 Flow control bolt
38 Timing advance unit spring gasket 76 Gasket 8
102

77 Nut M8×1 99 Sealing screw
78 Cap 100 Torsion spring
79 Breather screw component 101 Governor handle
80 Fuel return screw component 102 Gasket 6-Zn.D
81 Sleeve 103 Nut 6-Zn.D
82 Check screw 104 Gear ring
83 Nut M6-Zn.D 105 Diaphragm spring
84 Screw M6x8 106 Cone shaft
85 Gasket 107 Regulating gasket
86 socket cap plug 108 Diaphragm clamp plate
87 Pushrod bushing 109 Diaphragm
88 Bushing gasket 110 Curved spring washer 6
89 Seal ring cover 111 Nut M6-Zn.D
90 Pushrod 112 Compensator cover component
91 Lever component 113 Screw M6×16-Zn.D
92 Screw M6x35 114 Regulating screw
93 Lever shaft 115 Nut M8×1
94 Flat nut 116 Intake pipe component
95 Gear ring key 117 Intake screw gasket
96 Sealing screw 118 Intake screw
97 Pump cover component
98 Sealing screw gasket
103
VE Distributor Pump Structure and Operating Principle
Refer to Figures 2 and 3 for the structure of VE-type distributor pump. From left to right, it consists
of drive shaft, feed pump, drive gear, roller support and roller, end cam, plunger, control bush,
distributor bush, pump head and solenoid valve fuel cut-off unit. The upper section of the pump is
a governor and the lower section is a timing advance unit. It operates as follows: the drive shaft
of the distributor pump rotates and draws out the fuel from the tank through the feed pump. Once
impurities filtered by fuel filter, the fuel enters oil-water separator, which separates water from the
fuel. Later, it is drawn into the feed pump, in which the outlet pressure is proportional to the speed
of the VE pump. The pressure regulating valve limits the fuel pressure to the rated threshold.
Under certain pressure, the fuel flows through the fuel inlet and enters the plunger chamber,
controlled by the solenoid valve. Meanwhile, part of the fuel moves into the advance unit to control
the piston movement of the timing advance unit. The remaining fuel returns to the inlet fuel line
and fuel tank through the orifice of the fuel return screw (fuel return solenoid valve). The drive
shaft rotates and drives the cross slipper, which in turn drives the rotation of end cam. Through
the locating pin of the end cam, it rotates the distributor plunger. The plunger spring and the spring
lower seat press the distributor plunger onto the end cam. When the drive shaft rotates, the end
cam rotates as well driven by the cross slipper, while performing alternating motions powered by
the roller. The distribution plunger distributes the fuel by rotation and pumps the fuel by alternating
motions. Under the alternating motions of the distribution plunger, the fuel entering the plunger
chamber generates high pressure and injects into the cylinder through the distribution set, delivery
valve and injection nozzle. sThe drive shaft also drives the rotation of the gears, flyweight carrier
and flyweight through the buffer. The centrifugal force generated by the fly weight pushes the
control sleeve and governor support components. When the speed changes, the movement of the
governor support changes the position of the control bush in relation to the overflow orifice, so as
to change the fuel supply stroke, regulate the supply and meet the needs of the engine in different
situations. The fuel supply is stopped by the control bush and the position of the overflow orifice
on the distribution plunger. When the overflow orifice is beyond the end of the control bush, the
fuel overflows via the orifice and the fuel supply is stopped.
104
105
106
5.1 Drive System
The drive mechanism of the distributor pump connects the distributor plunger, plunger and feed
pump as illustrated in Figure 4, while delivering the driving torque from the diesel engine. It
consists of drive shaft, cross slipper and end cam.
1. Drive shaft 4. Roller support

2. Drive shaft gear 5. End cam
3. Cross slipper
107
5.1 Feed Pump
The distributor pump contains a slide-blade type feed pump consisting of eccentric strap, slide
blade, rotor and feed pump cover, as illustrated in Figure 5. It is installed on the section of pump
chamber. When the drive shaft rotates, it drives the rotor via the drive shaft key. The rotor rotates
four slide blades, which alternatively move inside the cross slipper slot. The end of the slide blade
touches the inner wall of eccentric strap all the time, scratching the surface and changing the
capacities of inlet room and feed room. When the capacity of the inlet room increases, the fuel
is drawn into the intake room; and when the capacity of the feed room declines, the fuel under
certain pressure is squeezed out of the feed room, which completes the pumping process. The
pressure grows by RPM. On one hand, it ensures the pump chamber is filled with fuel, which
lubricates and cools the parts. On the other hand, the pressure of the feeding fuel controls the
motions of timing advance unit.
1. Rotor 3. Eccentric strap

2. Slide blade 4. Feed pump cover
108
Pressure regulating valve (see Figure 6) controls the pressure inside the feed pump. Pressure
regulating valve consists of valve body, regulating piston, regulating spring, ring and plug. The
regulating piston is under the joint force of the fuel pressure inside the feed pump and the regulating
spring. The volume of feeding fuel varies on the RPM of the distributor pump, which in turn changes
the fuel pressure inside the pump (see Figure 7). When the fuel pressure imposed on the regulating
piston exceeds the pressure of the regulating spring, the latter is compressed and the regulating
piston moves. When the pressure reaches a certain level, the regulating piston raises and opens
the bypass hole of the pressure regulating valve. Part of the fuel flows into the fuel inlet of the feed
pump. Therefore, it is possible to regulate the pressure inside the pump by changing the preload of
the regulating spring, which determines the pressure level inside the pump.
Figure 7
1. Pressure regulating valve body 4. Ring

2. Regulating piston 5. Plug
3. Regulating spring
109
5.3 Fuel Timing Advance Unit
VE-type distributor pump uses hydraulic fuel timing advance unit (see Figure 8), which is installed
in the lower section of the injection pump, consisting of timing advance unit piston, swing shaft
and timing advance unit spring. The timing advance unit piston is connected to the roller support
via the roller support pin, while a part of the piston (the side without spring) is connected to the
fuel inside the pump via the damper hole. The pressure inside the pump varies with the RPM, and
under the force of pump chamber pressure and timing advance unit spring, the piston moves to
left or right. It moves the roller support through the roller support pin, changes its position relative
to the end cam (see Figure 9) and ultimately advances the fuel feed. The timing advance feature
of the fuel timing advance unit can be realized by changing the strength and preload of the timing
advance unit spring.
1. Pump body 6. Timing advance unit rear cover

2. Roller support 7. Timing advance unit piston
3. Internal and external roller 8. Swing shaft
4. Roller support pin 9. Timing advance unit spring
5. Damper
110
5.4 Fuel Feed and Distribution
VE-type distributor pump feeds several cylinders through a fuel pumping component, as illustrated
in Figure 10. The right end of the plunger is the fuel feed part, in which the fuel enters the fuel
feed chamber through the intake channel and the inlet slot on the plunger. There is an axial
fuel channel at the center of the plunger. The flow distribution slot in the middle of the plunger
is connected to the central fuel channel through the radial hole, while the end of the central fuel
channel is linked to the fuel overflow hole. The fuel flow depends on the effective stroke of the end
of flow control bush relative to the fuel overflow hole on the plunger.
1. Plunger 4. Inlet slot

