Engine: Shop Manual
Engine: Shop Manual
Engine: Shop Manual
Chapter 1
Engine
PDE
SHOP MANUAL
Ch 1 page 2 Engine PDE
Chapter 1
Engine
Index
Engine identification............................................................................... 7
Removal of engine assembly............................................................... 11
Lifting the engine..........................................................................................................................17
Starting the engine.......................................................................................................................18
Important information about the fuel............................................................................................19
Fuel system Tier2 (PDE)...................................................................... 20
Schematic diagram of the fuel system Tier2................................................................................20
Overflow valve..............................................................................................................................20
General........................................................................................................................................21
Fuel..............................................................................................................................................21
Temperature dependency of the fuel............................................................................................22
Fuel filter......................................................................................................................................23
Changing the fuel filter.................................................................................................................23
Water separating prefilter PDE.....................................................................................................24
Changing the water separating fuel filter......................................................................................24
Bleeding the fuel system..............................................................................................................25
Feed pump...................................................................................................................................27
Renewing the control unit.............................................................................................................28
Cylinder head - PDE System Tier2....................................................... 29
Cylinder head, parts view. PDE Tier2..........................................................................................29
Special tools.................................................................................................................................30
Valve mechanism.........................................................................................................................31
Dismantling .................................................................................................................................36
Renewing the valve stem seal......................................................................................................36
Replacement of valve seats.........................................................................................................37
Machining the valve seats insert..................................................................................................38
Renewing the valve guides..........................................................................................................40
Renewing PDE unit injector sleeves............................................................................................41
Assembly .....................................................................................................................................42
Fitting...........................................................................................................................................42
Valve adjustment DC9 / DC13 with XPI............................................... 44
Adjustment tables DC9 / DC13....................................................................................................45
Checking and adjusting the unit injectors.....................................................................................47
Turbocharger......................................................................................... 48
Measuring radial clearance and axial clearance .........................................................................49
Renewing the turbocharger..........................................................................................................51
General .......................................................................................................................................52
Changing oil filter.........................................................................................................................53
Oil analysis...................................................................................................................................54
Checking oil level.........................................................................................................................54
Changing the oil...........................................................................................................................55
Special tools.................................................................................................................................56
Pistons and cylinder liners................................................................... 57
Special tools.................................................................................................................................58
Connecting rods...........................................................................................................................59
Removing and dismantling connecting rods and pistons.............................................................60
Renewal of bearing bushing in connecting rod............................................................................62
Pistons.........................................................................................................................................64
Assembling piston and connecting rod........................................................................................66
Cylinderblock......................................................................................... 67
Cylinder liner................................................................................................................................67
Removing the cylinder liners........................................................................................................69
Measuring the cylinder liner height..............................................................................................70
Measuring the cylinder wear ridge and cylinder bore..................................................................70
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Ch 1 page 4 Engine PDE
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Engine PDE Ch 1 page 5
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Ch 1 page 6 Engine PDE
Generally, the persons repairing product-sets are responsible on their own for the industrial safety.
The observation of all valid safety regulations and legal impositions is the pre-condition for avoiding damage to
persons and to the product during maintenance and repair works.
Persons performing repair works must familiarize themselves with these regulations.
The proper repair of these products requires the employment of suitably trained and skilled staff.
The repairer is obliged to perform the training.
The following safety references are used in the present Repair Manual:
NOTE This word is used for precautions that must be taken to
avoid actions which could shorten the life of the dump truck.
This word denotes safety messages for hazards which could
CAUTION
result in minor or moderate injury if the hazard is not avoided.
This word might also be used for hazards where the only
result could be damage to the dump truck.
Illustrations, drawings and parts do not always represent the original;
the working procedure is shown. The illustrations, drawings, and
parts are not drawn to scale; conclusions regarding size and weight
must not be drawn (not even within one representation).
The works must be performed according to the description.
DANGER This word denotes safety messages where there is a high
probability of serious injury or death if the hazard is not avoided.
These safety messages usually describe precautions that
must be taken to avoid the hazard. Failure to avoid this hazard
may result in serious damage to the dump truck.
Is used, if lacking care can lead to personal injury or danger to life.
REFERENCE: After the repair works and the checks, the expert staff must
convince itself that the product is properly functioning again.
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Engine PDE Ch 1 page 7
Engine identification
Stamped number on
368
DC13 77A
6690537
2100
top of the block
The engine designation indicates, in the form of a code, the type
of engine, its size and applications, etc.
Figure 1
DC 13 368kW 083 A 00
Type
DC Supercharged diesel engine with air-cooled charge air cooler.
Displacement in whole dm 3
Application
A For general industrial use
Variant 00 -99
Figure 2
NOTE
Because of the different engine variants the parts and images which are contained in this book can
be different from the current model of engine or dump truck. For the spare parts please use the parts
catalogue for current model.
NOTE
This chapter explains injection systems across each other due to components do not differ, but are
common to both. The components or functions which mainly distinguishes these systems from each
other is advertised clearly.
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Ch 1 page 8 Engine PDE
The engine can normally stand idle for up to six months without
preparation for storage. For longer periods of downtime, the
following measures should be taken. These measures provide
protection for approximately 4 years.
Preparations for storage:
Preservative Coolant
WARNING
Ethylene glycol is highly dangerous if imbibed. Avoid contact with
the skin.
Preservative oil
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Engine PDE Ch 1 page 9
NOTE
Use a container to avoid spills when draining the oil and coolant. Dispose
of used fluids through an authorized waste disposal contractor.
2. Warm up the engine on regular fuel. Stop the engine and drain
the oil.
5. Mix preservative fuel in a can. Detach the fuel pipe at the feed
pump suction line and connect a hose from the can.
6. Detach the fuel pipe at the overflow valve and connect the return
hose to the can.
7. Start the engine and run it at about 1,000 rpm for 20-25 minutes.
8. Stop the engine, remove the hoses and connect the normal fuel
pipes.
NOTE
10. Drain the preservative oil from the engine. Fill with new engine oil
immediately or when the engine is to be reused. (For fluid type
and specifications
11. Drain the coolant if the engine is not to be stored with coolant in
the system. Plug and tape all coolant connections if the engine is
to be stored without a coolingsystem.
15. Spray the outside of bright engine parts, first with penetrating
preservative oil such as Dinitrol 25B and then with Dinitrol 112 or
the equivalent.
Clearly mark the engine with the storage preparation date, and
state that the engine must not be started or cranked.
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Ch 1 page 10 Engine PDE
Batteries
WARNING
Wear gloves and protective goggles when charging and handling
batteries. The batteries contain a highly corrosive acid.
Storage
• Fill the cooling system with coolant. For more information refer
to Inspections.
• Check the oil level in the engine or top up with fresh engine oil.
• Drain the preservative fuel from the fuel manifold and fuel
filter.
• Connect and bleed the fuel system. For more information refer
to the section headed Inspection.
• Wash off any preservative oil on the outside using white spirit.
• Air pressure.
• Air cleaner.
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Engine PDE Ch 1 page 11
• Place the dump truck on level ground and apply parking brake.
• Raise the dump body and lock it with the safety support.
• Raise the tiltable cab and lock it with the safety support.
WARNING
Never turn off battery main switch when engine is running
Never turn off battery main switch when ignition is on
Leave battery main switch on for atleast 5 minutes after engine has completely stopped
DANGER
Place wheel chocks to the front wheel
Take away the cab bolt, left and right hand side.
Figure 3
Figure 5
Figure 4
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Ch 1 page 12 Engine PDE
Left side:
Figure 6
4 6
5
Right side: 3
Figure 7
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Engine PDE Ch 1 page 13
and engine air inlet. Pos no.(G190.1) 777510/A (G190: Hydraulic system T40-S2)
Figure 11
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Figure 12
Figure 13
Disassemble grounding cable attached to bracket underneath the
engine starter.
Figure 14
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Engine PDE Ch 1 page 15
Figure 15
Remove the cover and disconnect the electrical contact from the
engine ECU -S6 control unit.
Figure 16
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Ch 1 page 16 Engine PDE
Drive shaft
Remove safety archer. 2 1 3
Remove driveshaft between transmission and engine coupling,
Figure 17
Front- Left and right hand side, disassemble screw on the engine
mounting bracket.
Figure 18
Figure 19
3
Disassemble front brake oil cooler hose from the brake cooler
2
circulate pump. Plug open ports.
1. 110 Nm
1
2. 37 Nm 3
3. Hand tighten
Figure 20
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Engine PDE Ch 1 page 17
NOTE
The engine lifting eyes are designed for lifting the engine only,
not the engine together with its ancillary equipment (alternator,
gearbox etc.) or frame.
8394 8373
Lever block Lifting chain
Figure 21
Figure 22
NOTE
The lifting eyes are sized to cope with a maximum angle of 30°.
Figure 23
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Ch 1 page 18 Engine PDE
WARNING
Never use starter gas or similar agents to help start the engine.
An explosion may occur in the intake manifold with a risk of
personal injury. Only start the engine in a well ventilated area.
When the engine is run in an enclosed space, there must be
effective devices to extract exhaust gases and crankcase
gases.
NOTE
The starter motor must only be cranked twice for 30 seconds at
a time. After that, it must rest for at least 5 minutes before the
next attempt to start it.
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Engine PDE Ch 1 page 19
Fuel initially contains a reduced quantity of water rom the manufacturing process. The water content may
increase, e.g. as a result of condensation, during prolonged and unsuitable storage.
Small quantities of water in the fuel do not affect the engine operation. However, micro-organisms grow in the
water. The microbes obtain nourishment from the oil and their growth is therefore greatest in the
boundary layer between the water and oil. In an emulsion the boundary layer is very large and emulsification
therefore encourages growth.
De-contamination
Tanks:
- Clean large supply tanks carefully inside and dry them before filling them with new fuel.
- Drain the water a few days after filling and at regular intervals from then on in accordance with the oil
supplier’s instructions.
The winter fuel has a lower density and lower viscosity. This results in a reduction in engine output.
Environmental fuel
Environmental fuel with markedly reduced sulphur contents and therefore emissions is available on various
markets. Normally the density and viscosity is also lower for these fuels.
By using output correction curves (formulae), the outputs can be corrected for the effect of density and viscosity.
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Ch 1 page 20 Engine PDE
Fuel system Tier2 (PDE)
Schematic diagram of the fuel system Tier2
A = Pressurised fuel
B = Return pipe
C = Leak-off fuel
Overflow valve
3
2
Figure 25
The pressure must be at least 4.5 bar before the overflow valve opens. If the overflow valve opens at a lower
pressure, it is faulty and must be renewed.
Start the engine and increase the speed to 1,500 rpm. If the pressure then exceeds 7.5 bar, the overflow
valve is blocked and must be cleaned or renewed.
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Engine PDE Ch 1 page 21
General
Figure 27
Figure 26
Fuel
Property Requirement
Viscosity at 40°C 2.0 - 4.5 mm2/s (cSt)
Flashpoint 56°C
Figure 28
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Ch 1 page 22 Engine PDE
NOTE
Class 1 is sulphur-free and class 2 is low in sulphur. Compared with class 3 (normal fuel), these fuels are less
dense and this reduces engine power output.
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Engine PDE Ch 1 page 23
Fuel filter
Design
The fuel filter is of single-mounted type on a PDE system.
The filter consists of a container with a folded paper element.
The fuel filter has no bleed screw and is bled by undoing plug 4
in the free inlet passage.
Function
Fuel is pumped into the inlet by the fuel pump. It then continues
through passages in the filter retainer to the upper part of the
filter, down through the filter(s) and on to the outlet passage.
From there, the fuel is piped to the injection pump.
Figure 29
NOTE
2. Lift out the filter cover and filter element. The filter housing will
drain automatically. This applies only if the fuel tank is lower
than the engine. Otherwise the fuel shut-off cock must be
closed first.
6. Press a new filter element into the snap fastener in the cover.
7. Fit the filter element and cover in the filter housing. Tighten the
cover to 25 Nm (18.4 lbf.ft).
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Ch 1 page 24 Engine PDE
CAUTION
Fit the filter elements in the filter covers before placing them in
the fuel filter housings or the filter elements may be damaged.
NOTE
2. Open the drain tap (2) in the filter cover and let the fluid run
down into the container. Unscrew the filter cover.
6. Screw the filter cover onto the new filter by hand. Make sure
that the drain tap is fully closed.
8. Fill the width of the filter with clean fuel. Draining tap
9. Screw the filter into position until the O-ring rests against Figure 31
the filter head. Tighten the filter another 1/2-3/4 turn by
hand.
10. Open the shut-off cock and check the system for leaks.
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Engine PDE Ch 1 page 25
Figure 32
Figure 33
Figure 34
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NOTE
WARNING
It is not permitted to mix kerosene with diesel fuel that is
already adapted for the climate concerned. This can damage
the PDE injectors. All use of paraffin other than kerosene is
forbidden, as it causes engine damage.
CAUTION
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Engine PDE Ch 1 page 27
Feed pump
The feed pump is of the gear pump type and is driven by the compressor crankshaft.
Its capacity is adjusted to deliver the right pressure and flow rate to all unit injectors.
On the underside of the feed pump is an overflow aperture that functions as a leakage indicator for both fuel
and oil.
1. Clean the outside of the feed pump. Remove the suction and pressure lines from the feed pump.
Fit protective plugs.
3. Place a new O-ring onto the feed pump and lubricate with O-ring grease.
The feed pump (B) draws fuel from the fuel tank (6) and forces it through the fuel filter (4) and into the fuel rail
(1). On the feed pump there is a hand pump (2) The hand pump is used to vent air from the fuel system.
On the fuel rail there is a pressure relief valve 5. The pressure relief valve constantly regulates the fuel pressure.
When the pressure is too high, the pressure relief valve opens, so that the excess fuel is returned to the
fuel tank. The fuel rail distributes the fuel to the unit injectors in each cylinder head. The ECU control unit
determines when the unit injectors must inject fuel into the cylinders.
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Ch 1 page 28 Engine PDE
Tightening torques
Work description
CAUTION
3. Detach the fuel pipes to the control unit cooling coil from the control unit
4. Remove the fuel pipes to the control unit cooling coil from the feed pump and the fuel filter
Figure 36
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Engine PDE Ch 1 page 29
Cylinder head - PDE System Tier2
Cylinder head, parts view. PDE Tier2
Figure 37
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Ch 1 page 30 Engine PDE
Special tools
8049 8029
MX008386 Sleeve for injectors
512256 8019
850329-00174 Tool for turning flywheel
MX008387 Socket
850329-00302 Press drift
850329-00303 Assembly drift
512260
MX512262 Guide 512266 512258
850329-00368 Valve seat cutter 512261 512257 512259
MX512263 Setting tool
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Engine PDE Ch 1 page 31
Valve mechanism
The pushrods have one end in the tappets and the other
end, via the rocker arms, transfers the movement from the
camshaft cam to the valves.
The valves seal against valve seat rings which are pressed
into the cylinder head to make a tight fit.
The valve seat rings are made of extremely durable material
to give them a long service life.
They can be replaced if necessary.
Figure 40
With four valves per cylinder, the total valve area becomes
greater, making it easier to fill the cylinder with air. At the
same time, less energy is consumed in forcing out the
exhaust fumes.
The effort required for gas flow is reduced and engine
efficiency is improved. This in turn leads to a reduction in
fuel consumption.
The injector can be located centrally, which improves
combustion and results in reduced emissions and lower fuel
consumption.
Figure 41
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Ch 1 page 32 Engine PDE
Figure 42
1. Bleeder nipple
2. Banjo screw
WARNING
The fuel system must be empty or fuel may run down
into the cylinders, which will result in a great risk of
liquid hammering. If fuel runs into the combustion
chamber, it must be removed immediately using a
pump.
Figure 43
Figure 44
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Engine PDE Ch 1 page 33
WARNING
Do not lean over the engine when removing the rocker arm
shaft. The unit injector spring is pre-tensioned and can
come loose, causing personal injury.
Figure 45
NOTE
If the spring comes loose from the unit injector, the unit
injector must be renewed.
Figure 46
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Ch 1 page 34 Engine PDE
Figure 47
1. Fork clamp
2. Fork clamp bolt
11. Detach the cables on the unit injector. The screws can 3. Unit injector
not be removed but undo them as far as possible.
NOTE
Do not lift the unit injector by the spring. The spring can come
loose.
Figure 48
NOTE Figure 49
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Engine PDE Ch 1 page 35
14. Withdraw the unit injector. If the unit injector is stuck, Figure 50
tap carefully with a rubber mallet on the solenoid
valve housing.
NOTE
Figure 51
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Dismantling
2. Mark and place the valves in a rack so that they can be refitted
in the same position in the cylinder head.
Figure 52
Figure 53
850329-00303
Figure 54
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Engine PDE Ch 1 page 37
1. Remove the valve seat inserts. Use a discarded valve that has
been ground so that the diameter of the disc is slightly smaller
than the inside diameter of the seat.
2. Fit the valve and weld around it with an electric welder. Cool
with water. Turn over the cylinder head and knock the valve
stem so that the valve and seat insert fall out.
WARNING
Figure 55
Use protective goggles. Always turn the cylinder head around
with the underside downwards when tapping out the valve seat
ring. Otherwise there is a risk of loose splinters causing
personal injury.
Figure 56
WARNING
Be careful with the above-mentioned coolants and cooled
components. There is a risk of frost injuries.
MX512261
MX512260
Figure 57
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Ch 1 page 38 Engine PDE
Machining values
Figure 58 Figure 59
Work description
Figure 60
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Engine PDE Ch 1 page 39
Figure 63
9. Apply the quick-action lock. Make sure the
crank can be turned easily. If not, redo the
centering.
Figure 64
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Figure 65
MX512258
Figure 67
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2. Knock out the pilot tap and sleeve from underneath. Use a
100 mm metal rod with a 9 mm diameter.
Figure 69
Figure 70
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Ch 1 page 42 Engine PDE
Assembly
NOTE
2. Fit the valves in the their guides and position the cylinder head
in a press.
Fitting
1. Check liner height, refer to Measuring the cylinder liner height.
3. Fit the cylinder head and ensure that the guide pins fit into the
holes.
6. Tighten the bolts in the order given in “Figure 72” and in three
stages + 90° as follows: Figure 72
7. Fit the lower part of the rocker cover and tighten the bolts to
26 Nm.
Figure 73
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Engine PDE Ch 1 page 43
CAUTION
Figure 74
8. Refit the upper rocker cover and torque tighten the bolts to 18 Nm.
10. Fill and bleed the fuel system. Refer to Bleeding the fuel system.
Figure 75
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Designation Illustration
Setting tool
Figure 77
Tightening torque
Lock nut for valves 35 Nm (26 lb/ft)
Figure 76
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Engine PDE Ch 1 page 45
DC9:
Valve Adjust Adjust
Reading in the Rotation transition valves on injector on Reading in
lower window on cylinder cylinder the upper
cylinder window
DOWN TDC 1 1 2 TDC Up
72/432 1 5 252/612
144/504 1 2 4 324/684
216/576 1 3 36/396
288/648 1 4 5 108/468
DOWN TDC 2 1 UP TDC
72/432 2 5 3 252/612
144/504 2 2 324/684
216/576 2 3 1 36/396
288/648 2 4 108/468
Figure 78
DC13:
Reading in the Valve transition Valve adjustment Adjust injector From above
lower window on cylinder
DOWN TDC 6 1 2 TDC up
120/480 2 5 4 300/660
240/600 4 3 1 60/420
DOWN TDC 1 6 5 TDC up
120/480 5 2 3 300/600
240/600 3 4 6 60/420
Figure 79
NOTE
DC13
Valve change occurs when the cylinder goes from
the outlet stroke to the inlet stroke. The exhaust
valve is about to close at the same time that the
intake valve is opening
DC9
Figure 80
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Tightening torque
Lock nut for unit 39 Nm (29 lb/ft)
injectors
IMPORTANT!
Remove the setting tool when the
adjustment isdone.
1
4. Mark the injector with the felt-tip pen and
continue adjustment according to the table.
Figure 83
Figure 84 Figure 85
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Turbocharger
Figure 87
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Engine PDE Ch 1 page 49
Figure 88
Figure 89
Measuring turbine wheel radial
clearance with deflection gauge
8222 and measuring stand 8209
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Ch 1 page 50 Engine PDE
Radial clearance
Take readings on both turbine wheel and compressor wheel.
2. Press the shaft forwards and backwards and read the dial at
the end positions. The difference between readings is axial
clearance.
Axial clearance
(after running in) 0.025-0.106 mm
4. Check the lubrication oil return pipe from the turbocharger for
blockage or deformation.
7. Check that the air filter is not blocked and that there are no
other reasons for the abnormal increase of vacuum in the
intake system.
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Engine PDE Ch 1 page 51
NOTE
When renewing the turbocharger, all gaskets and the oil filter
must be changed and the centrifugal cleaner must be cleaned.
Removal
1. Detach the delivery and return oil lines from the turbocharger.
2. Detach the exhaust pipe, induction pipe and charge air cooler
pipe from the turbocharger.
Fitting
4. Connect the charge air pipe, induction pipe and exhaust pipe.
5. Disconnect the fuel valve’s power supply (fuel shut-off) and turn
the engine over with the starter motor for at least 30 seconds so
that the lubricating oil will reach the turbocharger.
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Ch 1 page 52 Engine PDE
General
NOTE
Foreign bodies
Whenever working on the turbocharger, observe Foreign bodies, such as grains of sand or metal
utmost cleanliness. The oil intake and outlet filings, in the turbine or compressor will damage their
blades.
connections must never be left open. A foreign
body in the bearing housing can quickly cause
This leads to imbalance and bearing wear. Engine
total breakdown. output falls off and continued operation could give
rise to overheating damage on account of a
Oil leakage decrease in the supply of air.
With a clogged air cleaner, the vacuum in the intake
pipe will be excessive. There is then a risk that oil This type of overheating cannot be observed on the
mist will be sucked out of the turbocharger’s bearing coolant temperature gauge.
housing.
NOTE
If the seal on the turbine side is worn, exhaust gas is
blue when idling. Never attempt to straighten a damaged impeller. It
will usually break in operation causing the
If the oil outlet pipe from the turbocharger is turbocharger to break down and may also cause
damaged, there is a risk of oil leaking out through enginedamage. Change the entire turbocharger.
the seals due to lubrication oil pressure.
Air and exhaust leakage
Oil filter Even small leaks in the line between the air cleaner
The turbocharger rotates at high speed, sometimes and turbocharger cause dirt deposits on the
above 100.000 rpm. compressor wheel.
The oil lubricates and cools the turbocharger. Charge pressure decreases with increased exhaust
Efficient lubrication is extremely important. There is temperature, causing smoke. In addition, the engine
no separate turbo filter and the oil passes through is worn unnecessarily.
the engine oil filter. For this reason, change the oil
filter and clean the oil filter assembly in accordance Exhaust leakage between cylinder head and
with our instructions. turbocharger also results in lower charge pressure.