2. Distribution pipeline 5. Fuel outlet
3. Inlet channel 6. Fuel overflow orifice
111
5.4.1 Intake process

When the cam plate moves from the raised position
to the lowest position and the plunger travels
downward to the bottom dead center (the distribution
plunger moves from right to left), the intake slot at
the head of the distribution plunger is connected to
the intake hole on the plunger distribution bush. And
the fuel enters the feed chamber via the solenoid
valve (open) and intake slot, as illustrated in
Figure 11.
5.4.2 Fuel pumping and distribution process

As the roller moves from the lowest part of the end
cam to the raised position, the plunger rotates and
moves from left to right. When the fuel inlet is closed,
the plunger starts to compress the fuel inside and
increases the pressure. Meanwhile, the distribution
slot hole on the plunger is connected to one of
the fuel outlet on the distribution bush. Thus, the
pressurized fuel opens the fuel outlet valve through
the outlet and the fuel is pressed into the injector
and then into the combustion chamber, as illustrated
in Figure 12. As the number of cam surfaces on the
end cam is equal to the number of cylinders and
there are corresponding distribution pipelines on the
plunger bush, for each rotation of the end cam, the
distribution slot is connected to the fuel outlet of the
distribution bush on each cylinder, and thus feeds
the fuel into the cylinders alternatively.
5.4.3 End of fuel feed
As illustrated in Figure 13, the plunger continues to
move to the right driven by the end cam. The plunger
overflow orifice is connected to the distributor pump
chamber. The pressurized fuel immediately flows
into the pump chamber via the overflow orifice
and the fuel pressure declines instantly. The fuel
outlet valve quickly arrives its position and ends the
fuel feed under the joint force of the spring and the
pressurized fuel inside the fuel pipeline.
The effective fuel feed stroke starts when the
distribution slot on the plunger is connected to the
fuel outlet and ends when the fuel overflow orifice
is connected to the inner chamber of the distributor
pump. The longer the effective stroke, the more
the fuel flow is, which can be changed by moving
the control bush. Moving it to the left will reduce the
stroke and end the feed. Moving it to the right will
create longer fuel feed stroke and greater fuel flow.
It is known as “fuel cut-off metering”, which changes
the fuel flow by moving the control bush, to change
the fuel cut-off time.
5.4.4 Pressure equilibrium
Once the fuel feed stops, the plunger continues
to rotate. After another 180 degree, the pressure-
equalizing slot on the plunger is connected to the
distribution pipeline, in which the fuel has the same
pressure as that inside the distributor pump, so
that the pressure in this part of the pipeline in each
cylinder remains the same. Thus, it ensures the
evenness of cylinder feed. Refer to Figure 14.
112
5.5 Fuel Cut-off Mechanism
VE-type distributor pump controls the fuel cut-off via a solenoid valve, which is installed on the
upper end of the fuel inlet in the plunger distribution bush, as illustrated in Figure 15. When the
diesel engine starts, it turns on the power of the solenoid valve and opens the pipeline. When the
diesel engine needs to stop, it can be done by cutting off the power supply.
In some cases, VE-type distributor pump can also be equipped with a manual fuel cut-off unit.
There is a fuel cut-off handle at the side of the pump cover. Rotating the handle will directly drive
the speed control lever and governor rocker bracket, so that the control bush moves towards the
fuel reduction. Open the fuel overflow orifice on the distribution plunger and the feed pump will cut
off the feed.
5.5.1 Prevent diesel engine from reversing

VE-type distributor pump can prevent the
diesel engine from reversing. If the diesel
engine reverses, when the plunger feeds
the fuel to the right, the fuel inlet opens.
Therefore, the fuel pressure will not climb up
and the injection will not occur.
113
5.6 Governor
As shown in Figure 16, the governor is located in the upper section of the VE-type distributor
pump, consisting of Flyweight carrier component, flyweight, governor sleeve, governor shaft,
governor support component, governor spring, oil flow regulating screw and governor handle.
There are two kinds of governor, variable speed and maximum-minimum speed. The following
description applies to variable-speed governor.
Governor is designed to automatically adjust the fuel flow of the injection pump depending on the work
condition of the engine, so that the diesel engine can work steadily in various conditions. It prevents
runaway and stable idling, to ensure that the diesel engine can work smoothly in different RPMs.
Four flyweights are mounted on the Flyweight carrier component. Flyweight is an RPM sensing
component. When rotating, the flyweight opens the universal thrust gasket and pushes the
governor sleeve against the central follow block of the governor support component. The upper
part of the governor rocker bracket is pulled out by the governor spring. Governor support
component consists of governor support, governor rocker bracket and speed control lever. The
governor support, governor rocker bracket and speed control lever are connected by the pivot M2.
The governor rocker bracket and speed control lever revolve on the pivot M2, while the governor
support is supported to the pump body by the pivot M1 created by the bracket screw. When the
Oil flow regulating screw turns inward, the governor support revolves to the left on the pivot M1.
Meanwhile, the pivot M2 rotates to the right, the control bush moves to the right and the fuel feed
increases.
When the force of the governor spring is lower than the centrifugal force of the flyweight carrier,
the governor support revolves on the pivot M1 and moves to the right, which drives the control
bush to the left. Thus, the fuel feed declines, the RPM of the diesel engine drops and the
centrifugal force of the flyweight carrier decreases, until the force of the governor spring is equal
to the centrifugal force of the flyweight carrier. Then the governor support component and the
control bush are stabilized at a certain position, the fuel flow stays at a certain level, and the diesel
engine maintains a certain RPM.
114
5.6.1 Staring condition

When starting, as the governor spring drives
the governor rocker bracket to turn to the left
and touch the rocker bracket bumper pin, with
the tension of the starting spring, it drives the
speed control lever to the sleeve. At that time,
due to low RPM and small centrifugal force
of the flyweight carrier, the speed control
lever moves to the left, so that the flyweight
carrier is fully closed. The speed control lever
revolves to the left on the pivot M2, so that
the control bush moves to the right until it
reaches the starting position h1 and the fuel
feed stroke increases. In that case, starting
the engine will create the starting acceleration
fuel feed.
5.6.2 Idle condition

When the governor handle presses against the
idle check screw, the tension of the governor
spring is almost zero, when the flyweight
carrier rotates at low RPM. The flyweight
carrier opens outward and pushes the
governor sleeve to the right, so that the speed
control lever and the governor rocker bracket
move to the right. The governor moves to the
right on the pivot M2, so that the control bush
moves to the left until it reaches h2.
5.6.3 Full load condition
When the governor handle moves to the full
load position, as the tension of the governor
spring increases and the RPM roars, the
flyweight carrier opens so that the governor
sleeve moves to the right until the full load
position of h3. Thus, the speed control lever
touches the governor rocker bracket and
fixes it at the position, while the control bush
retains at the full load fuel feed position.
5.6.4 Maximum RPM control