Use filter wrench 850329-00421 when removing the Cleaning the compressor wheel
oil filter. Low charge pressure can be caused by a dirty
compressor wheel, for example.
If the oil filter assembly is not cleaned, the oil filter
will soon become clogged and its resistance to the - Remove the compressor housing.
flow of oil will increase.
- Wash the compressor wheel using white spirit
A valve in the filter holder then opens and allows the and a brush.
oil to pass through the filter without being cleaned
(filtered). Unfiltered oil is consequently supplied - Fit the compressor housing and measure charge
to the turbocharger with heavy bearing wear as a pressure again.
result.
Figure 92
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Engine PDE Ch 1 page 53
NOTE
NOTE
Clean the centrifugal oil cleaner when renewing the oil filter.
Otherwise, the oil filter will be blocked and resistance in the
filter will increase. If this happens, an overflow valve in the filter
holder opens and lets the oil pass without being filtered.
2. Lift out the filter housing cover with filter. The filter housing
will drain automatically once the filter has been removed.
CAUTION
NOTE
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Ch 1 page 54 Engine PDE
Oil analysis
NOTE
Leave the engine off for at least 1 minute before checking the
oil level.
1. Remove oil dipstick (1 LHS of engine) and check the oil level. 2
The correct level is between the minimum and maximum marks
on the oil dipstick. 1
2. Top up with oil when the oil level is at or below the minimum
mark.
Figure 95
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Engine PDE Ch 1 page 55
NOTE
Renew the oil filter and clean the centrifugal oil cleaner when
changing oil.
WARNING
AVOID DEATH OR SERIOUS INJURY
• Hot oil can cause burns and skin irritation. Wear protective
gloves and goggles when changing hot oil.
• Make sure that there is no pressure in the lubrication system
before starting work on it.
• The oil filler cap must always be in place when starting and
running the engine to prevent oil being ejected.
NOTE
1. Unscrew the oil plug and drain the oil when the engine is hot.
In certain engines the oil is pumped out by means of a bilge
pump.
25
30
Figure 97
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Special tools
Figure 98
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Engine PDE Ch 1 page 57
1. O-ring
5. O-ring
6. Compression ring
7. Compression ring
9. Circlip
13. Circlip
16. Crankshaft
Figure 99
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Special tools
850329-00150 MX008224
MX008409
850329-00150 Drift
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Engine PDE Ch 1 page 59
Connecting rods
The connecting rod and big-end cap are split obliquely, partly so
that the con rod bolts will not be subjected to excessive loads and
partly to enable the piston and con rod to be withdrawn through
the cylinder.
Figure 101
Figure 102
Figure 103
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Ch 1 page 60 Engine PDE
NOTE
The piston cooling nozzle must not be damaged. The oil jet
must hit the piston precisely. If it does not, the piston will
become too warm resulting in engine breakdown. Damaged
nozzles must not be straightened. They must be renewed.
Figure 104
3. Remove the bearing cap and bearing shells.
Protect the oil way in the crankcase using, e.g. adhesive
tape, applied with the sticky side out.
NOTE
Figure 106
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Engine PDE Ch 1 page 61
1. When the gudgeon pin bushing has been checked, insert the
bearing cap as marked and tighten the bolts to full torque.
2. Mount the connecting rod in the tool using the expander and
place the gudgeon pin in its bushing. Then place indicator studs
on the gudgeon pin.
Figure 107
• Check whether the connecting rod is twisted with the indicator Checking if connecting rod
studs horizontal. is twisted
Figure 109
Checking whether the connecting
rod is bent into an S-shape
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Ch 1 page 62 Engine PDE
2. Press drift.
3. Supports.
NOTE
Work description
Figure 112
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Figure 113
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Pistons
The pistons which are used in HA40 engine is of type; articulated pistons.
Articulated pistons are split and have an aluminium skirt and a steel crown.
(For the aluminium piston to resist the high pressure and high temperature prevailing in the
combustion chamber, the material is thicker at the piston crown and piston ring grooves than in the
remainder of the piston.)
One of the advantages of articulated pistons is that they can tolerate higher loads than conventional
pistons completely made of aluminium.
As the piston crown is made of steel it can withstand higher temperatures and pressure in the
combustion chamber.
This enables more power to be extracted from engines with articulated pistons.
Figure 114
SHOP MANUAL
Engine PDE Ch 1 page 65
Figure 115
Piston rings
For the piston to travel freely, a gap is required between the
piston and cylinder liner.
The piston therefore has two compression rings which seal this
gap and conduct the heat from the piston.
The bottom piston ring, the oil scraper ring, prevents oil from
the crankcase from finding its way up to the combustion
chamber.
The design and quality of the pistons and piston rings are
extremely important for the reliability and lubrication of the
engine as well as oil and fuel consumption.
Figure 117
Turn the piston rings so that the gaps are distributed around the
piston.
Figure 118
SHOP MANUAL
Ch 1 page 66 Engine PDE
4. Oil all the bushings, the gudgeon pin hole and the
gudgeon pin before assembling.
Figure 120
Figure 121
SHOP MANUAL
Engine PDE Ch 1 page 67
Cylinderblock
Figure 122
Cylinder liner
Figure 123
SHOP MANUAL
Ch 1 page 68 Engine PDE
The inside of the cylinder liner is machined by what is known as plateau honing. This type of machining leaves a
fine pattern of grooves which ensures that the oil needed for lubrication between piston rings and liner remains
on the wall of the liner.
The design of the pattern is of major importance for ensuring low oil consumption in the engine.
Two sealing rings, one in the block and one in the liner, seal off the coolant jacket. The surface of the liner in
contact with the liner shelf seals off the lubricating oil.
In the space between liner shelf and sealing ring in the block is an overflow hole which discharges in the side of
the cylinder block under the side covers.
Leakage at any of the sealing surfaces will result in oil or coolant coming out of the overflow hole.
Figure 124
1. Seal for coolant
2. Support point for liner
SHOP MANUAL
Engine PDE Ch 1 page 69
Figure 125
NOTE
Figure 126
Cylinder liner extractor with hydraulic
cylinder
SHOP MANUAL
Ch 1 page 70 Engine PDE
3. Lift out the liner and wipe the liner shelf in the
cylinder block and the cylinder liner shelf.
5. Place straight edge 87 198 with dial gauge 98 075 Figure 127
on the liner and zero the dial gauge to the liner (A).
Slide the tip of the dial gauge over to the cylinder
block (B) and measure the height of the liner (A-B) A = Measuring surface on cylinder liner
as illustrated. B = Measuring surface on cylinder block
C = Tip of dial gauge
6. Measure each liner at two diametrically opposite D = Cylinder liner height D = A-B
points transversely across the engine.
Measuring cylinder liner height
- The cylinder liner must be slightly above the face
of the cylinder block.
Figure 128
SHOP MANUAL
Engine PDE Ch 1 page 71
4. Carefully check the cylinder liners, both new and old, for
cracks which might have arisen during transport or
careless handling.
Figure 129
5. Tap the liner carefully with a metal object. It should give a
clear metallic ring if it is intact. If it sounds cracked, renew
it.
NOTE
9. Fit the scraper ring in place after the piston has been
fitted.
Figure 131
SHOP MANUAL
Ch 1 page 72 Engine PDE
3. Turn the piston rings so that the ring gaps are evenly
distributed round the piston.
SHOP MANUAL
Engine PDE Ch 1 page 73
Figure 133
NOTE
The piston cooling nozzle must not be damaged. The oil jet must hit the
piston precisely. If it does not, the piston will become too warm
resulting in engine breakdown. Damaged nozzles must not be
re-aligned, renew them instead.
14. Fit the oil sump and tighten the bolts to 30 Nm.
SHOP MANUAL
Ch 1 page 74 Engine PDE
Figure 134
NOTE
SHOP MANUAL
Engine PDE Ch 1 page 75
Special tools
2. Remove the bolts for the flywheel. 14” flywheel: Also remove
the washer.
3. Pull off the flywheel from the crankshaft using puller bolts
120112-00889.
Figure 136
SHOP MANUAL
Ch 1 page 76 Engine PDE
WARNING
Use protective goggles due to the risk of metal shivers.
SHOP MANUAL
Engine PDE Ch 1 page 77
NOTE
Figure 138
The crankshaft seal must be fitted dry and must not be
lubricated. The sleeve in the seal should be left in place until
the seal is fitted. The crankshaft should be degreased before
the new seal is fitted.
2. Fit the new crankshaft seal using tool MX512555. Place the
crankshaft seal on the tool and fasten the tool with the bolts.
Figure 140
SHOP MANUAL
Ch 1 page 78 Engine PDE
NOTE
Figure 141
The sealing surfaces must be absolutely clean and free from
grease. Do not touch the surfaces after degreasing.
CAUTION
NOTE
4. Fit the starter motor. Apply the sealing agent on the timing
gear housing side against the transmission plate. Apply the
sealing agent around the screw holes marked with arrows.
Figure 143
SHOP MANUAL
Engine PDE Ch 1 page 79
Figure 144
Figure 146
SHOP MANUAL
Ch 1 page 80 Engine PDE
NOTE
Figure 147
Always use new bolts and washer.
3. Lock the flywheel using tool: - 512563 for engines with unit
injector.
512563
99 411
Figure 148
Figure 149
SHOP MANUAL
Engine PDE Ch 1 page 81
Flexible coupling
Safety instructions
For all work on the coupling it must be ensured that both the drive
engine and the driven machine are at a standstill and cannot be
started up under any circumstances.
Work should only be begun when the coupling has cooled down to
below 30°C.
Figure 150
Functional description
The flexible coupling is an industrial torsional vibration damper,
which both displaces resonance frequencies and dampens torque
peaks.
For this purpose, the drive line is coordinated with the aid of the
coupling by arranging mass inertias, torsion spring strengths and
dampings in such a way that the permitted torsional vibration or
load surge levels are not exceeded.
Figure 151
SHOP MANUAL
Ch 1 page 82 Engine PDE
NOTE
Then the hub (5) is pushed in and the coupling element (2)
inserted. The coupling is bolted tight with the inner (6 [Torque:
390Nm]) and outer fixing bolts (7 [Torque: 125Nm]).
Installation instructions
Before installation, the corrosion protection on the contact
surfaces of the coupling must be removed with a conventional
solvent. The coupling is attached in assembled state to the engine
flywheel with the flywheel bolted connection.
The cardan shaft can now be mounted and assembled. Figure 153
Mount shaft with dust sealing forward (log on driving side). Enter
two screws and tighten until there is a 3mm gap. Then enter the
two remaining screws (same side) all the way and then the first
ones. Same procedure on both sides.
Mount lower flange-half all the way down and equal clearance on
both sides of shaft.
Mount upper flange-half all the way up and equal clearance on
both sides of shaft.
Figure 154
Torque: 114Nm
SHOP MANUAL
Engine PDE Ch 1 page 83
WARNING
If unusual torsional vibrations (high noise level) occur after the engine
or drive unit is switched on, the system is to be shut down immediately.
The wear threshold values for the friction disk, the friction ring, the
housing bore and the hub diameter are given in the following table.
Flange casing
Friction disk thickness “A” 5,0 mm
Friction disc
Hub
Wear threshold value 63,4 mm
Figure 155
If these wear threshold values are exceeded on the housing (dimensions B and D) or values are below these
limits for the friction ring, friction disk or hub, the parts must be replaced or reworked. In the event of grooves,
ripples and burn marks, the housing must always be replaced. When replacing the coupling element, the friction
disk and friction ring should also be replaced.
NOTE
Not applies to the new type of coupling . Refer to Parts Catalogue for parts identification.
SHOP MANUAL
Ch 1 page 84 Engine PDE
2. Crankshaft gear
3. Intermediate gear
6. Camshaft gear
7. Power take-off
Figure 156
Figure 157
SHOP MANUAL
Engine PDE Ch 1 page 85
The coolant pump and alternator are driven by the belt drive,
as also is the A/C compressor.
Included in the belt circuit are also jockey pulleys, the purpose
of which is to give the belt a good arc of contact round the
pulleys.
2 1
3
9
11
1 Spacing sleeve 12
2 Roller
3 Roller
5 Roller
7 Belt tensioner
9
10
Poly V belt
Alternator
10
11 Coolant pump 7
12 A/C compressor
13 Pulley
13
Figure 158
SHOP MANUAL
Ch 1 page 86 Engine PDE
CAUTION
Figure 159
NOTE
Figure 160
NOTE
Figure 161
SHOP MANUAL
Engine PDE Ch 1 page 87
NOTE
Figure 162
NOTE
Figure 163
NOTE
SHOP MANUAL
Ch 1 page 88 Engine PDE
4. Remove the driver bolts and withdraw the driver. Mind the
sealing surface.
5. Pull or prise off the seal in the cover. Take care to avoid
damaging the sealing surface in the cover.
NOTE
Figure 164
7. Place the new seal on tool 8421 and press it in place by Tool 524615 with crankshaft seal
tightening the diametrically opposite bolts alternately. The seal
is correctly fitted when the tool comes up against the cover.
8. Remove the tool by screwing the bolts into the threaded holes.
9. Wipe the driver sealing surface clean. Fit a new seal on the
end surface of the driver and push the driver onto the spacing
sleeve on the end of the crankshaft.
10. Bolt the driver to the crankshaft flange and tighten the flange
bolts to 135 Nm.
11. Bolt the crankshaft damper and possibly the belt pulley to the
hub and tighten to 110 Nm.
524615
Figure 165
SHOP MANUAL
Engine PDE Ch 1 page 89
Crankshaft damper
Figure 166
Figure 167
The power impulses from the connecting rods give rise to torsional oscillation in the crankshaft. These oscillations
are severest at certain engine speeds which vary with the design of the engine, how it is loaded, etc.
The flywheel (at the “rear” end of the crankshaft) rotates at an almost constant speed throughout each revolution
of the crankshaft. Relative to the flywheel, the rotational speed of the front end of the crankshaft will increase and
decrease several times during each revolution.
To reduce the amplitude of the oscillation, a crankshaft damper is attached to the front end of the crankshaft.
A ring of steel is incorporated in the circular and completely enclosed housing of the crankshaft damper. The
housing is bolted onto the crankshaft.
There is a heavy oil between the housing and ring which damps the relative movement between the two. The
oscillation at the front of the crankshaft is damped by the ring striving to rotate with even speed.
The crankshaft damper has numerous belt grooves for a “Multigroove V-belt”.
SHOP MANUAL
Ch 1 page 90 Engine PDE
Figure 168
1. Camshaft 13. Intermediate gear 25. Roller tappet
2. Pin 14. Ball bearing 26. Circlip
3. Camshaft bearing 15. Snap ring 27. Flange bolt
4. Guide flange 16. Spacing sleeve 28. Banjo screw
5. Flange bolt 17. Bolt 29. Shaft
6. Thrust washer 18. Shaft 30. Pushrod
7. Camshaft gear 19. Crankshaft gear 31. Slide ring
8. Flange bolt 20. Oil pump gear 32. Snap ring
9. Compressor gear 21. Intermediate gear 33. Pushrod
10. Hydraulic pump wheel 22. Snap ring 34.
11. Flange bolt 23. Shaft 35.
12. Shaft 24. Spacing sleeve 36. Roller tappet
SHOP MANUAL
Engine PDE Ch 1 page 91
Special tools
850329-00160
850329-00159 Drift
850329-00160 Drift
MX008049 Impact drift
850329-00161 Support drift
850329-00174 Flywheel turning tool 850329-00159 MX008049
850329-00161 850329-00174
Figure 169
850329-00163
850329-00162 850329-00318
SHOP MANUAL
Ch 1 page 92 Engine PDE
Intermediate gear
Intermediate gear
Removal
Figure 172
NOTE
850329-00161
MX008049
Figure 173
SHOP MANUAL
Engine PDE Ch 1 page 93
2. Press the bearing inner race shell from the shaft and remove
the retaining ring.
3. Place the removed bearing inner race in the bearing and press
out the bearing using drift 850329-00159.
Figure 174
NOTE
5. Press the bearing and shaft journal into the intermediate gear
using drift 850329-00160.
7. Press the spacing ring onto the shaft journal. Ensure that the
shaft journal is on the press table.
850329-00160
Figure 175
SHOP MANUAL
Ch 1 page 94 Engine PDE
Fitting
3. Fit the intermediate gear against the camshaft gear and the
crankshaft gear so that the markings point towards each other.
Figure 177
Figure 178
SHOP MANUAL
Engine PDE Ch 1 page 95
Camshaft gear
Removal
Figure 179
NOTE
Fitting
SHOP MANUAL
Ch 1 page 96 Engine PDE
Crankshaft gear
Removal
Figure 183
NOTE
After removing the intermediate gear, neither the camshaft nor the
crankshaft must be rotated. This may cause pistons and valves
to collide and be damaged.
Fitting
4. Fit the flywheel as described in the section Fitting the Figure 184
flywheel.
Figure 185
SHOP MANUAL
Engine PDE Ch 1 page 97
Camshaft
Removal
NOTE
NOTE
Figure 187
SHOP MANUAL
Ch 1 page 98 Engine PDE
Work description
NOTE
Wipe around the edges and the bearing seat surfaces around the old
bearings to avoid damaging the contact surfaces when fitting the
new bearings. Figure 188
3. Wipe the bearing seat surfaces clean around the old bearings.
NOTE
The recess in the bearing joint must be turned towards the front of
the engine.
4. Place the new bearings in the space between the bearing seats
for the camshaft.
850329-00162
Figure 189
5. Place the flange nuts on the threaded stem, included in tool 1.Threaded stem with eight flange nuts
850329-00162, as illustrated. 2. Press drift
3. Flange
850329-00162
Figure 190
SHOP MANUAL
Engine PDE Ch 1 page 99
6. Take the threaded stem and insert the end with flange nut
number 1 from the rear edge of the engine past the rear
most bearing seat. Insert it further through the bearing
seats and the new bearings until flange nut 1 protrudes
from the front of the engine.
850329-00163
Figure 192
SHOP MANUAL
Ch 1 page 100 Engine PDE
10. Hang a new bearing on the stem at the front of the engine.
11. Place the press drift on the threaded stem and place the
bearing on the drift.
NOTE
The marking on the drift must be uppermost and vertical so that Figure 194
the oil hole in the bearing will be central to the oil ways.
13. Hold the press drift with the new bearing against the old.
Secure the threaded stem between the press drift and hydraulic
cylinder 850329-00163 by tightening flange nut 8 on the stem.
Figure 195
850329-00163
Figure 196
SHOP MANUAL
Engine PDE Ch 1 page 101
NOTE
Camshaft bearing
no. Distance (mm)
1 -12 to -14
2 150 to 152
3 314 to 316
7 970 to 972
14. Press in the new bearing at the same time as pressing out
the old bearing with hydraulic cylinder 850329-00163 and
hydraulic pump 850329-00318. Check that the bearing is
correctly positioned by measuring.
Figure 198
SHOP MANUAL
Ch 1 page 102 Engine PDE
NOTE
Figure 200
Check measurement of bearing number 2
SHOP MANUAL
Engine PDE Ch 1 page 103
Fitting
1. Fit the camshaft. Take care not to damage the cams and
bearings.
2. Lubricate with engine oil and fit the valve tappets in the
same places as they were before removal. Tighten the
banjo bolts to 32 Nm.
Figure 202
NOTE
Figure 203
NOTE
SHOP MANUAL
Ch 1 page 104 Engine PDE
7. Fit the timing gear plate on the engine block. Tighten the
bolts to 63 Nm.
10. Fit the camshaft gear and torque tighten the bolts to 63 Nm.
Figure 205
11. Fit the flywheel housing as described in Fitting the flywheel
housing.
2. Put two dial gauges against the valve spring thrust washers.
3. Adjust the rocker arms to remove the free play and then adjust
them further so that both valves are open 0.1 mm.
6. Read off both dial gauges and compare with the values given
below:
SHOP MANUAL
Engine PDE Ch 1 page 105
Crankshaft
Figure 207
Figure 208
SHOP MANUAL
Ch 1 page 106 Engine PDE
Removal
3. Remove the oil sump, oil suction pipe with strainer and the
oil pump.
Figure 209
NOTE
The main bearings and bearing caps are marked and must be
refitted in the same place.
Figure 210
SHOP MANUAL
Engine PDE Ch 1 page 107
Cylinder block
Figure 211
Reconditioning
Figure 212
SHOP MANUAL
Ch 1 page 108 Engine PDE
Thrust washers
SHOP MANUAL
Engine PDE Ch 1 page 109
Fitting
NOTE
NOTE
Figure 214
Fit the main bearings and caps in the same place as before
removal.
CAUTION
The bolts can only be reused three times. Check the
number of punch marks on the head, if a screw has three
punch marks it must be replaced.
Figure 215
SHOP MANUAL
Ch 1 page 110 Engine PDE
5.
Machine 810109 (Tier3) -
Tighten the bearing cap bolts to 200 Nm
+ 90°. Figure 216
6. Fit the pistons with connecting rods as described in Fitting
the connecting rod and piston.
200 Nm +90°
7. Fit the oil pump, oil suction pipe with strainer and the oil
sump.
8. Renew the seal in the front cover. Fit the spacing sleeve on
the crankshaft journal. Fit the driver and crankshaft damper.
See Belt transmission, Renewing the seal in the front cover.
Figure 217
Figure 219
SHOP MANUAL
Engine PDE Ch 1 page 111
Lubrication system
General
Lubricating oil consumption refers to the lubricating oil that is
consumed through combustion in the engine.
Start with the fuel tank full and the lubricating oil topped up to the ... ... ... ... ...
... ... ... ... ...
maximum mark on the dipstick. ... ... ... ... ...
... ... ... ... ...
Read the oil dipstick when all the lubricating oil in the engine has 01/06/15 1,100 800 Yes 5
Total 20,000 100
collected in the oil sump. The vehicle must be level.
SHOP MANUAL
Ch 1 page 112 Engine PDE
R esponsi bl e V i scosi ty
SHOP MANUAL
Engine PDE Ch 1 page 113
Oil pump
1 Oil pump
2 Flange screw
3 Screw
4 Guide sleeve
5 Flange screw
6 Suction pipe
7 Flange screw
8 Pipe
9 O-ring
10 O-ring
NOTE
SHOP MANUAL
Ch 1 page 114 Engine PDE
Lubrication oilways
The lubrication oil reaches the camshaft bearings, crankshaft main bearing and balancer shaft assembly via
ducts in the cylinder block.
Ducts in the crankshaft lead the lubrication oil to the connecting rod bearings. A duct leading from the main duct
takes lubrication oil to the rocker arms.
The channel is constantly pressurised. The oil is fed to the roller tappet shafts via grooves in the camshaft
bearing. The roller tappet shafts have drilled ducts for lubricating the roller tappets.
1 Oil strainer
2 Oil pump
3 Safety valve
4 Oil cooler
5 Centrifugal oil cleaner
6 Relief valve
7 Oil filter
8 Piston cooling valve
9 Oil pressure sensor
Figure 221
SHOP MANUAL
Engine PDE Ch 1 page 115
Oil pressure
NOTE
Max. oil pressure: High lubricating oil pressure (above
Warm engine running at a speed above 800 rpm 6 bar
6 bar) is normal when starting a cold
engine.
Normal oil pressure:
Warm engine running at an operating speed of 3 - 6 bar
Figure 222
SHOP MANUAL
Ch 1 page 116 Engine PDE
From the oil pump, the lubricating oil flows via passages in the
block to the oil cooler located inside the front side cover on the
right-hand side of the block.
All the oil flows through the cooler where it is cooled by the
coolant from the cooling system.
An oil pressure valve (5) is located in the coil cooler housing for
cooling the pistons.
It has an opening pressure of 3 bar. No piston cooling therefore
takes place at low engine speeds (idling).
See also under Lubrication oilways.
SHOP MANUAL
Engine PDE Ch 1 page 117
1. Oil cooler
2. O-ring
3. O-ring
4. Flange bolt
5. Oil cooler cover
6. Core plug
7. Cover
8. Gasket
9. Bolt
10. Piston
11. Spring
12. Plug
13. Gasket
14. Gasket
15. Flange bolt
Figure 224
Important !
Oil cooler core tightening torques: 26 Nm
Figure 225
SHOP MANUAL
Ch 1 page 118 Engine PDE
1. Remove the side cover and oil cooler from the block.
Figure 226
2. Remove the 4 bolts securing the oil cooler to the side cover.
5. Fit the oil cooler insert and bolt securely to the side cover
using 26 Nm torque.
Figure 228
Where there is leakage, renew the parts which leak and carry out
the pressure test one more tim
Figure 229
SHOP MANUAL
Engine PDE Ch 1 page 119
Oil filter
The oil filter has an overflow valve which opens if the filter
becomes clogged. Unfiltered oil than continues to the engine
and only some of the oil is cleaned in the centrifugal cleaner.
Figure 230
12
7 1. Filter head
2. Gasket
3. Seal
13
4. Straight union
7 5. Gasket
8 6. Flange bolt
7. O-ring
8. Pressure censor
9. Union
10. Overflow valve
11. Oil filter
12. Adapter
13. Screw
Figure 231
SHOP MANUAL
Ch 1 page 120 Engine PDE
1. Housing
2. Plug
3. Gasket
4. Spring
5. Piston
6. Plug
7. Washer
8.Shaft
9. Nozzle
10. Rotor
11. Strainer
12. O-ring (change when cleaning)
13. Rotorbowl
14. Nut
15. Snap ring
16. O-ring (change when cleaning)
17. Cover
18. Lifting eye
19. O-ring
20. Lock nut
21. Nipple
22. Gasket
Figure 233
SHOP MANUAL
Engine PDE Ch 1 page 121
- If this is not the case, it indicates that the rotor is not spinning.
The cause of this must be immediately investigated.
NOTE
The rotor must not be put in a vice. Never strike the rotor bowl.
This may cause damage resulting in imbalance.
6. If the rotor nut is jammed: Turn the rotor upside down and
fasten the rotor nut in a vice. See illustration.
9. If this does not work: Screw two nuts together with an M20
screw.
11. Position a ring spanner on the lower nut and turn the rotor 1.5
turns anti-clockwise.”Figure 235”.
IMPORTANT!
Do not attach the rotor directly to the vice. Never strike the
rotor cover. Figure 235
SHOP MANUAL
Ch 1 page 122 Engine PDE
12. Remove the rotor cover by holding the rotor in both hands
and tapping the rotor nut against the table. Never strike the
rotor directly as this may damage its bearings.
13. Remove the strainer from the rotor cover. If the strainer is
stuck, insert a screwdriver between the rotor cover and
strainer and carefully prise them apart.
Figure 238
15. Scrape off any remaining dirt deposits from the inside of
the rotor cover. If the deposits on the paper are thicker than
28 mm (1.1 in), the centrifugal oil cleaner must be cleaned-
more often.
Figure 236
17. Check the 2 nozzles on the rotor. Ensure that they are not
blocked or damaged. Renew any damaged nozzles.
Figure 237
SHOP MANUAL
Engine PDE Ch 1 page 123
Figure 241
Figure 239
NOTE
Figure 240
SHOP MANUAL
Ch 1 page 124 Engine PDE
27. Refit the cover and tighten the lock nut. Tightening torque
20 Nm (15 lb/ft).
IMPORTANT!
Figure 242
2. Turn off the engine and listen for the sound from the rotor.
Use your hand to feel if the filter housing is vibrating.
SHOP MANUAL
Engine PDE Ch 1 page 125
A certain amount of oil is always found in the crankcase gases, and this is normal. The amount of oil mist
increases with the engine’s operating time.
The closed crankcase ventilation system is very sensitive to changes in the flow of crankcase gases in the
engine.
If the flow of crankcase gases increases, the amount of oil which passes through the crankcase ventilation also
increases. The crankcase gases can then take with them small drops of oil from the crankcase.
The causes of too high a flow of crankcase gases can be difficult to determine, and troubleshooting must
therefore be carried out methodically.
When the flow of crankcase gases is too high, the primary symptom is an increased amount of oil mist.
If the engine’s oil sump is filled with too much oil, or if the oil cannot be separated, oil will be sucked up with the
crankcase gases.
Faults which can arise in the engine and which are caused by the oil mist separator fall into 3 different
categories:
• Too high a flow of crankcase gases
• Increased crankcase pressure
• Increased amouts of oil carryover
High levels of oil carryover mean large amounts of oil coming from the crankcase ventilation. High levels of oil
carryover are often due to excessive amounts of oil entering the crankcase ventilation, and the oil can therefore
not be separated quickly enough in the oil mist separator. There may also be a blockage in the return pipe for
the separated oil.
Fault causes,
The most common faults when there are problems with crankcase gases. See table next page.
SHOP MANUAL
Ch 1 page 126 Engine PDE
SHOP MANUAL
Engine PDE Ch 1 page 127
NOTE
The vehicle’s operating profile and area of usage also affect the crankcase gases and
oil mist in the engine.
Operating profiles which affect this include crane operation, exhaust braking,
acceleration, and rapid throttle actuation.
To check the engine crankcase pressure, a manometer shoud be used together with an adater which replaces
the oil filler cap.
Measurement:
The measurement should be carried out with a laden vehicle. Note the readings on the form.
1. Connect a hose between the adapter and manometer which is long enough for the manometer to be taken
into the cab.
2. Take the manometer into the cab and carry out the test as described below.
4. Drive the vehicle and rev the engine up to 1,900 rpm and note the crankcase pressure.
SHOP MANUAL
Ch 1 page 128 Engine PDE
The oil mist separator is driven by oil from the lubrication system. The oil flows into the oil mist separator and is
sprayed onto the turbine located on the rotor shaft. The oil then flows out and back to the oil sump.
The rotor consists of a number of tapered plastic plates which are located on top of one another. There is a
space for the crankcase gases and oil particles between each plate.
The crankcase gases and oil particles flow into the oil mist separator through the union in the top of the oil mist
separator housing. The oil particles stick to the rotating plates and the centrifugal force causes the oil particles
to be thrown against the wall of the oil mist separator housing. The oil which has been separated from the
crankcase gases runs down along the walls of the oil mist separator housing and then flows out of the oil mist
separator via the centrifugal oil cleaner to the oil sump. The centrifugal oil cleaner contains an oil trap. The oil
trap is there so that oil from the oil sump is not drawn in the wrong direction.
The cleaned crankcase gases flow out of the oil mist separator via a diaphragm which acts as a pressure
regulator. When the vacuum downstream of the oil mist separator is too great, the diaphragm will close the
opening until the pressure has risen again.
The oil mist separator does not normally need to be dismantled for cleaning.
NOTE
Remove the oil mist separator from the engine before it is dismantled.
1 Oil mist separator housing
(different version for closed
crankcase ventilation)
2 O-ring
3 Nipple
4 Heat shield
5 Screw
6 Diaphragm (not used on oil mist
separator for closed crankcase
ventilation)
7 Diaphragm spring (not used on
oil mist separator for closed
crankcase ventilation)
8 Cover (different version for
closed crankcase ventilation)
9 O-ring
10 Nipple (not used on oil mist
separator for closed crankcase
ventilation)
11 Screw
12 Screw (not used on oil mist
separator for closed crankcase
ventilation)
13 Upper bearing retainer
14 Screw
15 Retaining ring
16 Spring
17 Separator
18 Washer
19 Retaining ring
20 O-ring
21 Insert
22 Lower bearing retainer
23 Turbine
24 Retaining ring
25 O-ring
26 O-ring
27 Turbine housing
28 Washer
29 Straight nipple
Figure 244
SHOP MANUAL
Engine PDE Ch 1 page 129
NOTE
SHOP MANUAL
Ch 1 page 130 Engine PDE
1. Fit the rotor discs (17) on the rotor shaft and fit
the retaining ring (19).
5. Press the rotor assembly down into the oil mist separator housing (1).
SHOP MANUAL
Engine PDE Ch 1 page 131
Figure 248
2. Hold the sensor against the oil mist separator and read
the multimeter. The value should be at least 150 Hz at
an engine speed of 1,000 rpm.
Figure 249
SHOP MANUAL
Ch 1 page 132 Engine PDE
Alternator 100 A
Check
CAUTION
Make sure that you never run an alternator without the batteries
connected! This may cause the rectifiers and/or charge
regulator to be overloaded and damaged.
NOTE
When the engine control unit has generated fault codes for the alternator, the following tests can be carried out.
• Output test.
• Control voltage test.
• Phase measurement.
• Length of brushes.
• Slip rings, rotor resistance and overcharging.
1. Output test Bosch 100A: Carry out voltage test Carry out phase
>40A and 28V measurement
Control voltage test 28 +/- 1.0V at 20°C Alternator OK Check the brush
length
Slip rings¹ The surface should Check the rotor Renew alternator
be smooth and resistance
bright
Figure 250
SHOP MANUAL
Engine PDE Ch 1 page 133
Output test
Figure 251
Connection to batteries
2. Start the engine and run it at idling speed for a few minutes.
Then note how much current is supplied from the alternator
to the batteries. Check at the same time that the voltmeter
does not fall below 27 V. Run the engine at approximately
500 rpm.
Figure 252
SHOP MANUAL
Ch 1 page 134 Engine PDE
4. Hold the engine speed at 500 rpm and apply loads to the system by using the vehicle’s current consumers
in accordance with the test report, column Check value. See below for examples of current consumers.
Add the current you read at the batteries to the sum of the loads you are applying.
Example using 80 A Bosch alternator: If you obtained a value of 10 A at the batteries, you only need to apply a
load of 25 A to the alternator instead of 35 A. 10 A + 25 A = 35 A
5. Run the engine for a time while you are applying the load. Read the voltmeter again. It should still not
show less than 27 V.
Voltage test
Carry out this test especially if you suspect there is overcharging.
NOTE
Connection to batteries
2. Load the system with approximately 10-20A by using various
current consumers.
Phase measurement
Keep the voltmeter connected as it was for the voltage test, but
reset it to the AC voltage position. Figure 253
SHOP MANUAL
Engine PDE Ch 1 page 135
Length of brushes
Check that the length of the carbon brushes does not fall below the permitted length, see specification.
1. Check that the surfaces of the slip rings are smooth and bright. If the surfaces are not bright, this
indicates poor contact with the carbon brushes.
2. Measure the rotor resistance, see measurement specification. Refer to “Figure 254”.
Figure 254
SHOP MANUAL
Ch 1 page 136 Engine PDE
Important!
Mark the front housing against the rear housing to make it
easier when assembly the housings.
Figure 255
2. Remove the nut and pulley. The nut should be tightened
with a force of 139 Nm on assembly.
Figure 256
SHOP MANUAL
Engine PDE Ch 1 page 137
Figure 257
5. Remove the rotor from the rear housing as follows: refit the
nut on the rotor shaft. Hold the rotor in the nut and gently tap Figure 258
all around the housing until the rotor comes loose.
CAUTION
Make sure that you do not damage the stator winding and rotor.
NOTE
Remove the bearing on the rotor using puller plate 587 517 and
bearing puller 587 518.
Figure 260
SHOP MANUAL
Ch 1 page 138 Engine PDE
Figure 261
Figure 262
9. Put a sleeve on the bearing and tap out the old bearing from
the front housing.
Figure 263
10. Fit a new bearing. Fit the front housing in the vice and press
it into position using a sleeve on the outer race.
Figure 264
SHOP MANUAL
Engine PDE Ch 1 page 139
Important!
Check that the marks on the housings are aligned.
12. Screw on the housing and fit the carbon brushes. Figure 265
CAUTION
SHOP MANUAL
Ch 1 page 140 Engine PDE
1 Pump housing
2 Bolt, 4 off
3 Washer, 4 off
4 O-ring, 2 off
5 Support ring, 2 off
6 Plug
7 O-ring
8 Compression spring
9 Control valve
10 Pressure plate
11 Rotor housing
12 Rotor
13 Vanes
14 Wear plate
15 O-ring
16 Guide pin, 2 off
17 O-ring
18 End plate
19 Spacing ring
20 Sealing ring
21 Washer
22 Axle
23 Retaining ring
24 Bearing
25 Retaining ring
26 Gear
27 Nut
28 Flange
29 Gasket
30 Stud, 2 off
31 Bolt, 5 off
Figure 266
SHOP MANUAL
Engine PDE Ch 1 page 141
6. Screw the two oil hoses of the hydraulic pump into place.
1. Drain all oil from the pump and clean it on the outside.
Figure 268
NOTE
Figure 269
SHOP MANUAL
Ch 1 page 142 Engine PDE
NOTE
Figure 270
Figure 271
Figure 272
10. Remove the spacing ring 19.
512256
Remove the sealing ring 20 using tool 850329-00335.
Figure 273
SHOP MANUAL
Engine PDE Ch 1 page 143
NOTE
If any of these parts are damaged or visually worn, the
complete pump must be replaced.
Figure 274
Checking and renewing rotor assembly:
Check the rotor housing 11 with rotor 12 and vanes 13 for wear. The vanes must rotate easily in the rotor.
Check the wear plate 14 and pressure plate 10 for discolouring, wear and scratches. Especially check the
surfaces contacting the rotor.
NOTE
1 Pump housing
2 Bolt, 4 off
3 Washer, 4 off
4 O-ring, 2 off
5 Support ring, 2 off
6 Plug
7 O-ring
8 Compression spring
9 Control valve
10 Pressure plate
11 Rotor housing
12 Rotor
13 Vanes
14 Wear plate
15 O-ring
16 Guide pin, 2 off
17 O-ring
18 End plate
19 Spacing ring
20 Sealing ring
21 Washer
22 Axle
23 Retaining ring
24 Bearing
25 Retaining ring
26 Gear
27 Nut
28 Flange
29 Gasket
30 Stud, 2 off
31 Bolt, 5 off Figure 275
SHOP MANUAL
Ch 1 page 144 Engine PDE
Figure 276
532339
5. Tap the shaft into the end plate with a rubber mallet.
7. Fit two new O-rings, 15 and 17, in the mating face. Fit the Figure 277
guide pins 16.
8. Fit the wear plate 14. Turn the wear plate so that the groove
faces the rotor housing.
NOTE
Turn the rotor housing so that the oil channels A will not be
blocked.
Figure 278
10. Fit the rotor 12 with the chamfered side facing the flange.
Make sure that the rounded part of the vanes 13 is facing
outwards.
Figure 279
SHOP MANUAL
Engine PDE Ch 1 page 145
11. Fit the pressure plate 10 with oil channel C facing the rotor
housing.
Figure 280
12. Fit new O-rings 4 and oil channel support rings in the pump
housing.
13. Assemble the housing and the end plate. Make sure that the
oil channels and the O-rings are lined up. Fit the bolts 2.
Figure 281
1 Pump housing
2 Bolt, 4 off
3 Washer, 4 off
4 O-ring, 2 off
5 Support ring, 2 off
6 Plug
7 O-ring
8 Compression spring
9 Control valve
10 Pressure plate
11 Rotor housing
12 Rotor
13 Vanes
14 Wear plate
15 O-ring
16 Guide pin, 2 off
17 O-ring
18 End plate
19 Spacing ring
20 Sealing ring
21 Washer
22 Axle
23 Retaining ring
24 Bearing
25 Retaining ring
26 Gear
27 Nut
28 Flange
29 Gasket
30 Stud, 2 off
31 Bolt, 5 off
Figure 282
SHOP MANUAL
Ch 1 page 146 Engine PDE
14. Renew the O-ring 7 on the hexagonal plug. Fit the valve
insert and spring and screw in the plug.
NOTE
Make sure the control valve is turned as illustrated.
Important!
The shaft end and the gear must be degreased and free of oil and
grease before fitting. Figure 283
15. Fit the gear (26) and the nut (27) as follows:
16. Check the pressure and flow after assembly and fitting.
See: Workshop Manual main group 13, Testing the hydraulic
system.
Figure 284
SHOP MANUAL
Engine PDE Ch 1 page 147
Important !
Use only Loctite® 406 when fitting the gasket. Loctite 406
does not contain any solvents that will damage the gasket
NOTE
4 Refit the flange. Use existing bolts with sealing agent or new bolts coated with sealing agent.
Figure 285
SHOP MANUAL
Ch 1 page 148 Engine PDE
Cooling fan
The fan is driven by the hydraulic system and is moved to the hydraulic chapter.
A/C
condenser
Transmission
oil cooler
Figure 286
Figure 287
SHOP MANUAL
Engine PDE Ch 1 page 149
Cooling system
Principal view of the cooling system
En
g AC Ch
wa ine
t co co arge
coo er nd Fan ole a
ir
ler en r
se
r
Ex
tan pans
Bra k ion
coo ke oi
ler l
Th
erm
ost
at
Tra
n
oil c smiss
oole ion
r
Oil to transmission
W.P
ump
Inl
et
fro
m
filt
er
To the From
Exh
cab the cab aust
heater. heater.
LHS. RHS
To
t
hea he ca
ter b
From
cab the
hea
ter
Figure 288
SHOP MANUAL
Ch 1 page 150 Engine PDE
Circulation
From the pump, the coolant is carried into the cylinder block’s longitudinal distribution ducting and then through
holes in the cylinder block, washes round the cylinder liners and flows up to the cylinder heads.
The coolant is also forced directly up into the cylinder heads from the distribution ducting via passages which
leads to the injectors and exhaust valves.
From the engine’s rear cylinder head the coolant flows forward through the pipe directly into the thermostat
housing, which is located on the left-hand side of the radiator shield.
The by pass in the thermostat housing forwards the coolant which is under the temperature limit for the
thermostat, back to the engine through the transmission cooler. The coolant which needs to be cooled, are
going through the open thermostat and to the radiator cooler system, through the transmission cooler and back
to the engine, where the coolant pump is circulating the coolant in the system.
The cab heater takes the heat coolant from the pipe line on the backside of the engine, and after heating the
cab, the returned coolant is going to the right-hand side of the engine where the coolant pump is located.
The turbo sucks air through a filter and then pushes the charge air through the charge air cooler. The hot
charge air, on the inside of the CAC, is cooled by the cooling air - going through the CAC on the outside. The
cooling air on the outside is sucked through all the coolers (in the cooling package) by a hydraulic fan. The
pressure of the air, in the air charge system, to the cylinders is approx 1 - 2 bar (gauge), depend on the
engine’s rpm.
Thermostat Expansion
housing tank
Engine
cooler
AC dryer
filter
AC condenser
Charge air
cooler
Figure 289
SHOP MANUAL
Engine PDE Ch 1 page 151
Coolant
NOTE
NOTE
-30
3 2
-40
-50
C B A
SHOP MANUAL
Ch 1 page 152 Engine PDE
WARNING
Never open the coolant filler cap when the engine is hot. Hot
coolant and steam may spray out and cause burns. If the cap
has to be opened do it slowly and carefully to release the
pressure before removing the cap. Wear gloves as the coolant
is still very hot.
Figure 292
NOTE
NOTE
SHOP MANUAL
Engine PDE Ch 1 page 153
2. Check the sealing surface on the filler pipe and the cap Cap
Delivery valve
Check the delivery valve, renew if required.
External leakage
External leakage is indicated by coolant leaking out onto the
ground. First check all hose and pipe connections, including
those for the bus heating system.
Internal leakage
Internal leakage in the engine can produce white exhaust
gases and coolant in the engine oil. Then engine conditioning is
the only solution.
Internal leakage in one of the bus oil coolers can lead to oil in
the cooling system or coolant in the oil. Renew the defective oil
cooler and clean the cooling system.
SHOP MANUAL
Ch 1 page 154 Engine PDE
NOTE
Use only pure fresh water that is free from particles, sludge
and other impurities
Changing coolant
NOTE
SHOP MANUAL
Engine PDE Ch 1 page 155
NOTE
Filling coolant
Figure 295
SHOP MANUAL
Ch 1 page 156 Engine PDE
NOTE
Do not use caustic soda or other alkaline cleaning agent as this could
damage the aluminium.
1. Check that the radiator and the charge air cooler are not
clogged on the air side and that the cooling fins are not
damaged.
WARNING
To ensure proper handling of cooling system detergent, study the
warning text on the package
3. Fill the system with clean, hot water mixed with liquid
dishwasher detergent intended for household appliances.
Concentration 1%.
6. Refill the system with clean hot water and run the engine for
about 20-30 minutes.
SHOP MANUAL
Engine PDE Ch 1 page 157
1. Drain the coolant. First, remove the cover on the front left
underside.
Figure 297
2. Disassemble the wiring and hoses, remove the
wiring strips and clamps from the brackets. 4
3. Disconnect the cooling hoses from the thermostat
housing and transmission oil cooler. 3
6
NOTE 5
Oil under hydraulic pressure !
6
The oil system for the fan motor is in the same oil system as
the brake, therefore it is recommended when disassembling
hoses or units from this system, always to eliminate pressure
in the accumulator, located on the right side, under the cab.
This can be done by operating the brake pedal several times.
(Approx 15-20 times)
Figure 299
SHOP MANUAL
Ch 1 page 158 Engine PDE
Place the condenser and the dryer filter on the left side of the
engine.
NOTE
Figure 300
8. Fasten 2 pcs M10 lifting eyes on top of the cooling unit, and
attach the lifting device to these.