When the RPM of the diesel engine
continues to grow in full load condition and
the centrifugal force of the flyweight carrier
is greater than the tension of the governor
spring, the governor sleeve pushes the speed
control lever and the governor rocker bracket
moves to the right. It (moves to the right on
M2 and) pushes the fuel flow control bush
to the left, so as to reduce the fuel feed and
prevent engine runaway.
115
5.6.5 Negative calibration mechanism

The governor support of the VE-type distributor
pump can be equipped with a negative
calibration mechanism. Refer to Figure 21. It is
to add a negative calibration bracket shaft onto
the speed control lever among the governor
support components, which connects to the
negative calibration bracket. The negative
calibration bracket consists of negative
calibration rod, calibration spring and negative
calibration control gasket. The negative
calibration bracket moves to the left or right
on the pivot D. In full load condition, under
the effect of the flyweight carrier, the governor
sleeve pushes the negative calibration
bracket to move to the right on the pivot D,
so that it presses against the governor rocker
bracket first and then the negative calibration
rod touches the governor rocker bracket,
which leads to the compression of negative
calibration spring. At that time, the speed
control lever connected to the calibration
bracket moves to the left on the pivot M2,
while the control bush moves to the right
and increases the fuel feed. When the RPM
continues to climb up and the entire calibration
stroke is complete, the distance between the
negative calibration bracket and the head of
the negative calibration rod is zero and the
calibration bracket will no longer move.
The range of the negative calibration
mechanism can be changed by altering the
preload and calibration stroke of the control
gasket. Meanwhile, by changing the strength
of the spring, the feature of calibration fuel
feed varies.
116
5.7 Fuel Return Solenoid Valve
The fuel return solenoid valve is a fuel return screw with solenoid valve. It consists of coil, spool,
solenoid valve spring and fuel return solenoid valve body. There are two rows of fuel return holes
on the valve body, four holes in the upper row and one in the lower row. It automatically closes
and opens the overflow orifice of the fuel return solenoid valve through the engine cooling water
temperature sensor. When cold start, the coil of the fuel return solenoid valve is connected and
the pressure inside the feed pump increases, so as to advance the fuel supply advance angle.
After the start, the circuit of the return solenoid valve is disconnected, the spool returns to its
original position and the return fuel returns to the fuel tank or inlet pipeline through all five holes in
two rows. Thus, the fuel return flow roars, the pressure inside the pump drops and the advanced
angle returns to its original position.
117
5.8 Pressure Compensator LDA
118
Exhaust turbocharger increases the gross intake of the engine. Thus, compared to naturally
aspirated engine, though the dimension and RPM almost remain the same, the output is improved
substantially. The effective output will also grow with the supercharged intake. In addition, it
also reduces fuel consumption. The supercharging of diesel engine is accomplished by exhaust
turbocharger.
As illustrated, the pressure compensator is located in the upper section of the feed pump,
consisting of diaphragm, cone shaft, diaphragm spring, pushrod and lever. The pressure
compensator is integrated with the governor cover of the feed pump. The diaphragm divides the
pressure compensator into the upper and lower sections. The upper air pressure chamber is
connected to the intake pipe of the engine, while the lower air pressure chamber is connected
to the atmosphere. The pressure clearance between the upper and lower chambers and the
dynamic balance under the force of the diaphragm spring beneath the diaphragm will determine
the position of the cone shaft connected to the diaphragm. It is also possible to change the
position of governor rocker bracket with the pushrod and the lever, in order to change the fuel
feed.
When the engine RPM drops, the compensation efficiency of the pressure compensator declines,
so do the intake pressure and the pressure clearance between the air pressure chambers
above and below the diaphragm. Under the effect of the diaphragm spring, the diaphragm and
the cone shaft move upwards. Due to the conical effect, the pushrod moves to the right, and
the lever revolves clockwise on the pivot A and pushes the governor rocker bracket to rotate
counterclockwise, so that the control bush on the plunger moves to the right, until the top of the
cone shaft touches the control screw on the top of the pressure compensator. At that time, the
pressure compensator completes its work and the fuel feed drops to the minimal level. It ensures
appropriate air-fuel ratio and complete combustion and prevents smoking when the engine
remains at low RPM. When the engine RPM grows, the intake pressure increases, so does the
pressure clearance between two air pressure chambers. Thus, the cone shaft moves downward
and the control bush moves to the left. Therefore, the fuel flow increases to meet the needs of the
engine.
The range of fuel flow calibration of the pressure compensator is to change the minimum RPM
in its working range with the control screw on the top of the governor pressure compensator.
Changing the gear ring will alter the preload of the spring, which in turn changes the pressure
clearance between the upper and low pressure chambers when the diaphragm starts to work.
It also changes the acting point of fuel flow calibration when the pressure compensator is at
high speed. Proper governing in these two parts will create the fuel flow calibration RPM range
required by a supercharged engine. The conical axis of the cone shaft and the axis of the guide
are eccentric. Changing the conical angel and mounting position of the cone shaft can achieve
the fuel flow features required by the engine.
119
5.9 Throttle Position Sensor
To obtain the Exhaust Gas Recirculation (EGR) corresponding to the operating condition of
the vehicle, a set of sensors shall test its conditions. These signals are sent to the ECU for
processing. The throttle position sensor detects the position of the injection pump handle (engine
load), converts it into voltage value and sends it to the ECU. The position sensor shaft and the
handle shaft are linked by a connection block. When the handle rotates, the handle shaft revolves
as well and drives the position sensor. Thus, the output voltage of the position sensor changes,
revealing the position of the handle.
120
5.10 Rotating Speed Sensor
Rotating speed sensor is used to test the RPM of the VE-type pump. The rotating speed sensor is
installed at the Flyweight carrier gear, detects the RPM of the injection pump through the impulse
generated by the gear cutting the magnetic line, and transmits the signals to the ECU.
5.11 Load Advance Angle
121
The load timing advance unit is designed to automatically change the starting point of fuel feed
according to the changing load of the diesel engine. Therefore, the injection pump with load timing
advance unit can change the injection timing depending on the load.
There are a control hole on the governor sleeve and a control slot on the governor shaft. There
is also a fuel pipeline inside the governor shaft running to the low pressure part inside the pump.
When the load of the diesel engine drops, the RPM grows and the flyweight carrier opens outward
and pushes the sleeve to the right. When the fuel overflow orifice on the sleeve is connected to
the horizontal hole on the governor shaft, the pressured fuel inside the pump enters the fuel inlet
channel through the fuel overflow orifice on the sleeve, the horizontal and vertical holes on the
governor shaft and the hole on the pump body. Thus, the internal pressure drops, which drives the
roller support to the “lagging” direction of the starting fuel feed point under the effect of the timing
advance unit piston. In contrary, when the load increases, the starting fuel feed point advances.
As the fuel feed grows with the load, the advance of the starting fuel feed point will extend the
preparation time of fuel and air mixing before combustion. On the other hand, it will also reduce
the fuel consumption in the later stage and eliminates exhaust and noise.
122
5.12 Cold Starting Device
The cold starting device improves the performance of engine cold start by advancing the starting
injection point. It is an injection timing advance unit which facilitate the engine start at low
temperature depending on the temperature of the engine cooling water.
When the Cold Starting Accelerator (KSB) is powered, it cuts off the fuel pipeline to the low
temperature part, increases the pressure inside the pump and thus advances the timing advance
unit stroke.
123
5.13 HBA Hydraulic Torque Control Unit
Control rod Upper seat of