10
10. Disassemble lower fastening 2 screws (left and right hand
side).
11. Check again that all wiring and hoses are disassembled. 9
SHOP MANUAL
Engine PDE Ch 1 page 159
4
3
Figure 304
SHOP MANUAL
Ch 1 page 160 Engine PDE
Figure 305
1. Termostat housing
2. Thermostat
3. Gasket
4. Cover
5. Stud
6. Flange nut
1 1
1. Coolant from the engine 2
2. By-pass channel (back to the coolant pump)
3. Outlet to the radiator
Figure 306
SHOP MANUAL
Engine PDE Ch 1 page 161
Thermostat
Removing
1. Remove the expansion tank filler cap.
Figure 307
Fitting
Figure 308
SHOP MANUAL
Ch 1 page 162 Engine PDE
Coolant pump
The coolant pump is located at the front side of the front cover on the right-hand side of the engine.
The coolant pump is driven by a multigroove belt directly from the crankshaft damper.
The pump is of centrifugal type and consists of a spiral shaped pump housing with an impeller directly
mounted on the driveshaft. The shaft is mounted in the housing and by means of two permanently
lubricated ball bearings.
The pump shaft bearing is sealed against the ingress of coolant by an elastic axial seal.
Figure 309
Circulation through coolant pump
1. Outlet to engine
2. By-pass channel
3. Static line
4. Return from charge air cooler
5. Coolant from radiator
SHOP MANUAL
Engine PDE Ch 1 page 163
Removing
SHOP MANUAL
Ch 1 page 164 Engine PDE
2. Press the pulley on until it is flush with the shaft end face.
Figure 311
3. Split the carbon ring on the seal and remove the debris.
Figure 313
SHOP MANUAL
Engine PDE Ch 1 page 165
NOTE
Important!
Sealing agent (501350) should be used sparingly. There is a
risk of the sliding surfaces being glued together.
6. Press in the new sealing ring with drift 501351 until the edge
of the brass sleeve abuts against the pump housing. Keep it
under pressure for about 10 seconds.
NOTE
It is very important that tool 501351 is used. It is
designed to correctly preload the spring which holds the
seal. Figure 315
The new seal ring is pressed in
7. Press on the impeller using drift 501351 until the clearance
between the gasket surface of the pump housing and the
end of the impeller shaft is 13.3 - 13.7 mm.
Important!
The shaft must not change position in the pump housing as
there is a danger that the sealing ring would then also
change its position.
A = 13,3 - 13,7 mm
The clearance is measured
SHOP MANUAL
Ch 1 page 166 Engine PDE
External cleaning
Radiator
- Check that the radiator is not clogged on the air side and
that the cooling fins are not damaged.
- Carefully scrape the deposit off the radiator’s cooling fins.
If necessary, a paraffin-based engine cleaner can be used.
- Bent fins can be straightened using a wire brush, for example,
and exercising care.
Internal cleaning
Removing oil and grease
WARNING
Handling cleaning agents for the cooling system: Read the
warning label on the container.
Removing deposits
SHOP MANUAL
Engine PDE Ch 1 page 167
Lubrication system
SHOP MANUAL
Ch 1 page 168 Engine PDE
Injection system
Cooling system
Intake system
Permissible pressure drop in the system with cleaned or new filter 300/12/29
(mmH2 O/inH2 O/mbar)
Permissible pressure drop in the system with a clogged (dirty) filter 500/20/49
(mmH2 O/inH2 O/mbar)
Electrical system
Type 1-pi n, 24 V , DC
Starter motor (standard equi pment) 1-pi n, 24 V , 5.5 kW
A l ternator (standard equi pment) 1-pi n, 28 V , 100 A
SHOP MANUAL
Engine PDE Ch 1 page 169
Lubrication system
SHOP MANUAL
Ch 1 page 170 Engine PDE
Injection system
Cooling system
3
Volume, excluding radiator (dm/US gallons) 15/4.0
Cool ant temperature (°C/°F) 90-95/194-203
Number of thermostats 1
Thermostat opening temperature (°C/°F) 80/176 and 87/189
Intake system
Electrical system
Type 1-pi n, 24 V , DC
Starter motor, standard equi pment 1-pi n, 24 V , 5.5 kW
A l ternator, standard equi pment 1-pi n, 28 V , 100 A
SHOP MANUAL
Engine PDE Ch 1 page 171
Figure 317
SHOP MANUAL
Ch 1 page 172 Engine PDE
Diagnostic procedure
Use of diagnostic kit
1. Disassemble cover inside cab right side rear for connection
point.
Figure 319
Figure 320
SHOP MANUAL
Engine PDE Ch 1 page 173
2
Figure 321
Figure 322
SHOP MANUAL
Ch 1 page 174 Engine PDE
Troubleshooting Manual
The troubleshooting schedule is intended as a guide and source of ideas for practical
troubleshooting carried out on the spot by experienced mechanics. The schedule contains the causes of faults
which they the Scania have encountered over the years and it will be expanded with new causes of faults as
they occur and as we gather knowledge about them.
If you like, use the form on the last page to report anything you think is missing from the troubleshooting
schedule. That is the best way of keeping it up-to-date. The columns in the troubleshooting schedule headed
“Troubleshooting” and “Action” describes such matters th at are not covered in other parts of the workshop
manual. If these columns are empty, instructions can be found in other sections.
SHOP MANUAL
Engine PDE Ch 1 page 175
White smoke
SHOP MANUAL
Ch 1 page 176 Engine PDE
SHOP MANUAL
Engine PDE Ch 1 page 177
Blue smoke
SHOP MANUAL
Ch 1 page 178 Engine PDE
Oil in coolant
Effect Cause Trouble shooting Action
Test pressurize the oil cooler
Oil cooler leaks when Note: classed oil cooler, test pressurized: 10 bar oil
engine is running on the oil side, 0.5 bar air on the water side,
immersed in water 25 - 27° C
Defective cylinder head
gasket
Crack in cylinder head
(not cracks between If the fault is hard to trace:
valve seats). Change all cylinder heads for exchange cylinder
(On 11-series engines: heads.
look for cracks between (Or test pressurize all cylinder heads. Heat the cyl-
the water jacket and oil inder heads before pressurizing them.)
duct.)
Coolant/water in oil
SHOP MANUAL
Ch 1 page 182 Engine PDE
! WARNING!
Individual injectors not Be careful when disconnecting the delivery
operating pipes as the pressure is extremely high and
could cause injury
Fan imbalance
Flywheel has come
loose
Crankshaft hub loosened
Abnormally worn main
bearings
Vibration or unusual
noise at
1500 - 1700 r/min Defective vibration
damper
Drive belts run off
pulleys
Compressor operates
Only when com-
with excessive counter-
pressed air compres-
pressure (e.g. clogged
sor is charging, worst
piping/air dryer) or
at about 1000 r/min,
excessively high safety
see Compressed air sys.
valve opening pressure
Alignment fault Check engine alignment
Unsuitable rubber sus- - Change to rubber ele-
pension and location of ments of different
same hardness
Movement at engine - Reinforce the engine
Weak engine bed
attachment points bed
SHOP MANUAL
Engine PDE Ch 1 page 183
SHOP MANUAL
Ch 1 page 184 Engine PDE
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Engine PDE Ch 1 page 185
SHOP MANUAL
Ch 1 page 186 Engine PDE
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Engine PDE Ch 1 page 187
Fluid stroke
SHOP MANUAL
Ch 1 page 188 Engine PDE
Knocking/noise
SHOP MANUAL
Ch 1 page 190 Engine PDE
Low compression
SHOP MANUAL
Engine PDE Ch 1 page 191
SHOP MANUAL
Ch 1 page 192 Engine PDE
Hot engine
Effect Cause Trouble shooting Action
Clogged freshwater/sea
- - Clean the cooling sys-
water cooling system tem internally and
externally
Pressure cap not operat
- Test pressurize
ing
Impeller on freshwater/
Instrument shows seawater pump worn or
high temperature damaged
Incorrect cam/worn
cover on seawater pump
Restriction in coolant
flow, e.g. pieces of rub-
ber from seawater
impeller
Cooling capacity too Take a reading of the
low cooling capacity
Gas leakage (causes loss
of coolant)
SHOP MANUAL
Engine PDE Ch 1 page 193
Cold engine
Effect Cause Trouble shooting Action
Defective sensor/instru - Check that sensor and instrument match each other
(120 and 150 ° C)
ment
Check with a separate instrument
Thermostat jammed in Check operation of ther-
open position mostat
- Fit a thermostat fan
Instrument indi- - Fit a smaller fan
Low power output at
cates low tempera - low ambient temperature - Install a KLAFFO radiator shutter
ture NOTE: NOT A RADIATOR BLIND
(large external cooling
Risk of fan blade breakage
surface)
- Reduce the air flow
- Reduce fan/coolant pump gear ratio
Large leakage flow in
thermostat housing
(9- and 11-series marine
engines)
Coolant loss
SHOP MANUAL
Ch 1 page 194 Engine PDE
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Engine PDE Ch 1 page 195
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Ch 1 page 196 Engine PDE
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Engine PDE Ch 1 page 197
Turbocharger breakdown
SHOP MANUAL
Ch 1 page 198 Engine PDE
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Engine PDE Ch 1 page 199
Note
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Ch 1 page 200 Engine PDE
Note
SHOP MANUAL
Engine Ch 1 page 1
Chapter 1
Engine
XPI
SHOP MANUAL
Ch 1 page 2 Engine XPI
Chapter 1
Engine
Index
Engine identification............................................................................... 7
Removal of engine assembly............................................................... 11
Lifting the engine..........................................................................................................................16
Starting the engine.......................................................................................................................17
XPI Fuel system HA30/45...................................................................... 18
Route of the fuel on 9 and 13 liter engines..................................................................................19
Fuel filter and water separation filter............................................................................................20
Changing the fuel filter.................................................................................................................21
Water separating prefilter ............................................................................................................22
Changing the water separating fuel filter......................................................................................22
Bleeding the fuel system using a hand pump..............................................................................22
Overflow valve..............................................................................................................................23
Fuel system components.............................................................................................................24
Schematic diagram of the fuel system:........................................................................................24
Important information about the fuel...........................................................................................25
Exhaust system XPI T4F....................................................................... 26
Introduction system overview.......................................................................................................26
Overview - Control system for exhaust gas aftertreatment..........................................................27
Control unit EEC3........................................................................................................................33
System overview for mechanics...................................................................................................34
System overview for electronics...................................................................................................35
Ad blue filter change....................................................................................................................36
Reductant doser...........................................................................................................................37
Start-up instruction for new SCR Pump.......................................................................................39
Reductant pump, function............................................................................................................40
EGR valve and actuator removal.................................................................................................44
Checking the control cylinder.......................................................................................................45
Leak testing the EGR cooler........................................................................................................45
Renewing the control unit.............................................................................................................47
Common rail injectors Tier4/XPI.......................................................... 48
Cylinder head - XPI system Tier4......................................................... 49
Cylinder head, parts view. XPI system Tier4................................................................................49
Injector Scania XPI................................................................................ 50
Valve adjustment DC9 / DC13 with XPI............................................... 52
Adjustment tables DC9 / DC13....................................................................................................53
Turbocharger......................................................................................... 55
Measuring radial clearance and axial clearance .........................................................................56
VGT (Variable geometry turbo)....................................................................................................58
VGT Removal...............................................................................................................................58
VGT fitting....................................................................................................................................59
General .......................................................................................................................................60
Changing oil filter.........................................................................................................................61
Oil analysis...................................................................................................................................62
Checking oil level.........................................................................................................................62
Changing the oil...........................................................................................................................63
Special tools.................................................................................................................................64
Pistons and cylinder liners................................................................... 65
Special tools.................................................................................................................................66
Connecting rods...........................................................................................................................67
Removing and dismantling connecting rods and pistons.............................................................68
Renewal of bearing bushing in connecting rod............................................................................70
Pistons.........................................................................................................................................72
Assembling piston and connecting rod........................................................................................74
Cylinderblock......................................................................................... 75
Cylinder liner................................................................................................................................75
Removing the cylinder liners........................................................................................................77
Measuring the cylinder liner height..............................................................................................78
Measuring the cylinder wear ridge and cylinder bore..................................................................78
Fitting the cylinder liners..............................................................................................................79
Fitting the piston and connecting rod...........................................................................................80
Flywheel and flywheel housing........................................................... 82
Special tools.................................................................................................................................83
Removing the flywheel.................................................................................................................83
Renewing the rear crankshaft seal...............................................................................................85
Removing the flywheel housing...................................................................................................85
Fitting flywheel housing................................................................................................................86
Fitting the flywheel.......................................................................................................................88
Flexible coupling................................................................................... 89
Safety instructions........................................................................................................................89
Functional description..................................................................................................................89
Disassembly and dismantling the coupling..................................................................................90
Assembling the coupling →7x1126;→8x1128..............................................................................90
Installation instructions.................................................................................................................90
Friction disk, friction ring..............................................................................................................91
Timing gear - 13 and 9 liter with XPI .................................................. 92
Gear drive....................................................................................................................................92
Belt drive collant pump, generator and AC compressor...............................................................93
Checking the drive belt.................................................................................................................94
Check for leaks.............................................................................................................................95
Renewing the seal in the front cover............................................................................................96
Crankshaft damper.......................................................................................................................97
Timing gear, exploded view..........................................................................................................98
Special tools.......................................................................................... 99
Intermediate gear ......................................................................................................................100
Camshaft gear ...........................................................................................................................103
Crankshaft gear .........................................................................................................................104
Camshaft . ........................................................................................... 105
Replacement of camshaft bearing.............................................................................................106
Crankshaft .......................................................................................... 113
Removal.....................................................................................................................................114
Fitting.........................................................................................................................................117
Adjust - Machining the crankshaft..............................................................................................118
Lubrication system............................................................................. 119
General......................................................................................................................................119
Oil pump.....................................................................................................................................121
Lubrication oil-ways ..................................................................................................................122
Oil pressure................................................................................................................................123
Oil cooler, engine ......................................................................................................................124
Oil cooler view............................................................................................................................125
Renewing seals and leakage testing..........................................................................................126
Oil filter.......................................................................................................................................127
Centrifugal oil cleaner ....................................................................... 128
Dismantling and assembly.........................................................................................................129
Operational testing of the centrifugal oil cleaner........................................................................132
SHOP MANUAL
Ch 1 page 4 Engine XPI
SHOP MANUAL
Engine XPI Ch 1 page 5
SHOP MANUAL
Ch 1 page 6 Engine XPI
Generally, the persons repairing product-sets are responsible on their own for the industrial safety.
The observation of all valid safety regulations and legal impositions is the pre-condition for avoiding damage to
persons and to the product during maintenance and repair works.
Persons performing repair works must familiarize themselves with these regulations.
The proper repair of these products requires the employment of suitably trained and skilled staff.
The repairer is obliged to perform the training.
The following safety references are used in the present Repair Manual:
NOTE This word is used for precautions that must be taken to
avoid actions which could shorten the life of the dump truck.
This word denotes safety messages for hazards which could
CAUTION
result in minor or moderate injury if the hazard is not avoided.
This word might also be used for hazards where the only
result could be damage to the dump truck.
Illustrations, drawings and parts do not always represent the original;
the working procedure is shown. The illustrations, drawings, and
parts are not drawn to scale; conclusions regarding size and weight
must not be drawn (not even within one representation).
The works must be performed according to the description.
DANGER This word denotes safety messages where there is a high
probability of serious injury or death if the hazard is not avoided.
These safety messages usually describe precautions that
must be taken to avoid the hazard. Failure to avoid this hazard
may result in serious damage to the dump truck.
Is used, if lacking care can lead to personal injury or danger to life.
REFERENCE: After the repair works and the checks, the expert staff must
convince itself that the product is properly functioning again.
SHOP MANUAL
Engine XPI Ch 1 page 7
Engine identification
Stamped number on
368
DC13 77A
6690537
2100
top of the block
The engine designation indicates, in the form of a code, the type
of engine, its size and applications, etc.
Figure 1
DC 13 368kW 083 A 00
Type
DC Supercharged diesel engine with air-cooled charge air cooler.
Displacement in whole dm 3
Application
A For general industrial use
Variant 00 -99
Figure 2
NOTE
Because of the different engine variants the parts and images which are contained in this book can be
different from the current model of engine or dump truck . For the spare parts please used the parts cata-
logue for current model.
SHOP MANUAL
Ch 1 page 8 Engine XPI
The engine can normally stand idle for up to six months without
preparation for storage. For longer periods of downtime, the
following measures should be taken. These measures provide
protection for approximately 4 years.
Preparations for storage:
Preservative Coolant
WARNING
Ethylene glycol is highly dangerous if imbibed. Avoid contact with
the skin.
Preservative Oil
SHOP MANUAL
Engine XPI Ch 1 page 9
NOTE
Use a container to avoid spills when draining the oil and coolant. Dispose
of used fluids through an authorized waste disposal contractor.
7. Start the engine and run it at about 1,000 rpm for 20-25
minutes.
NOTE
10. Drain the preservative oil from the engine. Fill with new
engine oil immediately or when the engine is to be reused.
Clearly mark the engine with the storage preparation date, and
state that the engine must not be started or cranked.
SHOP MANUAL
Ch 1 page 10 Engine XPI
Batteries
WARNING
Wear gloves and protective goggles when charging and handling
batteries. The batteries contain a highly corrosive acid.
Storage
• Fill the cooling system with coolant. For more information refer
to Inspections.
• Check the oil level in the engine or top up with fresh engine oil.
• Drain the preservative fuel from the fuel manifold and fuel
filter.
• Connect and bleed the fuel system. For more information refer
to the section headed Inspection.
• Wash off any preservative oil on the outside using white spirit.
• Air pressure.
• Air cleaner.
SHOP MANUAL
Engine XPI Ch 1 page 11
Place the dump truck on level ground and apply parking brake
Apply articulation lock.
Raise the dump body and lock it with the safety support.
Turn off main switch in battery case.
Raise the tiltable cab and lock it with the safety support
Drain engine coolant
Look in OPERATION & MAINTENANCE MANUAL chapter 2 for instructions.
WARNING
Never turn off battery main switch when engine is running
Never turn off battery main switch when ignition is on
Leave battery main switch on for at least 5 minutes after engine has completely stopped
DANGER
Place wheel chocks to the front wheel
Take away the cab bolt, left and right hand side.
Figure 3
Figure 5
Figure 4
SHOP MANUAL
Ch 1 page 12 Engine XPI
Left side:
1
1. Disassemble the cab pump and diesel filter from the air filter
stand.
10
Figure 6
Right side: 4 9
3. Unscrew the hose clamps and remove the pipe bend, 7
filter - turbo.
10. Unscrew the fastening bolts for filter stand and lift off
filter stand.
SHOP MANUAL
Engine XPI Ch 1 page 13
Detach the Air Cond. Compressor with the hoses on, from the
engine. Check that all of the clamps are undone.
WARNING
Empty AC before performing any work on it
Place the Air condition compressor on the left side while the
engine is dismounted.
Figure 9
Disconnect the outlet pipe bend from turbo, and the inlet water Figure 10
hose from the transmission cooler.
HA30 HA45
Figure 11 Figure 12
SHOP MANUAL
Ch 1 page 14 Engine XPI
Figure 13
Disassemble grounding cable attached to bracket underneath the
engine starter.
Figure 14
Figure 15
Figure 16
SHOP MANUAL
Engine XPI Ch 1 page 15
Drive shaft
Remove safety archer. 2 1 3
Remove driveshaft between transmission and engine coupling.
Figure 17
Front- left and right hand side, disassemble screw on the engine
mounting bracket.
Figure 18
Figure 19
Disassemble front brake oil cooler hose from the brake cooler 3
2
circulate pump. Plug open ports.
1. 110 Nm
1
2. 37 Nm 3
3. Hand tighten
Figure 20
SHOP MANUAL
Ch 1 page 16 Engine XPI
NOTE
The engine lifting eyes are designed for lifting the engine only,
not the engine together with its ancillary equipment (alternator,
gearbox etc.) or frame.
8394 8373
Lever block Lifting chain
Figure 21
Figure 22
NOTE
The lifting eyes are sized to cope with a maximum angle of 30°.
Figure 23
SHOP MANUAL
Engine XPI Ch 1 page 17
WARNING
Never use starter gas or similar agents to help start the engine.
An explosion may occur in the intake manifold with a risk of
personal injury. Only start the engine in a well ventilated area.
When the engine is run in an enclosed space, there must be
effective devices to extract exhaust gases and crankcase
gases.
NOTE
The starter motor must only be cranked twice for 30 seconds at
a time. After that, it must rest for at least 5 minutes before the
next attempt to start it.
SHOP MANUAL
Ch 1 page 18 Engine XPI
Bleed
Hand Pump
Inlet Metering Valve
Fuel Manifold Fuel Heater
350W 5-24 deg
Fuel Filter 1
10 microns
Fuel Filter 2
3 microns
Figure 24
High pressure
Low pressure
Return
Figure 25
SHOP MANUAL
Engine XPI Ch 1 page 19
The feed pump draws fuel from the fuel tank. The fuel is taken into connection 1 and drawn through the suction
filter. From the suction filter the fuel is drawn into the control unit cooler via the fuel hose 2 and then from the
control unit cooler to the feed pump via the fuel hose 3.
The feed pump builds up the fuel pressure to between 9 and 12 bar and forces the fuel through the pressure
filter via the fuel pipe 4. The fuel flows from the pressure filter via the fuel pipe 5 on to the fuel inlet metering
valve fitted on the high pressure pump.
The fuel inlet metering valve controls how much fuel should be led into the high pressure pump when
requested to do so by the engine control unit. The inlet metering valve is controlled electronically by the engine
management system via a closed loop from a pressure sensor in the rail.
The high pressure pump builds up the fuel pressure to a maximum of 3,000 bar. The fuel is taken on to the
accumulator via high pressure pipe 7.
A high pressure pipe 8 runs from the accumulator to each connection bringing fuel to the injectors. When the
solenoid valve in the injector is supplied with voltage, the injector opens and fuel is injected into the cylinder.
The fuel system works under high fuel pressure and it is therefore important that there is no water in the fuel.
Water causes corrosion of the fuel system components and the components will be damaged due to the
system’s tight tolerances. To prevent water from being present in the fuel, water is separated from the fuel at
the suction filter and taken back to the fuel tank via the pipe 6.
There is a safety valve 9 on the accumulator that opens if there is a fault in the fuel system, which results in the
fuel pressure becoming too high. The safety valve opens at a pressure of 3,000 bar and reduces the fuel
pressure to 1,000 bar and then regulates the fuel pressure so that it remains at 1,000 ± 300 bar. When the
safety valve opens, the fuel is returned via the pipe 10. Fuel which is taken out via the safety valve will heat up
the pipe downstream of the safety valve.
Excess fuel from the injectors flows from the fuel manifold back to the fuel tank via the pipe 11.
High pressure
Low pressure
Return
Figure 26
SHOP MANUAL
Ch 1 page 20 Engine XPI
Pressure filter.
The pressure filter is located downstream of
the feed pump and performs a finer filtration
than the suction filter.
Water separation
Figure 28
SHOP MANUAL
Engine XPI Ch 1 page 21
Design
The fuel filter is mounted alongside a water-separator filter on
an XPI system.
The filter consists of a container with a folded paper element.
The fuel filter has no bleed screw and is bled by undoing plug 4
in the free inlet passage.
Function
Fuel is pumped into the inlet by the fuel pump. It then continues
through passages in the filter retainer to the upper part of the
filter, down through the filter or filters and on to the outlet
passage. From there, the fuel is piped to the injection pump.
Figure 29
1. Water seperator
2. Pressure filter
3. Hand pump
Changing the fuel filter 4. Bleeder valve
5. Drain plug
NOTE
2. Lift out the filter cover and filter element. The filter housing
will drain automatically. This applies only if the fuel tank is
lower than the engine. Otherwise the fuel shut-off cock must
be closed first.
6. Press a new filter element into the snap fastener in the cover.
7. Fit the filter element and cover in the filter housing. Tighten
the cover to 25 N*m (18.4 lbf.ft).
8. Bleed the fuel system after renewing the water separating filter.
CAUTION
Fit the filter elements in the filter covers before placing them in the
fuel filter housings or the filter elements may be damaged.
SHOP MANUAL
Ch 1 page 22 Engine XPI
NOTE
2. Open the drain tap (2) in the filter cover and let the fluid run
down into the container.
7. Screw the filter cover onto the new filter by hand. Make sure
that the drain tap is fully closed.
8. Lubricate the O-ring on the filter with engine oil. Draining tap
10. Screw the filter into position until the O-ring rests against the
filter head. Tighten the filter another 1/2-3/4 turn by hand.
11. Open the shut-off cock and check the system for leaks.
SHOP MANUAL
Engine XPI Ch 1 page 23
Overflow valve
The overflow valve controls the pressure downstream of the injector in the fuel system.
The normal operating pressure downstream of the injector is 0.7 bar.
The overflow valve uses a channel in the fuel manifold to recirculate return fuel to the fuel filter, which
returns the fuel to the fuel tank via a channel.
The overflow valve protects the fuel filter housing against too high a pressure.
Opening pressure is 14.4 bar.
Surplus fuel is recirculated to the fuel tank.
Figure 32
Figure 33
Figure 34
SHOP MANUAL
Ch 1 page 24 Engine XPI
1. Connection
2. Injectors
3. Accumulator
4. Fuel pressure sensor
5. Safety valve
6. Bleed nipple
7. High pressure pump
8. Fuel inlet metering valve
9. Feed pump
10. Hand pump
11. Fuel filter, 2 off
12. Fuel manifold for return fuel
13. Engine control unit with control
unit cooler
14. Overflow valve
Figure 35
Schematic diagram of the fuel system:
1. Fuel tank
2. Hand pump with check
valves
3. Fuel filter, water separat
ing suction filter
4. Control unit cooler
5. Feed pump
6. Pressure filter
7. Fuel inlet metering valve
8. Check valve
9. High pressure pump
10. Check valve
11. Venturi
12. Accumulator
13. Connection
14. Injectors
15. Fuel pressure sensor
16. Safety valve
17. Fuel manifold for return
fuel
18. Return pipe with pressure
regulator
19. Venturi for draining water Figure 36
SHOP MANUAL
Engine XPI Ch 1 page 25
Fuel initially contains a reduced quantity of water rom the manufacturing process. The water content may
increase, e.g. as a result of condensation, during prolonged and unsuitable storage.
Small quantities of water in the fuel do not affect the engine operation. However, micro-organisms grow in the
water. The microbes obtain nourishment from the oil and their growth is therefore greatest in the
boundary layer between the water and oil. In an emulsion the boundary layer is very large and emulsification
therefore encourages growth.
De-contamination
Tanks:
- Clean large supply tanks carefully inside and dry them before filling them with new fuel.
- Drain the water a few days after filling and at regular intervals from then on in accordance with the oil supplier’s
instructions.
The winter fuel has a lower density and lower viscosity. This results in a reduction in engine output.
Environmental fuel
Environmental fuel with markedly reduced sulphur contents and therefore emissions is available on various
markets. Normally the density and viscosity is also lower for these fuels.
By using output correction curves (formulae), the outputs can be corrected for the effect of density and viscosity.
SHOP MANUAL
Ch 1 page 26 Engine XPI
To meet the new requirements for exhaust emissions, a technology will be used which is known as SCR,
Selective Catalytic Reduction. This technology involves aftertreatment of the exhaust gases using reductant
and catalytic converters in order to reduce the amount of nitrogen oxide in the exhaust gases.
Selective catalytic reduction and controlled fuel injection with an XPI fuel injection system are used to
effectively clean the exhaust gases and remove harmful substances in them.
Figure 37
SHOP MANUAL
Engine XPI Ch 1 page 27
The control system for exhaust gas aftertreatment consists of a control unit (EEC3), NOx sensor, temperature and
pressure sensor, level and temperature sensor in the reductant tank, reductant pump, reductant doser, coolant valve
and electrically heated reductant hoses. The 9 litre engine is also equipped with a valve block (2) and injection valve
(3) for fuel injection.
4. Coolant valve
5. Temperature sensor
8. Reductant pump
9. Reductant doser
Figure 38
SHOP MANUAL
Ch 1 page 28 Engine XPI
• Based on instructions from EMS, prepares and activates reductant dosing during starting
and operation.
• Monitors and activates components that participate in reductant dosing during different
operating conditions.
• Activates warnings and fault codes for components that participate in reductant dosing.
• Monitors other sensors in the exhaust gas aftertreatment system that send values to EMS
via CAN.
• Participates in component and sensor diagnostics
• The EEC3 control unit transfers warnings and fault codes that trigger torque reduction to
EMS, which activates the measure.
• If the fault makes it impossible to run exhaust gas aftertreatment with full functionality.
The relationship between EMS and EEC3 data for exhaust gas aftertreatment is shown below:
Figure 39
Figure 40
1. Reductant tank
4. Coolant valve
5. Coolant hoses
SHOP MANUAL
Ch 1 page 30 Engine XPI
Working principle
• Starting
• Shutdown
Starting
The reductant pump starts when the following has taken place: the
engine has started, the EEC3 control unit has carried out a system
check, the catalytic converters have started to heat up and have reached
the correct operating temperature (200 - 250°C) and any heating of the
reductant is finished. The reductant pressure is built up to approximately
9 bar and is then injected into the evaporator by the reductant doser.
Figure 41
• The EEC3 control unit monitors the values and functions of all
sensors.
SHOP MANUAL
Engine XPI Ch 1 page 31
• The EEC3 control unit monitors the value and functions of all
sensors.
• The EEC3 control unit opens the coolant valve (4) so that the
coolant can heat the reductant tank (1) and reductant pump (11).
The EEC3 control unit also activates electrical heating of the
reductant hoses (2 and 3) and the electric heating in the
reductant doser (12).
Figure 42
SHOP MANUAL
Ch 1 page 32 Engine XPI
• The EEC3 control unit controls the amount of reductant from the
reductant tank (1) by activating and indicating the pump speed
to the reductant pump (11) and the dose to the reductant doser
(12). The values from the NOx sensors, exhaust gas
temperature sensor and the combustion control mode of the
engine control unit form the basis of the volume of reductant to
be metered.
Shutdown
NOTE
SHOP MANUAL
Engine XPI Ch 1 page 33
Figure 43
11. Exhaust gas temperature sensor
Figure 45 Figure 44
SHOP MANUAL
Ch 1 page 34 Engine XPI
Figure 46
1. Evaporator
Figure 47
SHOP MANUAL
Engine XPI Ch 1 page 35
Figure 48
Figure 49
6. Reductant pump and controlunit
SHOP MANUAL
Ch 1 page 36 Engine XPI
3. Renew the filter element and check the O-ring and insulation.
Figure 50 Figure 51
Figure 53 Figure 52
SHOP MANUAL
Engine XPI Ch 1 page 37
Reductant doser
1. Restriction valve
2. Prefilter
3. Pressure and temperature sensor
4. Nozzle
5. Solenoid valve
6. Heater element
Figure 55
SHOP MANUAL
Ch 1 page 38 Engine XPI
The reductant flows from the inlet at a pressure of about 9–10 bar and first passes the prefilter (2), fills the ducts
after which the sensor (3) reads the pressure and temperature.
The dosage quantity is determined by the opening time of the solenoid valve (5). It opens once per second
and the amount of time that the solenoid valve is open during that second determines the dosage quantity. The
opening time can vary from 5–95% of 1 second. The reductant is metered to the exhaust gases via the nozzle
(4).
After the engine has been switched off, the reductant pump continues to pump reductant to the reductant doser
to cool it, otherwise the reductant doser can be damaged by the heat in the silencer. No metering takes place
but the reductant flows out to the reductant tank via the restriction valve (1) and the outlet. Cooling stops when
the temperature is not critical in the reductant doser.
CAUTION
Figure 56
SHOP MANUAL
Engine XPI Ch 1 page 39
NOTE
Pressurize the intake (suction side) of the SCR pump for 3 seconds
with compressed air 6-10 bar.
The suction side of the pump is marked "IN". Always carry out this
procedure before fitting a spare part pump.
Figure 57
NOTE
This action may also be needed after long time without using the
machine
Figure 58
Figure 59
Figure 60
SHOP MANUAL
Ch 1 page 40 Engine XPI
NOTE
When carrying out repair work on the pump and control unit, the reductant tank should be removed
The reductant pump sucks reductant from the reductant tank, filters and builds up pressure for the reductant
which is then fed to the reductant doser.
The reductant pump is an electrically driven diaphragm pump with a filter for cleaning the reductant. The
reductant pump is heated using the engine’s coolant at low outdoor temperatures in order to thaw frozen
reductant or prevent it freezing.
1. Pump unit
2. Valve block
3. Reductant filter
4. Cover
5. Connections for coolant
6. Ventilation
7. Internal hexagon bolt
8. Connection for electrical connector
9. Connections for reductant
10. Electric motor for diaphragm pump
Figure 61
The illustration (Figure 62) shows a section through the
valve block viewed from below.
SHOP MANUAL
Engine XPI Ch 1 page 41
Figure 63 shows a section through the valve block viewed from the side.
Reductant is sucked in through the intake port (1) and via an intake valve (2) to the pump chamber, where
reductant pressure is built up by means of the pump diaphragm (3). Pressurised reductant passes through the
outlet valve (4) and via the port (5) to the reductant filter, which is located under the valve block. If the pressure
exceeds 13 bar, the overflow valve opens via the port (6). Once the reductant has passed the reductant filter, it
is pumped out via the port (7) and outlet (8). The reductant pressure has been reduced and is approx. 10 bar.
Figure 63
The reductant filter (1), which is located under the valve block, must be renewed in accordance with the
specified inspection interval. If the reductant freezes in the reductant pump at low outdoor temperatures when it
is non-operational, which takes place at approx. -11°C, there is a damping element (3) in the filter retainer that
is compressed when the reductant expands during freezing. A sealing bladder (2) protects the damping element
from coming into contact with the reductant. The damping element and the area around it are ventilated via a
diaphragm valve (4).
1. Reductant filter 2
2. Sealing bladder
3. Damping element
4. Diaphragm valve
3
Figure 64
SHOP MANUAL
Ch 1 page 42 Engine XPI
EGR SYSTEM
The engine is equiped with an EGR (exhaust gas resirculation) system. The EGR
system returns part of the exhaust gases back to the engine. When the exhaust gases
are returned to the intake air, it reduces the oxygen level. This results to a reduction in
the combustion temperature and less NOx emission.
The EGR system is active between approximately 900 and the highest engine rotation
with a positive torque.
The EGR system is active when the coolant temperature exceeds 50°C.
The engine control unit controls the flow of exhaust gases. The control unit regulates
EGR content, i.e. the volume of exhaust gases that are returned to the engine. The
level is measured in percent, e.g. 10% EGR content means that 10% of the total flow
into the engine is exhaust gas and 90% is air.
Figure 65
SHOP MANUAL
Engine XPI Ch 1 page 43
Cold engine
The engine control unit receives information from the coolant temperature sensor. If the
coolant temperature is below 60°C, the control unit will not send a signal to the actuator
to open the EGR valve. This also happens when the intake air is colder than 10°C due to
the risk of condensation. No exhaust gases are then circulated.
Warm engine
When the coolant temperature has reached the required temperature, the engine control
unit sends a signal to the actuator to open the EGR valve. The exhaust gases flow via the
EGR valve through the EGR cooler, where they are cooled and then re-enter the engine.
When the throttle is rapidly opened, the engine control unit reduces the EGR content.
This is intended to compensate for the shortage of induction air that occurs before the
turbocharger begins to charge.
Shut-off conditions
• The charge air temperature falls below a specific value. There is then a risk of
freezing in the intake manifold.
• The engine is at such a high altitude that the air pressure affects its performance.
• Coolant temperature is too high. At very high coolant temperature, the control unit
closes the EGR valve to avoid loading the engine with additional heat from the
EGR cooler.
• There is a risk of the EGR system freezing if the ambient temperature is very low.
Figure 66
1. Inlet pipe
2. Liquid-cooled EGR cooler
3. EGR valve
4. Electric actuator
SHOP MANUAL
Ch 1 page 44 Engine XPI
WARNING
Never turn off battery main switch when engine is running
Never turn off battery mainSwitch when ignition is on
Leave battery main switch on for atleast 5 minutes after engine
has completely stopped.
WARNING
Risk of crush injuries. The actuator can be activated automatically
when supplied with voltage.
Figure 67
Figure 69
SHOP MANUAL
Engine XPI Ch 1 page 45
Component How
EGR valve actuator. Manually check that the EGR valve can open and close without jam-
ming.
WARNING
It is important that the seals are securely fitted when the EGR cooler is pressurised. There is
otherwise a risk of them coming loose.
• Pressurise the EGR cooler via the bleed connection to 1.5 bar and lower it into a water bath. Use tool 99
405.
• Leave the EGR cooler submerged for approximately 30 minutes to make sure that this really is leakage.
• Once the leak test is complete, make sure that the EGR cooler is depressurised before removing the seals.
SHOP MANUAL
Ch 1 page 46 Engine XPI
1. Air filter
2. Mass flow sensor
3. Turbocharger
4. Electrical actuator for the
turbocharger
5. Turbocharger rotational
speed sensor
6. Inlet pipe
7. Cylinders
8. Exhaust manifold
9. Exhaust back pressure
sensor
10. EGR valve
11. Electric actuator for EGR
valve
12. Position sensor for EGR
valve
13. Charge air temperature
sensor
14. Charge air pressure
sensor
15. Engine control unit
16. Charge air cooler
17. Liquid-cooled EGR
cooler
18. Electronic exhaust brake
19. Electric actuator for
exhaust brake
NOTE
This is a priciple drawing
of the system, installed
components may vary.
Figure 70
SHOP MANUAL
Engine XPI Ch 1 page 47
Tightening torques
Work description
CAUTION
The control unit may suffer damage if it is powered when you unplug
it. Before removing the control unit you must switch off the power with
the starter key and wait for the EMS warning lamp to go out.
3. Detach the fuel pipes to the control unit cooling coil from the control unit
4. Remove the fuel pipes to the control unit cooling coil from the feed pump and the fuel filter
Figure 71
SHOP MANUAL
Ch 1 page 48 Engine XPI
Figure 72
Figure 73
1. Low-pressure pump
5. Rail (accumulator)
8. Return rail
1. Cylinder head
2. Sleeve
3. Core plug
4. Rivet
5. Valve guide
6. Valve seat insert
7. Valve seat insert
8. Pin
9. Pin
10. Cylinder head gasket
11. Seal
12. Intake valve
Figure 75
SHOP MANUAL
Ch 1 page 50 Engine XPI
The fuel enters the injector via the connection. The injector is
continuously pressurised to a maximum of 2400 bar. When the
solenoid valve is supplied with power and opens, fuel is injected
into the cylinder.
Phase 1,
no power to the solenoid valve in
the injector
NOTE
Figure 76
SHOP MANUAL
Engine XPI Ch 1 page 51
Phase 2,
power to the solenoid valve in the
injector
Figure 77
SHOP MANUAL
Ch 1 page 52 Engine XPI
Warning!
Block the starting device. If the engine
starts unexpectedly, there is a serious
risk of injury.
Designation Illustration
Figure 80
Tightening torque
Lock nut for valves 35 Nm (26 lb/ft)
Figure 79
Figure 78
SHOP MANUAL
Engine XPI Ch 1 page 53
DC9:
Valve Adjust
Reading in the Rotation transition valves on Reading in the
lower window on cylinder cylinder upper window
DC13:
Reading in the Valve transition on Adjust valves on Reading in the upper
lower window cylinder cylinder window
DOWN TDC 6 1 TDC up
120/480 2 5 300/660
240/600 4 3 60/420
DOWN TDC 1 6 TDC up
120/480 5 2 300/600
240/600 3 4 60/420
Figure 83
NOTE
DC13
Valve change occurs when the cylinder goes from
the outlet stroke to the inlet stroke. The exhaust
valve is about to close at the same time that the
intake valve is opening
DC9
Figure 81
SHOP MANUAL
Ch 1 page 54 Engine XPI
SHOP MANUAL
Engine XPI Ch 1 page 55
Turbocharger
Figure 86
SHOP MANUAL
Ch 1 page 56 Engine XPI
Radial clearance
Take readings on both turbine wheel and compressor wheel.
SHOP MANUAL
Engine XPI Ch 1 page 57
Axial clearance
1. Place the tip of the dial gauge 800109-00288 against the end
of the shaft.
2. Press the shaft forwards and backwards and read the dial at
the end positions. The difference between readings is
axialclearance.
Axial clearance
(after running in) 0.025-0.106 mm
Figure 89
If the turbocharger does not work: Measuring axial clearance
with dial gauge 800109-
1. Check that there is no leakage or loose objects in the line 00288 and measuring stand
between the air cleaner and turbocharger. 850329-00319
2. Check that there are no loose particles in the exhaust manifold
or intake manifold.
4. Check the lubrication oil return pipe from the turbocharger for
blockage or deformation.
7. Check that the air filter is not blocked and that there are no
other reasons for the abnormal increase of vacuum in the
intake system.
SHOP MANUAL
Ch 1 page 58 Engine XPI
This means that the VGT helps to improve engine response and
low-speed torque by maintaining the turbine speed while the gear
shifts are being made. Figure 90
VGT Removal
NOTE
Do not damage the pump housing gasket surface.
NOTE
Figure 91
Check that the inlet pipe rubber seals comes out with the pipe.
Figure 93
SHOP MANUAL
Engine XPI Ch 1 page 59
VGT fitting
NOTE
The joint between the turbocharger and turbo manifold should be
tightened using new parts: screw, spacer, nut and gasket.
WARNING
If the turbocharger caused oil carryover, oil may have entered the
exhaust system and the catalytic converter may have temporarily
been ignited when the engine was under load and a high level of
heat was generated. Take care when warming up for the first time
after renewing the turbocharger.
1. If studs are used in the joint, lubricate the stud threads with
heat resistant lubricant.
2. Clean the turbocharger and exhaust manifold sealing surfaces.
3. Fit the oil hose on the oil pipe and pull it up on the pipe. Fit the
turbocharger with a new gasket.
4. Fit the coolant pipes.
5. Fit the oil hose.
6. Fill the turbocharger with engine oil and fit the pressure pipe.
7. Fit the connectors for the rotational speed sensor and electric
motor.
8. Fit the charge air cooler pipe and turbocharger inlet pipe.
9. Check that the guide pins are in position in the turbocharger.
Fit the exhaust brake and exhaust pipe by the exhaust brake.
10. Tighten the V-clamp.
11. Refill the cooling system.
NOTE
After warming up the engine, tighten the V-clamps: Torque 20Nm.
NOTE
After warming up the engine, tighten the variable geometry
turbocharger retaining screws.
SHOP MANUAL
Ch 1 page 60 Engine XPI
General
NOTE
Foreign bodies
Whenever working on the turbocharger, observe Foreign bodies, such as grains of sand or metal
utmost cleanliness. The oil intake and outlet filings, in the turbine or compressor will damage their
connections must never be left open. A foreign blades.
body in the bearing housing can quickly cause
total breakdown. This leads to imbalance and bearing wear. Engine
output falls off and continued operation could give
Oil leakage rise to overheating damage on account of a
With a clogged air cleaner, the vacuum in the intake decrease in the supply of air.
pipe will be excessive. There is then a risk that oil
mist will be sucked out of the turbocharger’s bearing This type of overheating cannot be observed on the
housing. coolant temperature gauge.
A valve in the filter holder then opens and allows the - Wash the compressor wheel using white spirit
oil to pass through the filter without being cleaned and a brush.
(filtered). Unfiltered oil is consequently supplied
to the turbocharger with heavy bearing wear as a - Fit the compressor housing and measure charge
result. pressure again.
The valve is designed for genuine filters and only
these should be used.
NOTE
NOTE
NOTE
Clean the centrifugal oil cleaner when renewing the oil filter.
Otherwise, the oil filter will be blocked and resistance in the
filter will increase. If this happens, an overflow valve in the filter
holder opens and lets the oil pass without being filtered.
2. Lift out the filter housing cover with filter. The filter housing
will drain automatically once the filter has been removed.
CAUTION
NOTE
SHOP MANUAL
Ch 1 page 62 Engine XPI
Oil analysis
NOTE
Leave the engine off for at least 1 minute before checking the
oil level.
1. Remove oil dipstick (1 LHS of engine) and check the oil level. The
correct level is between the minimum and maximum marks on the oil
2
dipstick.
1
2. Top up with oil when the oil level is at or below the minimum mark.
Figure 97
SHOP MANUAL
Engine XPI Ch 1 page 63
NOTE
Renew the oil filter and clean the centrifugal oil cleaner when
changing oil.
WARNING
AVOID DEATH OR SERIOUS INJURY
• Hot oil can cause burns and skin irritation. Wear protective
gloves and goggles when changing hot oil.
• Make sure that there is no pressure in the lubrication system
before starting work on it.
• The oil filler cap must always be in place when starting and
running the engine to prevent oil being ejected.
NOTE
1. Unscrew the oil plug and drain the oil when the engine is hot.
In certain engines the oil is pumped out by means of a bilge
pump.