hydraulic calibration
Hydraulic spring
calibration spring
Cone cup Cone cup seat
Fuel hole
Pushrod
Lever
Pivot A
The HBA hydraulic torque control unit consists of control rod, hydraulic calibration spring, cone
cup, pushrod and lever.
The pressure inside the pump grows with the RPM. When it reaches a certain level, the pressure
inside the pump overcomes the force of the hydraulic calibration spring and the cone cup moves
upward. Under the effect of the conical surface, the pushrod moves to the right and the lever
revolves clockwise on the pivot A, while driving the counterclockwise rotation of the governor
rocker arm. Thus, the control bush on the plunger moves to the right and the fuel feed increases.
Changing the preload of cone cup spring with HBA control screw will change the starting acting
point of the HBA. If necessary, the working range of the HBA can also be changed by altering the
spring strength or conical taper of the cone cup.
124
6 Removal and Inspection of VE-type Distributor Pump
Use a specialized bench when removing an injection pump. If there is no specialized bench,
gently fix it on a bench vise. Before assembling, clean the outer surface of the injection pump and
the bench. When disassembling, loosen the bracket screw to a flexible state (which prevents the
internal and external rollers from falling off due to vibration, when removing the governor bracket
components). When assembling, follow a reversed sequence of disassembling. If any of the
screws cannot be loosen, try vibrating it, instead of drilling. All parts and components should be
neatly arranged.
6.1 Removal of pump cover
Remove the governor handle and pay attention to the positions of the governor handle shaft
and the governor handle (follow the marks if any, or create some marks if there is no mark).
Remove four screws on the pump cover and open the pump cover. Grab the governor spring
with your left hand and rotate and remove the spring hanging seat with your right hand. Be
careful not to lose the idle spring.
6.2 Removal of governor shaft and flyweight carrier components
Remove the governor shaft locking nuts and rotate the governor shaft out. Grab and take
out the Flyweight carrier and the flyweight carrier by hand. Remove the governor shaft long
washer and the governor shaft ring washer.
6.3 Removal of distribution plunger components
Remove the pump head plug and delivery valve seat. Take off the delivery valve spring,
delivery valve, gasket and solenoid valve. Remove M6 x 45 screws and turn the case of the
distribution plunger. Hold the pump head case in one hand and take the plunger spring, upper
seat, lower seat and spring lead all out of the pump by pressing the plunger core.
6.4 Removal of governor support components
Remove the loose bracket screws with a special tool and take out the governor support
components.
6.5 Removal of cam and cross slipper
Remove the plunger alignment gasket and end cam, followed by cross slipper spring and
cross slipper.
6.6 Removal of roller support components and drive shaft
Remove the snap spring and pin of the roller support pin. Then pull the roller support pin into
the pump, so that it is completely separated from the piston of the timing advance unit. Push
the drive shaft, prop the roller support out of the pump and remove the drive shaft.
6.7 Removal of timing advance unit components
Loosen the front and rear cover screws on the advance unit. Remove the front and rear covers, O
ring, spring and gasket of the advance unit, and push the piston and swing shaft out of the pump.
6.8 Removal of feed pump
Loosen two screws on the pump cover. Install the drive shaft (with gears and without pump
key) into the hole on the pump, so that the drive shaft is heading up. Slowly put down the
drive shaft, so that the feed pump components can be taken out along with the drive shaft.
6.9 Removal of pressure regulating valve components
Turn and take out the pressure regulating valve components with a special tool.
6.10 Removal of EGR
Loosen the retaining screws and remove the position sensor, connection block and
connection block sleeve.
6.11 Removal and installation of KSB
Once the pressure regulating valve is removed with a special tool, loosen the retaining
screws on KSB and remove it. Rotate and take off the KSB solenoid valve and check valve.
6.12 Removal of pressure compensator
Remove four screws on the compensator cover. Take up the compensator cover and remove
the diaphragm components. When taking out the diaphragm assembly, it is important to leave
marks on the diaphragm plate and pump cover. If it is necessary to remove the diaphragm
from the assembly, also mark the diaphragm and cone shaft. Remove the diaphragm spring,
gasket, gear ring, flat nut and snap spring in sequence. Remove the retaining screws of the
lever shaft and the lever shaft itself. Remove the sealing screws and lever components. Take
out the pushrod and the pushrod bushing. Rotate the screw bush out.
6.13 Removal of HBA hydraulic calibration
Remove 4 screws on the upper cover of the HBA. Take off the upper cover, followed by the
adjustment rod, spring, cone cup, lever shaft retaining screws, lever shaft, lever assembly
and pushrod assembly in sequence. When removing the adjustment rod, pay attention to the
positions of the adjustment rod, hydraulic calibration cover and upper spring seat on the rod.
125
The removing steps are listed above. After disassembling the feed pump, clean the parts with
clean kerosene or diesel and check the parts for wear and damage. If any wear or damage is
detected, replace it. Follow the inspection method below:
a. Pump body component
Inspect 1. the interface between the pump body and the pump cover for any sign of impact;
2. the bottom surface of the pump body (the surface installing the feed pump) for any sign
of scratch; 3. the timing advance unit hole on the pump body for any sign of pull; and 4. the
skeleton oil seal for any aging or damage, and whether the clearance between the drive shaft
and the bushing is excessive.
b. Feed pump component
The eccentric ring of the feed pump shall be 0.01-0.02mm higher than the rotor, while the rotor
shall be 0.001-0.004mm higher than the slide blade. Inspect whether the slide blade moves
smoothly inside the rotor slot and inspect the inside of the feed pump cover for any sign of wear.
c. Drive shaft
Inspect whether the interface between the drive shaft and the skeleton oil seal greater than
0.08mm; inspect the drive shaft key slot for crack or wear, and the drive shaft thread for damage.
d. Roller support
Inspect the internal and external rollers for visible burnt sign, peeling or pits, and the roller
support for crack or damage.
e. Timing advance unit piston
Inspect whether the pump body runs smoothly against the timing advance unit piston; inspect
the timing advance unit piston for significant sign of pull.
f. Cam
Inspect the working surface of the cam for visible burnt sign, peeling or pits; and the cam pin for
any breakage.
g. Governor support components
Inspect whether the governor support components run smoothly between governor rocker
bracket, speed control lever and negative calibration bracket; and inspect the lever ball head
for any distortion or breakage.
h. Plunger coupler (including pump head, plunger spring, upper and lower seats and spring guide)
Inspect the plunger core any visible sign of wear; whether the control bush moves smoothly;
and the plunger spring for any breakage.
i. Solenoid valve
Once powered, inspect whether it creates attraction and whether there is any blockage.
j. Flyweight and governor sleeve
Inspect whether the wear between the flyweight and the thrust gasket is greater than 0.2mm,
and whether the governor sleeve runs smoothly against the governor shaft.
K. Pump cover
Inspect the pump cover for any crack; the governor handle shaft for any wear; and the 6.1x1.9
O-ring for any aging sign.
M. Pressure regulating valve
Inspect whether the pressure regulating valve piston is secured and the pressure regulating
spring for any distortion.
N. GR (throttle position sensor)
Inspect the position sensor for any damage; the clearance between the connection block and
the sensor; and whether the clearance between the connection block and the handle shaft is
too large.
O. Load advance
Inspect whether the clearance between the governor sleeve and the governor shaft is too large
and whether the control hole and slot are blocked.
P. KSB
Inspect whether the solenoid valve works well. Inspect it for any blockage and the check valve
seal ring for any damage.
Q. Pressure compensator
Inspect the cone shaft for any rust and the pushrod for any blockage.
R. HBA hydraulic calibration
Inspect the cone cup for any rust and the pushrod for any blockage.
126
7. Notices for VE-type Pump and Pump Commissioning Assembly
7.1 Be careful during assembly and follow the correct assembling sequence. When assembling,
replace all O-rings and gaskets.
7.2 When installing the feed pump, put the eccentric strap onto the drive shaft and pull it into the
pump. The fuel outlet of the eccentric strap shall face upward and the wide side towards the
side with the timing advance unit return hole. When installing the vane, ensure the socket
faces inside, two screws on the pump cover are tightened in parallel, and the rotator and vane
are flexible.
7.3 When installing the drive shaft, the step side of the drive gear shall face the fork of the drive
shaft. Install the buffer. Once the drive shaft gasket and fuel pump key are installed, insert it
into the pump hole. The fuel pump key must be fitted in the key socket.
7.4 The piston spring side of the timing advance unit shall be at the same direction as the timing
advance unit return hole on the pump. Gaskets must be fitted on both sides of the spring.
7.5 When installing the roller support, four rollers must be of the same height, and the roller
support pin shall be flexible, free of any blockage between the support pin, swing shaft and pin.
7.6 When installing the cam, the locating pin of the end cam must be of the same direction as the
drive shaft key slot.
7.7 When installing the governor support, slowly rotate the support screws into the pivot holes of
the governor support before tightening.
7.8 Assembly of pump head
a. Remember to measure the dimensions of KF and K, and ensure the values meet the
requirements.
KF value: The distance between the plunger core and the distribution bush end, when the
pump head is detached and equipped with the upper and bottom seats of the spring, spring
lead, spring, gasket, wear gasket and spring gasket. KF value can be changed by the
plunger spring gasket.
K value: The distance between the plunger core and the distribution bush end when the
pump head is installed into the pump. KF value can be changed by the plunger governor
gasket.
b. Use a new pump head plug.
c. Ensure the flexibility between the speed control lever ball and the control bush radial hole of
the pump head.
7.9 When installing the fly weight seat, the clearance between the seat and the backing pin shall
be within the range of 0.10 ± 0.35 mm. If not, adjust the governor shaft ring washer. The
distance between the governor shaft end and the pump flange shall be 1.5-2mm.
7.10 The torques of key components in the assembly of VE-type distributor pump
Pump head plug 80~100 N • m
Pump head screw 11~13 N • m
Delivery valve seat 35~45 N • m
Solenoid valve 20~25 N • m
Bracket screw 10~13 N • m
Pressure regulating valve 8~9N • m
7.11 When installing the EGR position drive, pay attention to the clearance between the
connection block and the sensor, as well as that between the connection block and the
handle shaft. If it is loose, replace the connection block.
When installing the KSB, torque the check valve and solenoid valve and install them onto
the pump, followed by cold start pipeline, without distorting it. Torque the pressure regulating
valve with a special tool.
The assembly of compensated pump cover: Assemble it in a reversed sequence to the
disassembly. Pay attention to the alignment of marks.
7.14 HBA pump cover. Pay attention to replace the rubber seal ring and restore the positions of
the adjustment rod and the upper seat of the hydraulic calibration spring.
127
7.15 The commissioning of the injection pump is performed on a bench. Carefully inspect and
correct the following items to the rated values.
A. Pre-stroke
Secure the injection pump onto the bench and connect it with fuel inlet and return pipes.
Loosen the air bleeding screws and install the pre-stroke meter and meter seat. Turn
on the fuel feed switch on the bench and power on the solenoid valve. Rotate the dial
indicator of the bench along that of the feed pump with a pry bar. The pre-stroke is the
dimension reflected by the pre-stroke meter from fuel dripping to cut-off. It can be changed
with plunger control block. Smaller pre-stroke advances the starting feed point and greater
pre-stroke lags the starting feed point. Smaller pre-stroke represents small clearance
between calibration fuel flow and rated fuel flow, as well as large torque. Greater pre-
stroke represents large clearance between calibration fuel flow and rated fuel flow, as well
as small torque.
B. Pressure inside pump
Set the feed pump RPM to the rated value and the pressure inside the feed pump shall fall
in the rated range (reflected by the pump chamber pressure gauge). When the pressure
is too high, inspect the fuel return solenoid valve or fuel return screw for any jam first, and
then inspect whether the preload of the pressure regulating valve spring is too high. When
the pressure is too low, it is necessary to increase the preload of the pressure regulating
valve spring. When it still doesn’t meet the requirements after proper adjustment of the
pressure regulating valve, consider replacing the feed pump components or pressure
regulating valve.
C. Fuel feed features
Press the governor handle against the position of the high-speed check screw: ① set
the bench RPM at the feed pump calibration point and the fuel flow can be changed with
the fuel Oil flow regulating screw. ② Set the bench RPM to the rated RPM of the feed
pump. Change the rated fuel flow with the high-speed screw and find the high-speed cut-
off RPM. ③ Press the governor handle against the position of the idle check screw, set
the bench RPM at the feed pump idle point and the fuel flow can be changed with the idle
check screw.
D. Timing advance unit stroke
When the bench is set to the rated RPM, the installed timing advance unit stroke meter
shall display the rated value. When the reading is lower than the rated value, remove the
gaskets from the timing advance unit spring, and if it is higher than the rated value, add
some gaskets.
E. Solenoid valve cut-off
When the bench is set to the rated RPM, power off the solenoid valve (for manual cut-off
unit, manually turn it to the cut-off position), the injection pump shall immediately cut off
the feed.
F. Fuel return flow
At the rated RPM, gauge the fuel return flow with a measuring cup.
G. LFB load advance unit
Adjust the position of the governor shaft, so that the handle moves from high speed to
idling under certain RPM. When the pressure inside the pump drops, the fuel flow meets
the rated value.
H. KSB hydraulic cold start unit
When idling, power up the KSB solenoid valve and change the check valve, so that the
timing advance unit stroke reaches the rated value.
I. EGR position sensor
Under rated RPM, change the position of the handle so that the output voltage of the
sensor and the fuel flow of the feed pump meet the rated values.
J. Pressure compensator
According to the intake pressure of the engine under different RPMs, adjust the gear ring
of the pressure compensator to change its acting point and end point.
K. Hydraulic negative calibration
Adjust the control rod to change the fuel flow under rated RPM according to the fuel flow
required.
128
8. Operation and Maintenance of VE-type Distributor Pump
VE-type distributor pump is a precision system containing many high precision parts and
couplers. In order to ensure the performance and durability of engine and injection pump, it is
necessary to correctly use and maintain it.
8.1 Remove the protective grease on the drive shaft before installing the injection pump onto the
engine.
If an engine is stored for an extended period, drain up the diesel inside the injection pump and
fill it up anti-rust oil for anti-rust protection.
8.2 After the injection pump is installed onto the engine, measure the fuel injection advance angle
of the engine as follows:
A. Remove the air bleeding screws of the injection pump and install the dedicated measuring
gauge and running meter.
B. Push the injection pump into the threshold position.
C. Turn the engine flywheel so that it reaches the specified fuel injection advance angle, when
the 1st cylinder of the engine is near the top dead point;
D. Pull the fuel pump and tightens the retaining screws of the injection pump flange when the
lifting of the distribution plunger reaches the specified value.
8.3 If there is any air inside the pump, vacuum it. Loosen the fuel return screw of the injection
pump and vacuum the pump with the hand pump on the engine.
8.4 As all injection pumps have undergone strict commissioning and inspection before leaving the
factory, do not alter the lead seal or paint seal, or the parts with triangular screws during use,
in order to prevent the engine from runaway, performance deterioration or damage.
8.5 The fuel shall be settled and filtered before used by the injection pump. For diesel, it usually
needs 48-hour settlement or more.
129
Z Fault Symptoms Causes Measures