25
30
Figure 99
SHOP MANUAL
Ch 1 page 64 Engine XPI
Special tools
Figure 100
SHOP MANUAL
Engine XPI Ch 1 page 65
1. O-ring
5. O-ring
6. Compression ring
7. Compression ring
9. Circlip
13. Circlip
16. Crankshaft
Figure 101
SHOP MANUAL
Ch 1 page 66 Engine XPI
Special tools
850329-00150 MX008224
MX008409
850329-00151 Drift
SHOP MANUAL
Engine XPI Ch 1 page 67
Connecting rods
The connecting rod and big-end cap are split obliquely, partly so
that the con rod bolts will not be subjected to excessive loads and
partly to enable the piston and con rod to be withdrawn through
the cylinder.
Figure 104
Figure 103
Figure 105
SHOP MANUAL
Ch 1 page 68 Engine XPI
NOTE
The piston cooling nozzle must not be damaged. The oil jet
must hit the piston precisely. If it does not, the piston will
become too warm resulting in engine breakdown. Damaged
nozzles must not be straightened. They must be renewed.
NOTE
Figure 108
SHOP MANUAL
Engine XPI Ch 1 page 69
1. When the gudgeon pin bushing has been checked, insert the
bearing cap as marked and tighten the bolts to full torque.
2. Mount the connecting rod in the tool using the expander and
place the gudgeon pin in its bushing. Then place indicator
studs on the gudgeon pin.
Figure 111
Checking whether the connecting
rod is bent into an S shape
SHOP MANUAL
Ch 1 page 70 Engine XPI
Figure 112
NOTE
Work description
Figure 113
Figure 114
SHOP MANUAL
Engine XPI Ch 1 page 71
Figure 115
SHOP MANUAL
Ch 1 page 72 Engine XPI
Pistons
The pistons which are used in HA40 engine is of type; articulated pistons.
Articulated pistons are split and have an aluminium skirt and a steel crown.
(For the aluminium piston to resist the high pressure and high temperature prevailing in the
combustion chamber, the material is thicker at the piston crown and piston ring grooves than in the
remainder of the piston.)
One of the advantages of articulated pistons is that they can tolerate higher loads than conventional
pistons completely made of aluminium.
As the piston crown is made of steel it can withstand higher temperatures and pressure in the
combustion chamber.
This enables more power to be extracted from engines with articulated pistons.
Figure 116
SHOP MANUAL
Engine XPI Ch 1 page 73
Figure 117
Piston rings
For the piston to travel freely, a gap is required between the
piston and cylinder liner.
The piston therefore has two compression rings which seal this
gap and conduct the heat from the piston.
The bottom piston ring, the oil scraper ring, prevents oil from
the crankcase from finding its way up to the combustion
chamber.
The design and quality of the pistons and piston rings are
extremely important for the reliability and lubrication of the
engine as well as oil and fuel consumption.
Figure 119
Turn the piston rings so that the gaps are distributed around the
piston.
Figure 120
SHOP MANUAL
Ch 1 page 74 Engine XPI
Make sure the piston ring gaps do not exceed the permitted
limit. Place the piston rings inside the cylinder liner and Figure 121
measure the gap with a feeler gauge. Permitted gap according
to values listed below.
Maximum piston ring gap for 9 and 13 liter engines with XPI:
Figure 123
SHOP MANUAL
Engine XPI Ch 1 page 75
Cylinderblock
Figure 124
Cylinder liner
The cylinder liners are of the “wet” type, i.e. they are
surrounded by coolant.
Figure 125
SHOP MANUAL
Ch 1 page 76 Engine XPI
The inside of the cylinder liner is machined by what is known as plateau honing. This type of machining leaves a
fine pattern of grooves which ensures that the oil needed for lubrication between piston rings and liner remains
on the wall of the liner.
The design of the pattern is of major importance for ensuring low oil consumption in the engine.
Two sealing rings, one in the block and one in the liner, seal off the coolant jacket. The surface of the liner in
contact with the liner shelf seals off the lubricating oil.
In the space between liner shelf and sealing ring in the block is an overflow hole which discharges in the side of
the cylinder block under the side covers.
Leakage at any of the sealing surfaces will result in oil or coolant coming out of the overflow hole.
Figure 126
1. Seal for coolant
2. Support point for liner
SHOP MANUAL
Engine XPI Ch 1 page 77
Figure 127
NOTE
Figure 128
Cylinder liner extractor with hydraulic cylinder
SHOP MANUAL
Ch 1 page 78 Engine XPI
3. Lift out the liner and wipe the liner shelf in the
cylinder block and the cylinder liner shelf.
Figure 130
SHOP MANUAL
Engine XPI Ch 1 page 79
3. Check that the holes for coolant going to the cylinder head
and cylinder liner are not clogged.
4. Carefully check the cylinder liners, both new and old, for
cracks which might have arisen during transport or
careless handling.
Figure 131
5. Tap the liner carefully with a metal object. It should give a
clear metallic ring if it is intact.
NOTE
10. Fit the scraper ring in place after the piston has been fitted.
Figure 133
SHOP MANUAL
Ch 1 page 80 Engine XPI
3. Turn the piston rings so that the ring gaps are evenly
distributed round the piston.
SHOP MANUAL
Engine XPI Ch 1 page 81
11. Fit the lower connecting rod bearing shell into the cap
and lubricate the bearing surface. Fit the cap. Check
that the connecting rod and cap have the same
marking and that they are opposite each other.
13. Fit the piston cooling nozzle and tighten the banjo bolts
to 23 Nm.
Figure 135
NOTE
The piston cooling nozzle must not be damaged. The oil jet must hit the
piston precisely. If it does not, the piston will become too warm
resulting in engine breakdown. Damaged nozzles must not be
re-aligned, renew them instead.
14. Fit the oil sump and tighten the bolts to 30 Nm.
15. Fit the cylinder head. Tighten the cylinder head bolts as
described in the section Cylinder head.
SHOP MANUAL
Ch 1 page 82 Engine XPI
Figure 136
SHOP MANUAL
Engine XPI Ch 1 page 83
Special tools
2. Remove the bolts for the flywheel. 14” flywheel: Also remove
the washer.
3. Pull off the flywheel from the crankshaft using puller bolts
12112-00889.
Figure 138
SHOP MANUAL
Ch 1 page 84 Engine XPI
WARNING
Use protective goggles due to the risk of metal shivers.
SHOP MANUAL
Engine XPI Ch 1 page 85
NOTE
Figure 140
The crankshaft seal must be fitted dry and must not be lubricated.
The sleeve in the seal should be left in place until the seal is fitted.
The crankshaft should be degreased before the new seal is fitted.
2. Fit the new crankshaft seal using tool MX512555. Place the
crankshaft seal on the tool and fasten the tool with the bolts.
Figure 142
SHOP MANUAL
Ch 1 page 86 Engine XPI
NOTE
Figure 143
The sealing surfaces must be absolutely clean and free from
grease. Do not touch the surfaces after degreasing.
CAUTION
Ensure that you apply sealing agent inside the screw holes,
but without allowing sealing agent into the crankcase. The
sealing agent may block channels and nozzles. This is
particularly important to bear in mind around oil ways, where
the flow of oil to the air compressor or injection pump can be
blocked.
Figure 144
NOTE
SHOP MANUAL
Engine XPI Ch 1 page 87
4. Torque tighten the M12 bolts to 90 Nm and the M10 bolts to 50 Nm.
Figure 146
Figure 148
SHOP MANUAL
Ch 1 page 88 Engine XPI
NOTE
Figure 149
Always use new bolts and washers.
512563
3. Lock the flywheel using tool: 512563 for engines with unit 99 411
injector.
Figure 150
Figure 151
SHOP MANUAL
Engine XPI Ch 1 page 89
Flexible coupling
Safety instructions
For all work on the coupling it must be ensured that both the drive
engine and the driven
machine are at a standstill and cannot be started up under any
circumstances.
Work should only be begun when the coupling has cooled down to
below 30°C.
Figure 152
Functional description
The flexible coupling is an industrial torsional vibration damper,
which both displaces resonance frequencies and dampens torque
peaks.
For this purpose, the drive line is coordinated with the aid of the
coupling by arranging mass inertias, torsion spring strengths and
dampings in such a way that the permitted torsional vibration or
load surge levels are not exceeded.
Figure 153
SHOP MANUAL
Ch 1 page 90 Engine XPI
NOTE
Then the hub (5) is pushed in and the coupling element (2)
inserted. The coupling is bolted tight with the inner
(6 [Torque: 390Nm]) and outer fixing bolts (7 [Torque: 125Nm]).
Installation instructions
Before installation, the corrosion protection on the contact
surfaces of the coupling must be removed with a conventional
solvent. The coupling is attached in assembled state to the engine
flywheel with the flywheel bolted connection.
The cardan shaft can now be mounted and assembled. Figure 155
Mount shaft with dust sealing forward (log on driving side). Enter
two screws and tighten until there is a 3mm gap. Then enter the
two remaining screws (same side) all the way and then the first
ones. Same procedure on both sides.
Mount lower flange-half all the way down and equal clearance on
both sides of shaft.
Mount upper flange-half all the way up and equal clearance on
both sides of shaft.
Figure 156
Torque: 114Nm
SHOP MANUAL
Engine XPI Ch 1 page 91
WARNING
If unusual torsional vibrations (high noise level) occur after the engine
or drive unit is switched on, the system is to be shut down immediately.
The wear threshold values for the friction disk, the friction ring, the
housing bore and the hub diameter are given in the following table.
Flange casing
Friction disk thickness “A” 5,0 mm
Friction disc
Hub
Wear threshold value 63,4 mm
Figure 157
If these wear threshold values are exceeded on the housing
(dimensions B and D) or values are below these limits for the
friction ring, friction disk or hub, the parts must be replaced or
reworked. In the event of grooves, ripples and burn marks, the
housing must always be replaced. When replacing the coupling
element, the friction disk and friction ring should also be replaced.
NOTE
Not applies to the new type of coupling . Refer to Parts Catalogue for parts identification.
SHOP MANUAL
Ch 1 page 92 Engine XPI
2. Crankshaft gear
3. Intermediate gear
6. Camshaft gear
7. Power take-off
Figure 158
Figure 159
SHOP MANUAL
Engine XPI Ch 1 page 93
The coolant pump and alternator are driven by the belt drive,
as also is the A/C compressor.
Included in the belt circuit are also jockey pulleys, the purpose
of which is to give the belt a good arc of contact round the
pulleys.
2 1
3
9
11
1. - Spacing sleeve 12
2. - Roller
3. - Roller
4. - Roller
5. - Belt tensioner
6.
7.
-
-
Poly V belt
Alternator
10
8. - Coolant pump 7
9. - A/C compressor
10. - Pulley
13
Figure 160
SHOP MANUAL
Ch 1 page 94 Engine XPI
CAUTION
Figure 161
NOTE
Figure 162
NOTE
Figure 163
SHOP MANUAL
Engine XPI Ch 1 page 95
NOTE
Figure 164
NOTE
Figure 165
NOTE
SHOP MANUAL
Ch 1 page 96 Engine XPI
3. Remove the driver bolts and withdraw the driver. Mind the
sealing surface.
4. Pull or prise off the seal in the cover. Take care to avoid
damaging the sealing surface in the cover.
NOTE
Figure 167
SHOP MANUAL
Engine XPI Ch 1 page 97
Crankshaft damper
The power impulses from the connecting rods give rise to torsional oscillation in the crankshaft. These
oscillations are severest at certain engine speeds which vary with the design of the engine, how it is loaded,
etc.
The flywheel (at the “rear” end of the crankshaft) rotates at an almost constant speed throughout each
revolution of the crankshaft. Relative to the flywheel, the rotational speed of the front end of the crankshaft will
increase and decrease several times during each revolution.
To reduce the amplitude of the oscillation, a crankshaft damper is attached to the front end of the crankshaft.
A ring of steel is incorporated in the circular and completely enclosed housing of the crankshaft damper. The
housing is bolted onto the crankshaft.
There is a heavy oil between the housing and ring which damps the relative movement between the two. The
oscillation at the front of the crankshaft is damped by the ring striving to rotate with even speed.
The crankshaft damper has numerous belt grooves for a “Multigroove V-belt”.
SHOP MANUAL
Ch 1 page 98 Engine XPI
Figure 170
1. Camshaft 13. Intermediate gear 25. Roller tappet
2. Pin 14. Ball bearing 26. Circlip
3. Camshaft bearing 15. Snap ring 27. Flange bolt
4. Guide flange 16. Spacing sleeve 28. Banjo screw
5. Flange bolt 17. Bolt 29. Shaft
6. Thrust washer 18. Shaft 30. Pushrod
7. Camshaft gear 19. Crankshaft gear 31. Slide ring
8. Flange bolt 20. Oil pump gear 32. Snap ring
9. Compressor gear 21. Intermediate gear 33. Pushrod
10. Hydraulic pump wheel 22. Snap ring 34.
11. Flange bolt 23. Shaft 35.
12. Shaft 24. Spacing sleeve 36. Roller tappet
SHOP MANUAL
Engine XPI Ch 1 page 99
Special tools
850329-00160
850329-00159 Drift
850329-00160 Drift
MX008049 Impact drift
850329-00161 Support drift
850329-00174 Flywheel turning tool 850329-00159 MX008049
850329-00161 850329-00174
Figure 171
850329-00163
850329-00162 850329-00318
Figure 172
850329-00162 Tool for replacing camshaft bearing
850329-00163 Hydraulic hole cylinder
850329-00318 Compressed air powered hydraulic pump
SHOP MANUAL
Ch 1 page 100 Engine XPI
Intermediate gear
Intermediate gear
Removal
Figure 174
NOTE
Figure 175
SHOP MANUAL
Engine XPI Ch 1 page 101
2. Press the bearing inner race shell from the shaft and remove
the retaining ring.
3. Place the removed bearing inner race in the bearing and press
out the bearing using drift 850329-00159.
Figure 176
NOTE
Do not press on the outer race.
5. Press the bearing and shaft journal into the intermediate gear
using drift 850329-00160
7. Press the spacing ring onto the shaft journal. Ensure that the
shaft journal is on the press table.
850329-00160
Figure 177
SHOP MANUAL
Ch 1 page 102 Engine XPI
Fitting
3. Fit the intermediate gear against the camshaft gear and the
crankshaft gear so that the markings point towards each other.
Figure 179
Figure 180
SHOP MANUAL
Engine XPI Ch 1 page 103
Camshaft gear
Removal
Figure 181
NOTE
Fitting
1. Fit the camshaft gear and torque tighten the bolts to 63 Nm.
Figure 183
SHOP MANUAL
Ch 1 page 104 Engine XPI
Crankshaft gear
Removal
Figure 184
NOTE
After removing the intermediate gear, neither the camshaft nor the
crankshaft must be rotated. This may cause pistons and valves
to collide and be damaged.
Fitting
Figure 185
4. Fit the flywheel as described in the section
Fitting the flywheel.
Figure 186
SHOP MANUAL
Engine XPI Ch 1 page 105
Camshaft
Removal
NOTE
Figure 188
SHOP MANUAL
Ch 1 page 106 Engine XPI
Work description
NOTE
Wipe around the edges and the bearing seat surfaces around the old Figure 189
bearings to avoid damaging the contact surfaces when fitting the new
bearings.
3. Wipe the bearing seat surfaces clean around the old bearings.
NOTE
The recess in the bearing joint must be turned towards the front of
the engine.
4. Place the new bearings in the space between the bearing seats for
the camshaft.
850329-00162
Figure 190
850329-00162
Figure 191
SHOP MANUAL
Engine XPI Ch 1 page 107
6. Take the threaded stem and insert the end with flange nut
number 1 from the rear edge of the engine past the rear
most bearing seat. Insert it further through the bearing seats
and the new bearings until flange nut 1 protrudes from the
front of the engine.
850329-00163
8
Figure 193
SHOP MANUAL
Ch 1 page 108 Engine XPI
10. Hang a new bearing on the stem at the front of the engine.
11. Place the press drift on the threaded stem and place the
bearing on the drift.
NOTE
The recess in the bearing joint must be turned towards the Figure 194
flange on the press drifts. Secure the bearing on the drift by
placing the spring-loaded ball in an oil way. The bearing is
correctly located on the drift when the ball and a marking
The bearing
hole are centred on the bearing oil hole.
is correctly
located on
the drift
when the
12. Clean around the bearing contact surface.
ball and a
marking
hole are
opposite the
bearing’s oil
NOTE hole
The marking on the drift must be uppermost and vertical so that Figure 195
the oil hole in the bearing will be central to the oil ways.
13. Hold the press drift with the new bearing against the old.
Secure the threaded stem between the press drift and hydraulic
cylinder 850329-00163 by tightening flange nut 8 on the stem.
Figure 196
850329-00163
Figure 197
SHOP MANUAL
Engine XPI Ch 1 page 109
NOTE
Camshaft bearing
no. Distance (mm)
1 -12 to -14
2 150 to 152
3 314 to 316
7 970 to 972
Figure 199
SHOP MANUAL
Ch 1 page 110 Engine XPI
NOTE
Figure 201
Check measurement of bearing
number 2
SHOP MANUAL
Engine XPI Ch 1 page 111
Fitting
2. Lubricate with engine oil and fit the valve tappets in the
same places as they were before removal.
NOTE
Figure 203
The sealing surfaces must be absolutely clean and free
from grease. Do not touch the surfaces after degreasing.
Figure 204
NOTE
Figure 205
SHOP MANUAL
Ch 1 page 112 Engine XPI
2. Put two dial gauges against the valve spring thrust washers.
3. Adjust the rocker arms to remove the free play and then
adjust them further so that both valves are open 0.1 mm.
6. Read off both dial gauges and compare with the values
given below:
SHOP MANUAL
Engine XPI Ch 1 page 113
Crankshaft
Figure 209
SHOP MANUAL
Ch 1 page 114 Engine XPI
Removal
3. Remove the oil sump, oil suction pipe with strainer and
the oil pump.
Figure 210
NOTE
The main bearings and bearing caps are marked and must be
refitted in the same place.
SHOP MANUAL
Engine XPI Ch 1 page 115
Reconditioning
Figure 213
SHOP MANUAL
Ch 1 page 116 Engine XPI
Thrust washers
SHOP MANUAL
Engine XPI Ch 1 page 117
Fitting
NOTE
NOTE
Figure 215
Fit the main bearings and caps in the same place as before
removal.
CAUTION
The bolts can only be reused three times. Check the number of
punch marks on the head, if a screw has three punch marks it
must be replaced.
Figure 216
SHOP MANUAL
Ch 1 page 118 Engine XPI
5.
Machine 810109 (Tier3) -
Tighten the bearing cap bolts to 200 Nm
+ 90°. Figure 217
6. Fit the pistons with connecting rods as described in Fitting
the connecting rod and piston.
200 Nm +90°
7. Fit the oil pump, oil suction pipe with strainer and the oil
sump.
8. Renew the seal in the front cover. Fit the spacing sleeve on
the crankshaft journal. Fit the driver and crankshaft damper.
See Belt transmission, Renewing the seal in the front cover.
Figure 218
Figure 220
SHOP MANUAL
Engine XPI Ch 1 page 119
Lubrication system
General
Lubricating oil consumption refers to the lubricating oil that is
consumed through combustion in the engine.
Directions and follow-up documentation Oil change interval 400 h Designation Myrina
Fuel consumption and lubricating oil consumption calculations Responsible Sven Svensson Viscosity 15W/40
must be based on information that is as accurate as possible. Odometer Filled fuel Full Lubrication oil
Date Main type of driving
reading (h) (l) tank consumption (l)
01/04/15 600 Yes
Start with the fuel tank full and the lubricating oil topped up to the 03/04/15 625 1,200 7 Driving on road
maximum mark on the dipstick. ... ... ... ... ...
... ... ... ... ...
... ... ... ... ...
Read the oil dipstick when all the lubricating oil in the engine has ... ... ... ... ...
collected in the oil sump. The vehicle must be level. ... ... ... ... ...
01/06/15 1,100 800 Yes 5
Total 20,000 100
With an engine at operating temperature, the oil dipstick can be
read 7 minutes after shutdown. Wait for at least 30 minutes
between the shutdown and the readout if the engine has been
Fuel consumed = 20,000 litres
started but not attained operating temperature. Oil consumed = 100 litres
Oil consumption as a % of fuel consumption =
Copy the form Driver’s log-book for measuring oil consumption on 100/20,000 x 100 = 0.5%
next page and use it to note when fuel and lubrication oil has been
filled, as well as operating hours and type of driving during the
follow-up period.
SHOP MANUAL
Ch 1 page 120 Engine XPI
R esponsi bl e V i scosi ty
Figure 234
SHOP MANUAL
Engine XPI Ch 1 page 121
Oil pump
The oil pump is a gear pump driven by the crankshaft gear and generates the pressure necessary
for the lubricating oil to reach all lubrication points.
The oil pressure must be high enough to ensure that each lubrication point receives a sufficient
amount of oil for lubrication and cooling.
Too high oil pressure could cause excessive stress to components in the lubrication system.
1. Oil pump
2. Flange screw
3. Screw
4. Guide sleeve
5. Flange screw
NOTE 6. Suction pipe
7. Flange screw
8. Pipe
In the case of leakage or fault in the 9. O-ring
oil pump, it should not be 10. O-ring
reconditioned but renewed as a unit.
Figure 221
SHOP MANUAL
Ch 1 page 122 Engine XPI
Lubrication oil-ways
The oil pump draws lubrication oil from the oil sump via the oil strainer.
After the oil pump, the lubricating oil passes a safety valve. If the oil pressure exceeds 9.5 bar, the safety
valve will open and allow the lubricating oil to return to the oil sump. If the oil pressure is to high, the oil pump
and other lubrication system components may be exposed to severe stress.
The lubrication oil then passes through the oil cooler. Some of the lubrication oil is passed through the
centrifugal oil cleaner. After cleaning, the oil is fed back to the oil sump.
The rest of the lubrication oil passes through a relief valve which regulates the pressure in the oil system.
Excess lubricating oil is drained back to the oil sump.
The lubricating oil continues to the oil filter for cleaning and then on to the main oilway.
1. Oil strainer
2. Oil pump
3. Safety valvle (located in the oil pump)
4. Oil cooler
5. Centrifugal oil cleaner
6. Relief valve (located in the oil cleaner housing)
7. Oil filter
8. Piston cooling valve (located in the oil cooler housing)
9. Oil pressure sensor (located in the oil filter housing)
Figure 222
SHOP MANUAL
Engine XPI Ch 1 page 123
Oil pressure
NOTE
Max. oil pressure: High lubricating oil pressure (above
Warm engine running at a speed above 800 rpm 6 bar
6 bar) is normal when starting a cold
engine.