1. Hard to ignite engine 1. Wrong fuel supply advance 1. Realign it
angle 2. Bleed air
2. Air in the fuel system 3. Clean or replace the filter
3. Fuel filter blocked element
4. Solenoid valve doesn’t 4. Replace it
work 5. Replace it
5. Plunger worn or jammed 6. C l e a n o r r e p l a c e t h e
6. Injection nozzle blocked or injection nozzle
jammed
2. Engine power insufficient 1. Wrong fuel supply advance 1. Realign it
angle 2. Clean or replace the filter
2. Air filter blocked element
3. Fuel filter blocked 3. Clean or replace the filter
4. Plunger worn element
5. Insufficient fuel supply 4. Replace it
6. Improper injection and/ 5. Align it
or atomization or injection 6. R e p l a c e t h e i n j e c t i o n
nozzle jammed nozzle
7. Fuel outlet valve jammed 7. Replace it
8. Incorrect throttle position 8. Align the throttle wire
3. Engine unstable 1. Loose coupling between 1. Check the coupling and
injection pump and diesel solve the problem
engine 2. Align it
2. Uneven fuel supply to the 3. Eliminate the air and/or
cylinders water
3. Air and/or water in the fuel 4. Repair it
system
4. Less sensitive governor
system
4. Excessive fuel consumption 1. Air filter blocked 1. Clean or replace the filter
2. Wrong fuel supply advance element
angle 2. Realign it
3. Bad atomization at the 3. Align or replace the injection
injection nozzle nozzle
4. Leakage in the feed pump 4. Repair it
5. Excessive smoke exhaust 1. Excessive fuel supply 1. Align it
2. Air filter blocked 2. Clean or replace the filter
3. Wrong fuel supply advance element
angle 3. Realign it
4. Bad atomization at the 4. Repair or replace it
injection nozzle
6. E n g i n e R P M s u d d e n l y 1. Fuel supply stops 1. Inspect and repair it
drops or stops 2. Governor spring broken 2. Repair it
3. Plunger jammed or broken 3. Repair it
4. Injector nozzle jammed 4. Replace it
5. Upper woodruff key of drive 5. Repair it
shaft broken 6. Inspect and repair it
6. Air, water and/or blockage
in the fuel system
130
10. Common Commissioning Data of VE-type Distributor Pump
Compensation RPM Fuel feed Pressure Timing Fuel return Temperature

pressure (r/min) (cm3/500 inside pump advance unit flow (°C)
(mbar) times) (0.1Mpa) stroke (mm) (mm/min)
880 2200 ≤3 55±2
880 2100 15~21 55±2
880 1800 45~50 6.9±0.5 5±0.4 55±2
880 1150 0.1~0.8 55±2
880 1100 42.5~47 5.0±0.5 55±2
60 500 25.5~30 55±2
0 550 0 55±2
0 375 8~16 55±2
0 100 70~130 55±2
VE-type distributor pump model: NJ-VE4/11F1900L005 Injector pressure
Fuel inlet pressure: 0.02MPa Fuel pipeline dimension
Pre-stroke
131
132
Fault Diagnosis
When exploring the cause of engine overhead, it is important to determine whether it has the real
overheat problem or the water thermometer shows wrong reading.
In order to determine the true problem, when the engine is running, measure the temperature
of the engine coolant on the top of the radiator, then compare the reading to that shown on the
water thermometer on the dashboard, so as to inspect the water thermometer for precision. Then
inspect the following causes, starting from the easy ones.
The common causes of engine overheat include the leakage of cooling water from water pump,
radiator and hose, which deteriorates the cooling performance; the failure of thermostat and the
water level fluctuation in the water pipeline, in the descending order of probability.
The entry of gas into the cooling water circuit due to damaged sealing gasket, excessive fuel
injection, inaccurate injection timing and combustion deposit are other considerations in engine
overheat.
Engine overheated
Inspect radiator coolant level
Coolant contamination and anti-freeze fluid

Inspect coolant status
percentage.Engine oil leakage into coolant
Inspect for hose leakage Hose deterioration, loose clamp
Inspect for water pump leakage
Inspect for cylinder gasket damage
Inspect fan belt tension Deflection: approx. 10mm
Inspect fan clutch work condition
Inspect if radiator filling inlet cover works well
Inspect thermostat work condition Valve opening temperature: 82°C
Inspect injection timing
Inspect injection nozzle Fuel injection shape
Inspect water pump fan impeller
Inspect oil quality in engine
Inspect for combustion chamber deposit
Adjust or replace injection pump
133
Engine Noise
The abnormal engine noises include engine knock, piston knock and etc.
The noise of engine knock can be caused by quick fuel combustion, early fuel injection timing or
incorrect fuel injection shape.
Once the engine starts, the knock immediately occurs when the engine temperature rises.
If the engine emits continuous noise, it is necessary to perform a systematic inspection, in order
to find out the source of noise. For noise from generator, water pump and other auxiliary units,
remove the bolts to eliminate such noise, which will facilitate the engine noise inspection.
If there is other knock noises, such as piston knock and/or noise between piston pin and
connecting rod bearing, disconnect the connection on the high-pressure fuel pipeline and then cut
off the fuel feed for inspection.
For engine crankshaft noise, inspect it by depressing and then releasing the clutch pedal.
If the noise is caused by crankshaft movement, the noise will change when operating the clutch.
Abnormal engine noise
Engine knock Noise of gas leakage Continuous noise Noise of cylinder knocking
Inspect if engine is Inspect for looseness Inspect fan belt tension Inspect valve gap
fully glowed or leakage of exhaust Intake valve: 0.40 mm
pipe connection Deflection: approx. 10mm
Exhaust valve: 0.40 mm
Inspect injection timing Inspect installation of Inspect for loose Inspect for rocker
injection nozzle and
glow plug cooling fan arm damage
Inspect injection nozzle:
Refer to fuel injection Inspect for worn or da-
shape in Lucas nspect for cylinder Inspect if flywheel
gasket damage maged water pump retaining bolts are loose
diagnosis method bearing
Inspect compression
pressure of all cylinders Inspect valve gap Inspect worn or
Intake valve: 0.40 mm Inspect work condition
Standard value: damaged crankshaft
Exhaust valve: of engine and
31Kg/cm2 and thrust bearing
0.40 mm vacuum valve
Working value:
22-23Kg/cm2
Inspect compression
pressure of all cylinders Inspect valve gap
Inspect if fuel used is Inspect main
Standard value: Intake valve: 0.40 mm
of inferior quality bearing clearance
31Kg/cm2 Exhaust valve: 0.40 mm3
Working value:
22-23Kg/cm2
Adjust or replace Inspect bushing clea-