Normal oil pressure:
Warm engine running at an operating speed of 3 - 6 bar
Figure 223
SHOP MANUAL
Ch 1 page 124 Engine XPI
From the oil pump, the lubricating oil flows via passages in the
block to the oil cooler located inside the front side cover on the
right-hand side of the block.
All the oil flows through the cooler where it is cooled by the
coolant from the cooling system.
An oil pressure valve (5) is located in the coil cooler housing for
cooling the pistons.
It has an opening pressure of 3 bar. No piston cooling therefore
takes place at low engine speeds (idling).
See also under Lubrication oil-ways.
Figure 224
SHOP MANUAL
Engine XPI Ch 1 page 125
1. Oil cooler
2. O-ring
3. O-ring
4. Flange bolt
5. Oil cooler cover
6. Core plug
7. Cover
8. Gasket
9. Bolt
10. Piston
11. Spring
12. Plug
13. Gasket
14. Gasket
15. Flange bolt
Figure 225
Important !
Oil cooler core tightening torques: 26 Nm
Figure 226
SHOP MANUAL
Ch 1 page 126 Engine XPI
1. Remove the side cover and oil cooler from the block.
Figure 227
2. Remove the 4 bolts securing the oil cooler to the side cover.
Figure 228
5. Fit the oil cooler insert and bolt securely to the side cover
using 26 Nm torque.
Figure 229
Where there is leakage, renew the parts which leak and carry out
the pressure test one more tim
Figure 230
SHOP MANUAL
Engine XPI Ch 1 page 127
Oil filter
The oil filter has an overflow valve which opens if the filter
becomes clogged. Unfiltered oil than continues to the engine
and only some of the oil is cleaned in the centrifugal cleaner.
Figure 231
Figure 232
SHOP MANUAL
Ch 1 page 128 Engine XPI
1. Housing
2. Plug
3. Gasket
4. Spring
5. Piston
6. Plug
7. Washer
8.Shaft
9. Nozzle
10. Rotor
11. Strainer
12. O-ring (change when cleaning)
13. Rotorbowl
14. Nut
15. Snap ring
16. O-ring (change when cleaning)
17. Cover
18. Lifting eye
19. O-ring
20. Lock nut
21. Nipple
22. Gasket
Figure 234
SHOP MANUAL
Engine XPI Ch 1 page 129
- If this is not the case, it indicates that the rotor is not spinning.
The cause of this must be immediately investigated.
NOTE
The rotor must not be put in a vice. Never strike the rotor bowl.
This may cause damage resulting in imbalance.
6. If the rotor nut is jammed: Turn the rotor upside down and
fasten the rotor nut in a vice. See illustration.
9. If this does not work: Screw two nuts together with an M20
screw.
11. Position a ring spanner on the lower nut and turn the rotor 1.5
turns anti-clockwise.
IMPORTANT!
Do not attach the rotor directly to the vice. Never strike the
rotor cover. Figure 236
SHOP MANUAL
Ch 1 page 130 Engine XPI
12. Remove the rotor cover by holding the rotor in both hands
and tapping the rotor nut against the table. Never strike the
rotor directly as this may damage its bearings.
13. Remove the strainer from the rotor cover. If the strainer is
stuck, insert a screwdriver between the rotor cover and
strainer and carefully prise them apart.
Figure 239
15. Scrape off any remaining dirt deposits from the inside of
the rotor cover. If the deposits on the paper are thicker than
28 mm (1.1 in), the centrifugal oil cleaner must be cleaned-
more often.
Figure 237
17. Check the 2 nozzles on the rotor. Ensure that they are not
blocked or damaged. Renew any damaged nozzles.
Figure 238
SHOP MANUAL
Engine XPI Ch 1 page 131
Figure 242
Figure 240
NOTE
Figure 241
SHOP MANUAL
Ch 1 page 132 Engine XPI
27. Refit the cover and tighten the lock nut. Tightening torque
20 Nm (15 lb/ft).
IMPORTANT!
Figure 243
2. Turn off the engine and listen for the sound from the rotor.
Use your hand to feel if the filter housing is vibrating.
SHOP MANUAL
Engine XPI Ch 1 page 133
A certain amount of oil is always found in the crankcase gases, and this is normal. The amount of oil mist
increases with the engine’s operating time.
The closed crankcase ventilation system is very sensitive to changes in the flow of crankcase gases in the
engine.
If the flow of crankcase gases increases, the amount of oil which passes through the crankcase ventilation also
increases. The crankcase gases can then take with them small drops of oil from the crankcase.
The causes of too high a flow of crankcase gases can be difficult to determine, and troubleshooting must
therefore be carried out methodically.
When the flow of crankcase gases is too high, the primary symptom is an increased amount of oil mist.
If the engine’s oil sump is filled with too much oil, or if the oil cannot be separated, oil will be sucked up with the
crankcase gases.
Faults which can arise in the engine and which are caused by the oil mist separator fall into 3 different
categories:
• Too high a flow of crankcase gases
• Increased crankcase pressure
• Increased amouts of oil carryover
High levels of oil carryover mean large amounts of oil coming from the crankcase ventilation. High levels of oil
carryover are often due to excessive amounts of oil entering the crankcase ventilation, and the oil can therefore
not be separated quickly enough in the oil mist separator. There may also be a blockage in the return pipe for
the separated oil.
Fault causes,
The most common faults when there are problems with crankcase gases. See table next page.
SHOP MANUAL
Ch 1 page 134 Engine XPI
SHOP MANUAL
Engine XPI Ch 1 page 135
NOTE
The vehicle’s operating profile and area of usage also affect the crankcase gases and
oil mist in the engine.
Operating profiles which affect this include crane operation, exhaust braking,
acceleration, and rapid throttle actuation.
To check the engine crankcase pressure, a manometer shoud be used together with an adater which replaces
the oil filler cap.
Measurement:
The measurement should be carried out with a laden vehicle. Note the readings on the form.
1. Connect a hose between the adapter and manometer which is long enough for the manometer to be taken
into the cab.
2. Take the manometer into the cab and carry out the test as described below.
4. Drive the vehicle and rev the engine up to 1,900 rpm and note the crankcase pressure.
SHOP MANUAL
Ch 1 page 136 Engine XPI
The rotor consists of a number of tapered plastic plates which are located on top of one another. There is a
space for the crankcase gases and oil particles between each plate.
The crankcase gases and oil particles flow into the oil mist separator through the union in the top of the oil mist
separator housing. The oil particles stick to the rotating plates and the centrifugal force causes the oil particles
to be thrown against the wall of the oil mist separator housing. The oil which has been separated from the
crankcase gases runs down along the walls of the oil mist separator housing and then flows out of the oil mist
separator via the centrifugal oil cleaner to the oil sump. The centrifugal oil cleaner contains an oil trap. The oil
trap is there so that oil from the oil sump is not drawn in the wrong direction.
The cleaned crankcase gases flow out of the oil mist separator via a diaphragm which acts as a pressure
regulator. When the vacuum downstream of the oil mist separator is too great, the diaphragm will close the
opening until the pressure has risen again.
The oil mist separator does not normally need to be dismantled for cleaning.
NOTE
Remove the oil mist separator from the engine before it is dismantled.
1 Oil mist separator housing
(different version for closed
crankcase ventilation)
2 O-ring
3 Nipple
4 Heat shield
5 Screw
6 Diaphragm (not used on oil mist
separator for closed crankcase
ventilation)
7 Diaphragm spring (not used on
oil mist separator for closed
crankcase ventilation)
8 Cover (different version for
closed crankcase ventilation)
9 O-ring
10 Nipple (not used on oil mist
separator for closed crankcase
ventilation)
11 Screw
12 Screw (not used on oil mist
separator for closed crankcase
ventilation)
13 Upper bearing retainer
14 Screw
15 Retaining ring
16 Spring
17 Separator
18 Washer
19 Retaining ring
20 O-ring
21 Insert
22 Lower bearing retainer
23 Turbine
24 Retaining ring
25 O-ring
26 O-ring
27 Turbine housing
28 Washer
29 Straight nipple
Figure 245
SHOP MANUAL
Engine XPI Ch 1 page 137
NOTE
SHOP MANUAL
Ch 1 page 138 Engine XPI
1. Fit the rotor discs (17) on the rotor shaft and fit the
retaining ring (19).
SHOP MANUAL
Engine XPI Ch 1 page 139
Figure 249
2. Hold the sensor against the oil mist separator and read
the multimeter. The value should be at least 150 Hz at
an engine speed of 1,000 rpm.
Figure 250
SHOP MANUAL
Ch 1 page 140 Engine XPI
Alternator 100 A
Check
CAUTION
Make sure that you never run an alternator without the batteries
connected! This may cause the rectifiers and/or charge
regulator to be overloaded and damaged.
NOTE
When the engine control unit has generated fault codes for the alternator, the following tests can be carried out.
• Output test
• Control voltage test
• Phase measurement
• Length of brushes
• Slip rings, rotor resistance and overcharging
1. Output test Bosch 100A: Carry out voltage Carry out phase
>40A and 28V test measurement
Control voltage test 28 +/- 1.0V at 20°C Alternator OK Check the brush
length
Slip rings¹ The surface should Check the rotor Renew alternator
be smooth and bright resistance
Figure 251
SHOP MANUAL
Engine XPI Ch 1 page 141
Output test
Figure 252
Connection to batteries
2. Start the engine and run it at idling speed for a few minutes.
Then note how much current is supplied from the alternator
to the batteries. Check at the same time that the voltmeter
does not fall below 27 V. Run the engine at approximately
500 rpm.
Figure 253
SHOP MANUAL
Ch 1 page 142 Engine XPI
4. Hold the engine speed at 500 rpm and apply loads to the system by using the vehicle’s current consumers
in accordance with the test report, column Check value. See below for examples of current consumers.
Add the current you read at the batteries to the sum of the loads you are applying.
Example using 80 A Bosch alternator: If you obtained a value of 10 A at the batteries, you only need to apply a
load of 25 A to the alternator instead of 35 A. 10 A+25 A=35 A
5. Run the engine for a time while you are applying the load. Read the voltmeter again. It should still not
show less than 27 V.
Voltage test
Carry out this test especially if you suspect there is overcharging.
NOTE
Connection to batteries
2. Load the system with approximately 10-20A by using various
current consumers.
Phase measurement
Keep the voltmeter connected as it was for the voltage test, but
reset it to the AC voltage position. Figure 254
SHOP MANUAL
Engine XPI Ch 1 page 143
Length of brushes
Check that the length of the carbon brushes does not fall below the permitted length, see specification.
1. Check that the surfaces of the slip rings are smooth and bright. If the surfaces are not bright, this
indicates poor contact with the carbon brushes.
Figure 255
SHOP MANUAL
Ch 1 page 144 Engine XPI
Important!
Mark the front housing against the rear housing to make it easier
when assembly the housings.
Figure 256
2. Remove the nut and pulley. The Nut should be tightened with
a force of 139Nm on assembly.
Figure 257
SHOP MANUAL
Engine XPI Ch 1 page 145
Figure 258
5. Remove the rotor from the rear housing as follows: Refit the
nut on the rotor shaft. Hold the rotor in the nut and gently tap Figure 259
all around the housing until the rotor comes loose.
CAUTION
Make sure that you do not damage the stator winding and
rotor.
Figure 260
NOTE
Remove the bearing on the rotor using puller plate 587 517 and
bearing puller 587 518.
Figure 261
SHOP MANUAL
Ch 1 page 146 Engine XPI
Figure 262
Figure 263
9. Put a sleeve on the bearing and tap out the old bearing from
the front housing.
Figure 264
10. Fit a new bearing. Fit the front housing in the vice and press
it into position using a sleeve on the outer race.
Figure 265
SHOP MANUAL
Engine XPI Ch 1 page 147
Important!
Check that the marks on the housings are aligned.
12. Screw on the housing and fit the carbon brushes. Figure 266
13. Fit the nut and the pulley.
CAUTION
SHOP MANUAL
Ch 1 page 148 Engine XPI
1 Pump housing
2 Bolt, 4 off
3 Washer, 4 off
4 O-ring, 2 off
5 Support ring, 2 off
6 Plug
7 O-ring
8 Compression spring
9 Control valve
10 Pressure plate
11 Rotor housing
12 Rotor
13 Vanes
14 Wear plate
15 O-ring
16 Guide pin, 2 off
17 O-ring
18 End plate
19 Spacing ring
20 Sealing ring
21 Washer
22 Axle
23 Retaining ring
24 Bearing
25 Retaining ring
26 Gear
27 Nut
28 Flange
29 Gasket
30 Stud, 2 off
31 Bolt, 5 off
Figure 267
SHOP MANUAL
Engine XPI Ch 1 page 149
6. Screw the two oil hoses of the hydraulic pump into place.
1. Drain all oil from the pump and clean it on the outside.
Figure 269
NOTE
Figure 270
SHOP MANUAL
Ch 1 page 150 Engine XPI
NOTE
Figure 271
Figure 272
Figure 273
10. Remove the spacing ring 19.
512256
Remove the sealing ring 20 using tool 850329-00335.
Figure 274
SHOP MANUAL
Engine XPI Ch 1 page 151
NOTE
If any of these parts are damaged or visually worn, the
complete pump must be replaced.
Figure 275
Checking and renewing rotor assembly:
Check the rotor housing 11 with rotor 12 and vanes 13 for wear. The vanes must rotate easily in the rotor.
Check the wear plate 14 and pressure plate 10 for discolouring, wear and scratches. Especially check the
surfaces contacting the rotor.
NOTE
1 Pump housing
2 Bolt, 4 off
3 Washer, 4 off
4 O-ring, 2 off
5 Support ring, 2 off
6 Plug
7 O-ring
8 Compression spring
9 Control valve
10 Pressure plate
11 Rotor housing
12 Rotor
13 Vanes
14 Wear plate
15 O-ring
16 Guide pin, 2 off
17 O-ring
18 End plate
19 Spacing ring
20 Sealing ring
21 Washer
22 Axle
23 Retaining ring
24 Bearing
25 Retaining ring
26 Gear
27 Nut
28 Flange
29 Gasket
30 Stud, 2 off
31 Bolt, 5 off
Figure 276
SHOP MANUAL
Ch 1 page 152 Engine XPI
Figure 277
532339
5. Tap the shaft into the end plate with a rubber mallet.
7. Fit two new O-rings, 15 and 17, in the mating face. Fit the
Figure 278
guide pins 16.
8. Fit the wear plate 14. Turn the wear plate so that the groove
faces the rotor housing.
NOTE
Turn the rotor housing so that the oil channels A will not be
blocked.
Figure 279
10. Fit the rotor 12 with the chamfered side facing the flange.
Make sure that the rounded part of the vanes 13 is facing
outwards.
Figure 280
SHOP MANUAL
Engine XPI Ch 1 page 153
11. Fit the pressure plate 10 with oil channel C facing the rotor
housing.
Figure 281
12. Fit new O-rings 4 and oil channel support rings in the pump
housing.
13. Assemble the housing and the end plate. Make sure that the
oil channels and the O-rings are lined up. Fit the bolts 2.
Figure 282
1 Pump housing
2 Bolt, 4 off
3 Washer, 4 off
4 O-ring, 2 off
5 Support ring, 2 off
6 Plug
7 O-ring
8 Compression spring
9 Control valve
10 Pressure plate
11 Rotor housing
12 Rotor
13 Vanes
14 Wear plate
15 O-ring
16 Guide pin, 2 off
17 O-ring
18 End plate
19 Spacing ring
20 Sealing ring
21 Washer
22 Axle
23 Retaining ring
24 Bearing
25 Retaining ring
26 Gear
27 Nut
28 Flange
29 Gasket
30 Stud, 2 off
31 Bolt, 5 off
Figure 283
SHOP MANUAL
Ch 1 page 154 Engine XPI
14. Renew the O-ring 7 on the hexagonal plug. Fit the valve
insert and spring and screw in the plug.
NOTE
Make sure the control valve is turned as illustrated.
Important!
The shaft end and the gear must be degreased and free of oil and
grease before fitting.
Figure 284
15. Fit the gear (26) and the nut (27) as follows:
16. Check the pressure and flow after assembly and fitting.
See Workshop Manual main group 13, Testing the hydraulic
system.
Figure 285
SHOP MANUAL
Engine XPI Ch 1 page 155
Important !
Use only Loctite® 406 when fitting the gasket. Loctite 406
does not contain any solvents that will damage the gasket
NOTE
4 Refit the flange. Use existing bolts with sealing agent or new bolts coated with sealing agent.
Figure 286
SHOP MANUAL
Ch 1 page 156 Engine XPI
Cooling fan
The fan is driven by the hydraulic system and is moved to the hydraulic chapter.
A/C
condenser
Transmission
oil cooler
Figure 287
Figure 288
SHOP MANUAL
Engine XPI Ch 1 page 157
Cooling system
Principal view of the cooling system
En
g AC Ch
wa ine
t co co arge
coo er nd Fan ole a
ir
ler en r
se
r
Ex
tan pans
Bra k ion
coo ke oi
ler l
Th
erm
ost
at
Tra
n
oil c smiss
oole ion
r
Oil to transmission
W.P
ump
Inl
et
fro
m
filt
er
To the From
Exh
cab the cab aust
heater. heater.
LHS. RHS
To
t
hea he ca
ter b
From
cab the
hea
ter
Figure 289
SHOP MANUAL
Ch 1 page 158 Engine XPI
Circulation
From the pump, the coolant is carried into the cyl¬inder block’s longitudinal distribution ducting and then
through holes in the cylinder block, washes round the cylinder liners and flows up to the cylinder heads.
The coolant is also forced directly up into the cyl¬inder heads from the distribution ducting via pas-sages which
leads to the injectors and exhaust valves.
From the engine’s rear cylinder head the coolant flows forward through the pipe directly into the thermostat
housing, which is located on the left-hand side of the radiator shield.
The by pass in the thermostat housing forwards the coolant which is under the temperature limit for the
thermostat, back to the engine through the transmission cooler. The coolant which needs to be cooled, are
going through the open thermostat and to the radiator cooler system, through the transmission cooler and back
to the engine, where the coolant pump is circulating the coolant in the system.
The cab heater takes the heat coolant from the pipe line on the backside of the engine, and after heating the
cab, the returned coolant is going to the right-hand side of the engine where the coolant pump is located.
The turbo sucks air through a filter and then pushes the charge air through the charge air cooler. The hot
charge air, on the inside of the CAC, is cooled by the cooling air - going through the CAC on the outside. The
cooling air on the outside is sucked through all the coolers (in the cooling package) by a hydraulic fan. The
pressure of the air, in the air charge system, to the cylinders is approx 1 - 2 bar (gauge), depend on the
engine’s rpm.
Thermostat Expansion
housing tank
Engine
cooler
Hydraulic AC dryer
oil cooler filter
AC condenser
Charge air
cooler
Figure 291
SHOP MANUAL
Engine XPI Ch 1 page 159
Coolant
NOTE
NOTE
-30
3 2
-40
-50
C B A
SHOP MANUAL
Ch 1 page 160 Engine XPI
WARNING
Never open the coolant filler cap when the engine is hot. Hot
coolant and steam may spray out and cause burns. If the cap
has to be opened do it slowly and carefully to release the
pressure before removing the cap. Wear gloves as the coolant
is still very hot.
Figure 293
NOTE
NOTE
SHOP MANUAL
Engine XPI Ch 1 page 161
Delivery valve
Check the delivery valve, renew if required.
External leakage
External leakage is indicated by coolant leaking out onto the
ground. First check all hose and pipe connections, including
those for the bus heating system.
Internal leakage
Internal leakage in the engine can produce white exhaust
gases and coolant in the engine oil. Then engine conditioning is
the only solution.
Internal leakage in one of the bus oil coolers can lead to oil in
the cooling system or coolant in the oil. Renew the defective oil
cooler and clean the cooling system.
SHOP MANUAL
Ch 1 page 162 Engine XPI
NOTE
Use only pure fresh water that is free from particles, sludge
and other impurities
Changing coolant
NOTE
SHOP MANUAL
Engine XPI Ch 1 page 163
NOTE
Filling coolant
Figure 296
SHOP MANUAL
Ch 1 page 164 Engine XPI
NOTE
NOTE
Do not use caustic soda or other alkaline cleaning agent as this could
damage the aluminium.
1. Check that the radiator and the charge air cooler are not
clogged on the air side and that the cooling fins are not
damaged.
2. Carefully scrape away any deposits from the radiator cooling
fins. Use a paraffin-based engine cleaner if necessary.
3. Carefully straighten bent cooling fins using a steel brush or
similar.
WARNING
To ensure proper handling of cooling system detergent, study the
warning text on the package
3. Fill the system with clean, hot water mixed with liquid
dishwasher detergent intended for household appliances.
Concentration 1%.
6. Refill the system with clean hot water and run the engine for
about 20-30 minutes.
NOTE
SHOP MANUAL
Engine XPI Ch 1 page 165
1. Drain the coolant. First, remove the cover on the front left
underside.
Figure 298
2. Disassemble the wiring and hoses, remove the
wiring strips and clamps from the brackets. 4
3. Disconnect the cooling hoses from the thermostat
housing and transmission oil cooler. 3
6
NOTE 5
Oil under hydraulic pressure !
6
The oil system for the fan motor is in the same oil system as
the brake, therefore it is recommended when disassembling
hoses or units from this system, always to eliminate pressure
in the accumulator, located on the right side, under the cab.
This can be done by operating the brake pedal several times.
(Approx 15-20 times)
Figure 300
SHOP MANUAL
Ch 1 page 166 Engine XPI
Place the condenser and the dryer filter on the left side of the
engine.
NOTE
Figure 301
8. Fasten 2 pcs M10 lifting eyes on top of the cooling unit, and
attach the lifting device to these.
10
10. Disassemble lower fastening 2 screws (left and right hand
side).
11. Check again that all wiring and hoses are disassembled. 9
SHOP MANUAL
Engine XPI Ch 1 page 167
Figure 305
SHOP MANUAL
Ch 1 page 168 Engine XPI
Figure 306
1. Termostat housing
2. Thermostat
3. Gasket
4. Cover
5. Stud
6. Flange nut
1 1
1. Coolant from the engine 2
2. By-pass channel (back to the coolant pump)
3. Outlet to the radiator
Figure 307
SHOP MANUAL
Engine XPI Ch 1 page 169
Removing
1. Remove the expansion tank filler cap.
Figure 308
Fitting
Figure 309
SHOP MANUAL
Ch 1 page 170 Engine XPI
Coolant pump
The coolant pump is located at the front side of the front cover on the right-hand side of the engine.
The coolant pump is driven by a multigroove belt directly from the crankshaft damper.
The pump is of centrifugal type and consists of a spiral shaped pump housing with an impeller directly
mounted on the driveshaft. The shaft is mounted in the housing and by means of two permanently
lubricated ball bearings.