injection pump rance of connecting rod
Inspect gap between

piston and cylinder wall
134
Excessive Engine Oil Consumption
The main causes of excessive engine oil consumption include engine oil leakage, engine oil
combustion and piston ring leakage, which can be easily identified visually.
In order to distinguish engine oil combustion from piston ring leakage, start the engine and idle
it for several minutes. Then remove the cylinder head for inspection. If it is caused by engine oil
combustion, there should be sign of engine oil around the piston. If internal leakage, there should
be sign of engine oil around the valve head, along with carbon deposit.
Excessive engine oil consumption
Engine oil leakage Engine oil combustion
Inspect engine oil level Inspect oil quality in engine
Inspect if oil drain plug is loose Inspect valve oil seal
Inspect for leakage of engine oil pipe Inspect for worn valve guide and valve stem

retainer and oil filter seat Inspect for cylinder gasket damage
gasket
Inspect if positive crankcase Inspect piston ring installation

vent valve and check valve of
positive crankcase ventilation
system are worn or leaking
Inspect if piston ring is blocked
Inspect if rubber sealing gasket of

valve chamber cover, oil pan
and oil pump are leaking Inspect for worn piston ring
Inspect for leakage of cylinder gasket Inspect if piston ring slot on piston is worn
Inspect for leakage of oil seal Inspect if cylinder wall is damaged

or scratched
135
Lubrication System Fault Diagnosis

Wrong engine oil is used Drain unqualified engine oil and fill
up with specified oil
Check valve leakage in PCV system Clean or replace check valve
Excessive engine Oil seal failure in sealing gasket Repair it
oil consumption Piston ring or ring slot is worn Replace piston ring or piston
Piston ring is blocked Replace piston ring or piston
Valve stem is worn Replace oil seal, valve or valve guide
Cylinder is worn Repair cylinder hole diameter
Wrong engine oil is used
Safety valve is blocked Drain unqualified engine oil,
Oil pump screen filter is blocked Fill up with specified engine oil
Oil pump drive and driven gears Replace safety valve
are worn Clean or replace screen filter
Low engine oil
Oil pipe is broken, cracked or loosely Replace oil pump assembly
pressure
connected Repair or replace it
Oil pump failure Replace oil pump assembly
Crankshaft bearing or connecting Replace it
rod bearing is excessively worn Repair or replace it
Oil pressure gauge failure
Replace filter element
Replace piston ring
Oil filter blocked
Engine oil quickly Or repair cylinder hole diameter
Excessive piston blow-by
consumed again
Unqualified engine oil is used
Drain unqualified engine oil
Fill up with specified engine oil
Oil feed holes on cylinder block
and cylinder head are blocked
Oil feed hole on rocker arm shaft Clean or repair it
Engine oil cannot is blocked Clean or repair it
reach valve system Oil feed hole on rocker arm shaft Clean or repair it
bracket is blocked Clean or repair it
Oil feed hole on rocker arm is
blocked
136
Cooling System Fault Diagnosis

Cooling water level is too low
Replenish cooling water, check
Spring of pressure control valve whether there is any leakage and
on radiator cover becomes weaker repair if necessary
Fan belt becomes loose or broken Replace filling cover assembly
Fan belt skids Adjust or replace fan belt
Thermostat failure (valve unable Replace fan belt
Engine
to turn on) Replace thermostat assembly
overheated
Pump failure Replace pump assembly
Cooling circuit jammed by oxide Clean radiator and circuit
accumulation Correct injection timing
Injection timing inaccurate Clean the outer part of radiator
Radiator core blocked Inspect cylinder head and replace
Air enters water jacket due to a sealing gasket
broken cylinder gasket
Thermostat failure (valve unable
Engine overcooled Replace thermostat
to completely turn off)
Radiator leakage
Radiator hose joint becomes loose Repair or replace it
or hose is damaged Tighten the clamp or replace the hose
The spring of radiator cover valve Replace filling cover assembly
Frequently filling becomes weaker Replace pump assembly
cooling water Pump leakage Tighten or replace the hose
Heater hose joint becomes loose Inspect cylinder head and replace
or hose is damaged sealing gasket
Cylinder gasket leakage Replace cylinder head or body
Crack on cylinder head or body
Water pump bearing failure Replace pump assembly
Noise in cooling Fan fastener is loose or bent Torque or replace fan assembly
system Fan is unbalanced Replace fan assembly
Fan belt failure Replace fan belt
137
Turbocharger-related Fault Diagnosis
Insufficient engine power output or black smoke from engine exhaust

Possible causes and measures
Flow is inhibited due to Oil is too sticky in The connection

dirty air filter part or No oil bath air filter No between compressor No Intake pipe of engine No
blocked intake filter and intake pipe of is leaking
in oil bath air filter engine is loose
Yes Yes Yes Yes

Replace air filter part Repair air filter according If necessary, tighten Refer to engine
or clean intake filter in to engine manufacture’s connection bolts manufacturer’s repair
oil bath air filter repair manual manual
There is stickiness or Flow is inhabited in

Exhaust pipe of No Connecting flange No No pipe between air filter No
friction in rotor
engine is leaking of turbocharger is leaking and compressor
assembly
of turbocharger of turbocharger
Yes Yes Yes Yes
Inspect connecting flange
gasket in turbocharger Inspect and repair
Refer to engine Eliminate flow inhibition
and torque loose bolts. it subject to failure
manufacturer’s repair and replace damaged
ATTENTION: There is troubleshooting stated
manual parts if necessary
no gasket in some in Table 1.4
connections
Engine failure (fuel

Flow is inhibited in pipe Flow is inhibited in engine Flow is inhibited in system parts and
between compressor No exhaust system No engine intake No components,piston ring,
and intake pipe (after turbocharger) and exhaust piston, valve, valve
timing and etc.)
Yes Yes Yes Yes
Eliminate flow inhibition Eliminate flow inhibition Refer to engine Refer to engine
and replace damaged and replace damaged manufacturer’s manufacturer’s
parts if necessary parts if necessary repair manual repair manual
138
White or blue smoke from engine exhaust

Flow is inhibited due to Flow is inhabited

dirty air filter part or No Oil is too sticky in oil No Engine lubricant filter No in pipe between air filter No
blocked intake filter in bath air filter is blocked and turbocharger
oil bath air filter compressor
Yes Yes Yes Yes