The pump shaft bearing is sealed against the ingress of coolant by an elastic axial seal.
Figure 310
Circulation through coolant pump
1. Outlet to engine
2. By-pass channel
3. Static line
4. Return from charge air cooler
5. Coolant from radiator
SHOP MANUAL
Engine XPI Ch 1 page 171
Removing
SHOP MANUAL
Ch 1 page 172 Engine XPI
2. Press the pulley on until it is flush with the shaft end face.
Figure 312
3. Split the carbon ring on the seal and remove the debris.
Figure 314
SHOP MANUAL
Engine XPI Ch 1 page 173
NOTE
Important!
Sealing agent (501350) should be used sparingly. There is a
risk of the sliding surfaces being glued together.
6. Press in the new sealing ring with drift 501351 until the edge
of the brass sleeve abuts against the pump housing. Keep it
under pressure for about 10 seconds.
NOTE
It is very important that tool 501351 is used. It is
designed to correctly preload the spring which holds the
seal. Figure 316
The new seal ring is pressed in
7. Press on the impeller using drift 501351 until the
clearance between the gasket surface of the pump
housing and the end of the impeller shaft is 13.3 - 13.7 mm.
Important!
The shaft must not change position in the pump housing as
there is a danger that the sealing ring would then also
change its position.
A = 13,3 - 13,7 mm
The clearance is measured
SHOP MANUAL
Ch 1 page 174 Engine XPI
External cleaning
Radiator
- Check that the radiator is not clogged on the air side and
that the cooling fins are not damaged.
- Carefully scrape the deposit off the radiator’s cooling fins.
If necessary, a paraffin-based engine cleaner can be used.
- Bent fins can be straightened using a wire brush, for example,
and exercising care.
Internal cleaning
Removing oil and grease
WARNING
Handling cleaning agents for the cooling system: Read the
warning label on the container.
Removing deposits
SHOP MANUAL
Engine XPI Ch 1 page 175
Lubrication system
SHOP MANUAL
Ch 1 page 176 Engine XPI
Injection system
Cooling system
Intake system
Electrical system
Type 1-pi n, 24 V , DC
Starter motor (standard equi pment) 1-pi n, 24 V , 5.5 kW
A l ternator (standard equi pment) 1-pi n, 28 V , 100 A
SHOP MANUAL
Engine XPI Ch 1 page 177
Lubrication system
SHOP MANUAL
Ch 1 page 178 Engine XPI
Injection system
Cooling system
Intake system
Permissible pressure drop in the system with cleaned or new filter 400/16
(mmH2O/inH2O)
Permissible pressure drop in the system with blocked (dirty) filter 650/26
(mmH2O/inH2O)
Electrical system
Type 1-pi n, 24 V , DC
Starter motor (standard equi pment) 1-pi n, 24 V , 6 kW
A l ternator (standard equi pment) 1-pi n, 28 V , 100 A
SHOP MANUAL
Engine XPI Ch 1 page 179
Figure 318
SHOP MANUAL
Ch 1 page 180 Engine XPI
The fuel system is very sensitive to dirt. It is therefore very important that everything is as clean as possible
when work is carried out on the fuel system.
Start troubleshooting by looking at troubleshooting tree S-a. This troubleshooting tree helps you to choose
where to start troubleshooting.
The troubleshooting trees are read from the top down. The boxes contain instructions you can follow. These
instructions sometimes refer to other more detailed instructions further on in the document. After having carried
out the instructions, you should continue to the next set of instructions indicated by the arrows.
Before and after troubleshooting the XPI fuel system, check the following:
S-a Basic check
Before and after troubleshooting the XPI fuel system, check the following:
SHOP MANUAL
Engine XPI Ch 1 page 181
SHOP MANUAL
Ch 1 page 182 Engine XPI
Check the feed pump as L-c Measure the feed pump as described
described in L3. in L6.
No fuel A little fuel The The pressure is normal
comes out comes out pressure
is too The problem may be on the
low high pressure side. If the
engine can be started,
Check the feed pump drive continue from H-a.
as described in L4. Otherwise continued from H-b.
The feed The feed
pump drive pump is Renew both fuel filters. Bleed the fuel
is not working defective system and measure the feed pressure
as described in L6 again.
SHOP MANUAL
Engine XPI Ch 1 page 183
H-a High pressure check when the engine will start
H-a High pressure check when the engine will start
SHOP MANUAL
Ch 1 page 184 Engine XPI
H-a High pressure check when the engine will not start.
H-a High pressure check when the engine will not start
SHOP MANUAL
Engine XPI Ch 1 page 185
Note: When renewing the suction filter, check the following with the suction filter removed.
1. Pump with the hand pump and check that fuel free from air flows out of the hole on the inside of the filter
housing.
2. If no fuel comes out, check the suction strainer and all joints on the suction pipe up to the fuel tank
armature. Renew the seals and check-tighten the connections.
3. If fuel comes out, fit a new filter and bleed the fuel system.
1. Detach the pipe for outlet fuel from the feed pump. Place a container under the free end of the pipe.
2. Turn the engine over using the starter motor for about 20 seconds. The feed pump provides about 1.2 l/min.
The correct quantity for 20 seconds is 0.3-0.4 liters.
1. Remove the feed pump from the high pressure pump bracket.
2. Turn the feed pump by hand. The pump should rotate freely and the drive shaft in the pump should be
intact.
3. Check that the drive pins in the high pressure pump are intact.
4. Turn the engine over using the starter motor. Check that the feed pump drive in the high pressure pump
rotates.
L6 – Checking the supply pressure at the test connection on the high pressure pump
1. Connect pressure gauge 99 362 to the test connection on the high pressure pump and open the test
connection.
2. Turn the engine over using the starter motor. Read the pressure after approximately 20 seconds.
The pressure should be more than 2 bar.
SHOP MANUAL
Ch 1 page 186 Engine XPI
NOTE
Low feed pump pressure may be caused by a defective feed pump, or may be
a symptom of a high pressure pump with a defective cylinder head. Note: Make
sure that the battery level is high enough to run the engine at 90 rpm with the
starter motor.
3. If the engine will start. Increase the engine speed to 1,500 rpm. Read the pressure.
The pressure should be between 9 and 14 bar.
NOTE
Bear in mind when doing this that there is no method of confirming whether a
fuel filter is blocked. If the complaint is that fault code 135 is activated when
under heavy load, this is a probable cause. The high pressure pump can still
create a pressure of between 9 and 14 bar even with a blocked filter.
NOTE
Follow the instructions for “Fuel leak test” in SDP3. For SDP3 version 2.7:
3. Switch off the engine. Read the pressure remaining in the accumulator using SDP3. There should be some
pressure remaining. If the pressure falls more than 300 bar within one (1) minute, there are internal leaks.
4. Check cylinder balancing at idling speed using SDP3. Note if any cylinder deviates.
5. Perform a cylinder output test using SDP3. Note which cylinder deviates from the
others by having a higher output.
6. By comparing the two results with each other, a cylinder with deviations in both tests can be identified.
NOTE
Remember that several injectors can sometimes be faulty at the same time.
SHOP MANUAL
Engine XPI Ch 1 page 187
1. Connect pressure gauge 99 362 to the test connection on the return fuel manifold and open the test
connection.
2. Start the engine. Read the pressure with the engine idling. The pressure should be below 0.8 bar. If the
pressure exceeds 0.8 bar the overflow valve on the return fuel manifold should be cleaned and visually
inspected. Start again from step 1.
NOTE
When the overflow valve is removed air will be introduced, against the
direction of flow. It will take some time for the system to bleed itself.
During this time the measurement is not reliable. Leave the engine idling
for a while before repeating the test. If the pressure still exceeds 0.8 bar,
there is internal leakage in an injector.
3. Switch off the engine, remove the pressure gauge and close the test connection.
1. Start and run the engine at idling speed for 15 seconds and then switch off with the key. Check whether the
return line from the safety valve to the return fuel manifold is hot.
2. If it is hot this is because the safety valve was open when the engine was last run. The most probable
cause of this is that the fuel inlet metering valve is stuck in the open position. Continue troubleshooting by
renewing the fuel inlet metering valve.
3. If the return line is not hot, start the engine and run the check “Leak testing the safety valve” with SDP3
without removing the return line.
WARNING
For safety reasons it is important that the return line is not removed dur-
ing step 3. If the safety valve were to open during the check with the line
removed, hot fuel would spray out with great force.
4. If the return line becomes hot during the check “Leak testing the safety valve” the safety valve is faulty.
Continue troubleshooting by renewing it.
5. If the return line does not become hot but the accumulator pressure does not reach 2,400 bar,
the safety valve is probably working. Cancel the check and continue troubleshooting the fuel system.
WARNING
The accumulator may be under high pressure. Reduce the pressure using
SDP3 before starting work. Wear protective goggles
6. If the return line does not become hot and the accumulator pressure reaches 2,400 bar, remove the return
line and run the check “Leak testing the safety valve” again. If the safety valve leaks more than 3 drops a
minute it is faulty and needs to be renewed.
SHOP MANUAL
Ch 1 page 188 Engine XPI
1. Remove the high pressure pipe to the injector which has been identified in H1.
2. Plug the outlet of the identified injector at the outlet port on the fuel accumulator using tool 99 019. If the
outlet port of cylinder 1 has to be plugged, see the instructions in TI 03-08 01 28.
3. Start the engine and repeat H1. This system should be able to maintain pressure.
NOTE
A tool must be made to determine whether the fuel system is leaking. A pressure regulator, a shut-off valve, two
hose couplings, hose clamps, hose and Tema quick release coupling 1100N for connection to the test
connection are required. Assemble the parts as illustrated on the next page. It is vital that all couplings and
connections are tight.
1. Detach and remove all high pressure pipes between the accumulator and the high pressure connections.
2. Connect the tool to the test connection on the return fuel manifold and open the test connection.
Important !
Open the fuel filler cap so that the pressure does not deform the tank.
3. Pressurise the return fuel manifold. Slowly increase the pressure. Listen for a bubbling noise in the tank.
The bubbling noise indicates at what pressure the overflow valve opens. The pressure should be higher
than 0.5 bar. Then pressurise the manifold to max. 3 bar.
4. Listen for return leakage in the injectors by blocking one high pressure connection at a time and quickly
removing the obstacle. If there is internal leakage in the injector, a hissing sound will be heard.
5. Renew the injector or injectors with internal leakage as described above. When renewing an injector, the
tuning code of the new injector must be programmed to the correct cylinder using SDP3 and basic setting
of injector adaptation must be performed.
SHOP MANUAL
Engine XPI Ch 1 page 189
Important !
After renewing an injector with internal leakage, the engine oil must be changed and the oil filter renewed. If
there is internal leakage, soot quickly builds up in the engine oil. (For fluid type and specifications
A B
2. Crank the engine using the starter motor. Read the pressure after approximately 20 seconds.
The pressure should be below 0.8 bar.
3. If there is no detectable value after 20 seconds, let the starter motor cool and repeat step 2.
NOTE
If there is air in the filter housing, pressure cannot build up. Vent the filter housing
and try again.
1. Remove the return line from the safety valve to the return fuel manifold so that it vents straight out into
the atmosphere.
2. Crank the engine using the starter motor. If fuel leaks out of the safety valve, it is faulty and must be
renewed.
1. Check the cylinder head on the high pressure pump as described in the workshop manual, see section
03-00 Fuel system Scania XPI. If a fault is detected, then renew the cylinder head.
2. If the cylinder head is OK or if there are still problems, it may be due to a defective fuel inlet metering
valve. Try fitting a new fuel inlet metering valve.
3. If the problem still persists, the problem may be in the high pressure pump. Renew the high pressure
pump and continue to S-a to confirm.
SHOP MANUAL
Ch 1 page 190 Engine XPI
1. Connect pressure gauge 99 362 to the test connection on the return fuel manifold and open the test
connection.
2. Start the engine. Read the pressure with the engine idling. The value should be below 0.8 bar. If the pres
sure exceeds 0.8 bar the overflow valve on the return fuel manifold should be cleaned and visually inspected.
NOTE
When the overflow valve is removed air will be introduced, opposite the flow
direction. It will take some time for the system to bleed itself. During this time
the measurement is not reliable. Leave the engine idling for a while before re-
peating the test. If the pressure still exceeds 0.8 bar, there is internal leakage in
an injector.
3. Switch off the engine, remove the pressure gauge and close the test connection.
SHOP MANUAL
Engine XPI Ch 1 page 191
WARNING
The accumulator may be under high pressure.
Reduce the pressure using SDP3 before starting
work.
• Gearbox in neutral.
SHOP MANUAL
Ch 1 page 192 Engine XPI
1. Check cylinder balancing at idling speed using SDP3. Note if any cylinder deviates.
2. Perform a cylinder output test using SDP3. Note which cylinder deviates from the others by having a
higher output.
3. By comparing the two results with each other, a cylinder with deviations in both tests can be identified.
Continue troubleshooting on the injector for that cylinder.
1. Remove the high pressure pipe to the injector which has been identified in H4.
2. Plug the outlet of the identified injector at the outlet port on the fuel accumulator using tool 99 019.
If the outlet port of cylinder 1 has to be plugged, see the instructions in TI 03-08 01 28.
3. Start the engine and run it at idling speed for at least 15 seconds.
4. Switch off the engine. Read the pressure remaining in the accumulator using SDP3. If the pressure is
more than 0 bar after 1 minute, the faulty injector has been found and must be renewed. If the faulty
injector cannot be verified, continue troubleshooting in accordance with H6.
WARNING
Wear protective goggles.
There is a risk of fuel splashing from the high pressure connections when pressurised.
The accumulator may be under high pressure. Reduce the pressure using SDP3 before starting work.
A tool must be made to determine whether the fuel system is leaking. A pressure regulator, a shut-off valve,
two hose couplings, hose clamps, hose and Tema quick release coupling 1100N for connection to the test
connection are needed. Assemble the parts as illustrated on the next page. It is vital that all couplings and
connections are tight.
1. Detach and remove all high pressure pipes between the accumulator and the high pressure connections.
2. Connect the tool to the test connection on the return fuel manifold and open the test connection.
CAUTION
Open the fuel filler cap so that the pressure does not deform the tank.
3. Pressurise the return fuel manifold. Slowly increase the pressure. Listen for a bubbling noise in the tank.
The bubbling noise indicates at what pressure the overflow valve opens. The pressure should be higher
than 0.5 bar. Then pressurise the manifold to max. 3 bar.
4. Listen for return leakage in the injectors by blocking one high pressure connection at a time and
quickly removing the obstacle. If there is internal leakage in the injector, a hissing sound will be heard.
5. Renew the injector or injectors with internal leakage as described above.
6. When renewing an injector, the tuning code of the new injector must be programmed to the correct
cylinder using SDP3 and basic setting of injector adaptation must be performed.
SHOP MANUAL
Engine XPI Ch 1 page 193
IMPORTANT!
After renewing an injector with internal leakage, the engine oil must be changed and the oil filter renewed.
If there is internal leakage, soot quickly builds up in the engine oil. (For fluid type and specifications,
A B
1. Connect pressure gauge 99 362 to the test connection on the return fuel manifold and open the test
connection.
2. Turn the engine over using the starter motor. Read the pressure after approximately 20 seconds. The
value should be below 0.8 bar.
3. if there is no detectable value after 20 seconds, let the starter motor cool and repeat step 2.
NOTE
If there is air in the filter housing, pressure cannot build up. Vent
the filter housing and try again.
4. Remove the pressure gauge and close the test connection. H7 - Checking the return fuel pressure
WARNING
The accumulator may be under high pressure.
Reduce the pressure using SDP3 before starting
work. Wear protective goggles.
SHOP MANUAL
Ch 1 page 194 Engine XPI
WARNING
The fuel system has a very high fuel pressure of up to 3,000
bar. The fuel system must be depressurised before any work is
started. Use SDP3 to minimise the high pressure in the fuel
system. A jet of fuel at high pressure can cut through the skin.
The system should always be treated as pressurised, even when
the engine is switched off.
NOTE
WARNING
The fuel system is very sensitive to dirt. It is therefore very
important that everything is as clean as possible when work is
carried out on the fuel system.
Do not use compressed air to blow components in the fuel system clean.
When cleaning, cloths or paper which shed fibres must not be used. Use lint-free cloths.
Do not use worn chrome-plated tools as flakes of chrome may come off.
CAUTION
SHOP MANUAL
Engine XPI Ch 1 page 195
Figure 323
NOTE
SHOP MANUAL
Ch 1 page 196 Engine XPI
9. Clean the pump surface that faces against the cylinder head. Check that the guide pins under the roller
tappets are straight and that the roller tappets are correctly positioned so that they go down completely
in their seats. Screw the cylinder head bolts in alternately.
Tightening torque 68 Nm.
Figure 324
10. Fit the pipes (3, 4 and 5). Use new washers. Tightening torque for the banjo unions - 55 Nm.
11. Fit a new high pressure pipe (2). Tightening torque - 38 Nm.
12. Fit the high pressure pipe brackets. Tightening torque 22 Nm.
SHOP MANUAL
Engine XPI Ch 1 page 197
Diagnostic procedure
Use of diagnostic kit
1. Disassemble cover inside cab right side rear for connection
point.
Figure 326
Figure 327
SHOP MANUAL
Ch 1 page 198 Engine XPI
2
Figure 328
Figure 329
SHOP MANUAL
Engine XPI Ch 1 page 199
Troubleshooting Manual
The trouble shooting schedule is intended as a guide and source of ideas for practical trouble shooting carried
out on the spot by experienced mechanics. The schedule contains the causes of faults which they the Scania
have encountered over the years and it will be expanded with new causes of faults as they occur and as we
gather knowledge about them.
If you like, use the form on the last page to report anything you think is missing from the trouble shooting
schedule. That is the best way of keeping it up-to-date. The columns in the trouble shooting schedule headed
“Trouble shooting” and “Action” describes such matters th at are not covered in other parts of the workshop
manual. If these columns are empty, instructions can be found in other sections.
SHOP MANUAL
Ch 1 page 200 Engine XPI
White smoke
SHOP MANUAL
Engine XPI Ch 1 page 201
SHOP MANUAL
Ch 1 page 202 Engine XPI
Blue smoke
SHOP MANUAL
Engine XPI Ch 1 page 203
Oil in coolant
Effect Cause Trouble shooting Action
Test pressurize the oil cooler
Oil cooler leaks when Note: classed oil cooler, test pressurized: 10 bar oil
engine is running on the oil side, 0.5 bar air on the water side,
immersed in water 25 - 27° C
Defective cylinder head
gasket
Crack in cylinder head
(not cracks between If the fault is hard to trace:
valve seats). Change all cylinder heads for exchange cylinder
(On 11-series engines: heads.
look for cracks between (Or test pressurize all cylinder heads. Heat the cyl-
the water jacket and oil inder heads before pressurizing them.)
duct.)
Coolant/water in oil
SHOP MANUAL
Engine XPI Ch 1 page 207
! WARNING!
Individual injectors not Be careful when disconnecting the delivery
operating pipes as the pressure is extremely high and
could cause injury
Fan imbalance
Flywheel has come
loose
Crankshaft hub loosened
Abnormally worn main
bearings
Vibration or unusual
noise at
1500 - 1700 r/min Defective vibration
damper
Drive belts run off
pulleys
Compressor operates
Only when com-
with excessive counter-
pressed air compres-
pressure (e.g. clogged
sor is charging, worst
piping/air dryer) or
at about 1000 r/min,
excessively high safety
see Compressed air sys.
valve opening pressure
Alignment fault Check engine alignment
Unsuitable rubber sus- - Change to rubber ele-
pension and location of ments of different
same hardness
Movement at engine - Reinforce the engine
Weak engine bed
attachment points bed
SHOP MANUAL
Ch 1 page 208 Engine XPI
SHOP MANUAL
Engine XPI Ch 1 page 209
SHOP MANUAL
Ch 1 page 210 Engine XPI
SHOP MANUAL
Engine XPI Ch 1 page 211
SHOP MANUAL
Ch 1 page 212 Engine XPI
Fluid stroke
SHOP MANUAL
Engine XPI Ch 1 page 213
Knocking/noise
Effect Cause Trouble shooting Action
Timing gears incor-
rectly meshed
Exhaust valves close Check the valve timing,
The crankshaft gear has
too late and strike see “Service data,
come loose
the piston crowns engines”
Valve mechanism not
operating
Disturbances in the sup-
Rapidly increasing
ply of lubricant for the
valve clearances
rocker arms
Loosened big end cap - Tighten to the torque
The piston strikes
(wrong tightening torque specified in the Work-
the cylinder head
after repair) shop manual
Foreign objects in the
piston crown
Piston seizure (may be
caused by clogged pis-
ton cooling nozzles)
Wrong injection timing
Worn collets on exhaust
valves
Incorrectly adjusted Disconnect one delivery pipe at a time and listen
injection pump for changes in the engine sound.
SHOP MANUAL
Engine XPI Ch 1 page 215
Low compression
SHOP MANUAL
Ch 1 page 216 Engine XPI
SHOP MANUAL
Engine XPI Ch 1 page 217
Hot engine
Effect Cause Trouble shooting Action
Clogged freshwater/sea
- - Clean the cooling sys-
water cooling system tem internally and
externally
Pressure cap not operat
- Test pressurize
ing
Impeller on freshwater/
Instrument shows seawater pump worn or
high temperature damaged
Incorrect cam/worn
cover on seawater pump
Restriction in coolant
flow, e.g. pieces of rub-
ber from seawater
impeller
Cooling capacity too Take a reading of the
low cooling capacity
Gas leakage (causes loss
of coolant)
SHOP MANUAL
Ch 1 page 218 Engine XPI
Cold engine
Effect Cause Trouble shooting Action
Defective sensor/instru - Check that sensor and instrument match each other
(120 and 150 ° C)
ment
Check with a separate instrument
Thermostat jammed in Check operation of ther-
open position mostat
- Fit a thermostat fan
Instrument indi- - Fit a smaller fan
Low power output at
cates low tempera - low ambient temperature - Install a KLAFFO radiator shutter
ture NOTE: NOT A RADIATOR BLIND
(large external cooling
Risk of fan blade breakage
surface)
- Reduce the air flow
- Reduce fan/coolant pump gear ratio
Large leakage flow in
thermostat housing
(9- and 11-series marine
engines)
Coolant loss
SHOP MANUAL
Engine XPI Ch 1 page 219
Polluted coolant
SHOP MANUAL
Ch 1 page 220 Engine XPI
SHOP MANUAL
Engine XPI Ch 1 page 221
SHOP MANUAL
Ch 1 page 222 Engine XPI
Turbocharger breakdown
SHOP MANUAL
Engine XPI Ch 1 page 223
SHOP MANUAL
Ch 1 page 224 Engine XPI
Note
SHOP MANUAL