Replace air filter part or Repair air filter according Repair air filter according Eliminate flow inhibition
clean intake filter in to engine manufacture’s to engine manufacture’s and replace damaged
oil bath air filter repair manual repair manual parts if necessary
Engine failure (piston

Oil seal at compressor side No No Oil seal at turbo side of
ring, piston, valve,
of turbocharger is leaking turbocharger is leaking
turbocharger
Yes Yes Yes

Inspect and repair it Refer to engine Inspect and repair it
subject to failure subject to failure
manufacturer’s repair
troubleshooting stated troubleshooting
in Table 1.5 manual
stated in Table 1.6
Big noise at the turbocharger

Flow is inhibited Foreign matter

due to dirty air filter entered into Foreign matter Foreign matter
No No No No
part or blocked compressor inlet entered into inlet entered into engine
intake filter in oil line or compressor case manifold exhaust system
bath air filter
Yes Yes Yes Yes
Replace air filter Remove the foreign Remove the foreign Remove the foreign
part or clean intake matter. Repair air inlet matter. Repair air inlet matter. Repair engine
system and replace system and replace exhaust system and
filter in oil bath air turbocharger as turbocharger as replace turbocharger as
filter necessary necessary necessary
There is stickiness Inlet or exhaust

Carbon deposit in No or friction in rotor No
turbo housing assembly of turbo pipeline system is
supercharger loose
Yes Yes Yes
Clean turbo Inspect and repair
housing or replace
turbocharger. it subject to failure
Remove all leaks
Perform correct troubleshooting
engine operation stated in Table 1.4
procedure
139
There is stickiness or friction in rotor assembly of turbo supercharger

Damage of compres- Damage of turbo fan Compressor fan

sor fan impeller No impeller caused by No impeller or turbo fan No Compressor (case or No
caused by impact impact impeller scratches fan impeller) is dirty
case
Yes Yes Yes Yes

If necessary, clean If necessary, clean Caused by worn If necessary, clean
and repair engine and repair engine bearing, bearing neck and repair intake
intake system. intake system. or bearing hole system. Clean
Replace turbocharger Replace turbocharger Replace turbocharger compressor or
replace turbocharger
Too much carbon

deposit at the back of No Silt on middle case
turbo fan impeller or burnt lubricant
Yes Yes
Caused by burnt Repair engine
lubricant or lubrication system.
combustion Replace
depositReplace turbocharger
turbocharger
Oil seal at compressor side of turbocharger is leaking

Flow is inhibited
due to dirty air filter No No Flow is inhibited in No No
Oil is too sticky in Engine crankcase
part or blocked lubricant drain pipe
oil bath air filter breather is blocked
intake filter in oil of turbocharger
bath air filter
Yes Yes Yes Yes
Replace air filter part Repair air filter Clean and eliminate Refer to engine
or clean intake filter in according to engine the flow inhibition or if manufacturer’s repair
oil bath air filter manufacture’s repair necessary, replace manual
manual lubricant drain pipe
Compressor fan Engine failure (severe

No Bearing, bearing hole No piston blow-by or No Lubricant overflows in No
impeller worn or or bearing neck of
damaged excessive pressure in crankcase
turbocharger worn crankcase)
Yes Yes Yes Yes
Repair air inlet system Refer to engine Drain crankcase
and replace turbo- manufacturer’s repair lubricant to appropri-
charger as necessary Replace turbocharger manual ate level
140
Oil seal at turbo side of turbocharger is leaking

Flow is inhibited in
No Engine crankcase No No Silt on middle case or No
Too much lubricant lubricant drain pipe of
breather is blocked burnt lubricant
turbocharger
Yes Yes Yes Yes

Clean and eliminate the
Excessive lubricant will Refer to engine Repair engine
flow inhibition or if
be burnt. No additional manufacturer’s repair necessary, replace lubrication system.
action required manual lubricant drain pipe Replace turbocharger
Bearing, bearing hole or Engine failure (severe

bearing neck of piston blow-by or Lubricant overflows in
turbocharger worn excessive pressure in crankcase
crankcase)
Yes Yes Yes
Replace turbocharger Refer to engine Drain crankcase

manufacturer’s repair lubricant to appropriate
manual level
Excessive engine oil consumption
Oil seal leakage at Oil seal leakage at

compressor side of Lubricant is found in
Wrong brand or No No turbo side of No engine exhaust
turbocharger (lubricant turbocharger (lubricant
viscosity of engine oil is found inside manifold (piston ring,
is found inside turbo piston, valve and etc.)
compressor case or on case or on fan impeller)
fan impeller)
Yes Yes Yes Yes
Refer to engine Inspect and repair it Inspect and repair it Refer to engine
manufacturer’s repair subject to failure subject to failure manufacturer’s repair
manual and repair
engine lubrication troubleshooting stated troubleshooting stated manual
system in Table 1.5 in Table 1.6
141

11 Euro Engine-N900 Series JMC

Uploaded by

Copyright:

Available Formats

11 Euro Engine-N900 Series JMC

Uploaded by

Document Information

Original Description:

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

11 Euro Engine-N900 Series JMC

Uploaded by

Copyright:

Available Formats

Repair Manual

Engine Model JX493ZQ4A

Engine type Water cooled, four-cycle, in-line, overhead valve

General Torque Specification

M6×1. 0 0.60±0.20 0.75±0.25 -

Flare Fitting Nut

Tube Diameter Torque Tube Diameter Torque

Installation and Fastening Torques of Key Engine Components

Intake and Exhaust Manifolds

Cylinder Block and Others

Cylinder Block and Others

Crankshaft and Connecting Rod

Engine Repair Kit

Important Work - Removal

2) Loosen the clutch pressure plate bolts as

8. High pressure pipeline

15. Exhaust manifold

External Engine Parts (II)

Important Work - Removal

Major Internal Components

Important Work - Removal

2) Remove the injector and injector bracket with

6. Rocker arm shaft assembly

8. Cylinder head assembly

14. Piston and connecting rod assembly

Rotate the crankshaft and move the piston to

16. Crankshaft pulley

18. Fuel injection pump component

ATTENTION: Cover the hole on the fuel feed

22. Idler “A”

Gear backlash (crankshaft gear, idler, cam-

23. Camshaft timing gear

2) Remove the camshaft timing gear bolt on

3) Use the puller

25. Crankshaft bearing cover

Tighten the bolts of the crankshaft bearing

26. Thrust bearing

Rocker Arm, Bracket and Rocker Arm Shaft Assembly

Important Work - Removal

Important Work - Removal

6. Intake valve and exhaust valve

Piston and Connecting Rod

Important Work - Removal

1. Bearing bush of connecting rod

3. Piston pin snap ring

Inspection and Repair of Main Parts

Cylinder Head Inspection and Repair

● Inspect the interface between the cylinder

If the warping exceeds the rated value, it is

● Cylinder head height (H) (reference)

Standard (mm) Limit (mm)

ATTENTION: To re-grind the bottom surface

● Valve, valve tube and valve seat ring

● Valve seat height

● Valve seat ring angle

Valve seat cone angle 45°

Do not allow the valve tool guide to swing

3. Add silicon carbide onto the surface of the valve