SUB: INTERNAL COMBUSTION ENGINE

Duration: 10 Periods
Lesson-I: Working Principle of 4 Stroke Diesel Engine (Diesel cycle), Deviations between Actual
Working cycle and Theoretical cycle

WORKING PRINCIPLE OF 4-STROKE DIESEL ENGINES

In our track machines, 4 stroke diesel engines are used. In 4 stroke diesel engine one working cycle
completes in 4 strokes of piston or 2 revolutions of crank shaft. Working Principle of 4 stroke diesel engine
can be explained as follows:-

Suction Stroke: - In suction stroke, suction or inlet valve opens. Piston moves from TDC to BDC and
vacuum is created inside the engine cylinder. In this process, fresh air will enter inside the engine cylinder at
atmospheric pressure. At the end of suction stroke inlet valve is closed.

Compression Stroke: - In this stroke both valves remain closed. Piston moves from BDC to TDC
γ
compressing the air. Compression of air takes place according to adiabatic process, PV = constant. In this
process pressure and temperature will increase gradually up to 28 bars and 550 0C respectively. At the end of
compression stroke, fuel is injected through injector in the combustion chamber.

Power Stroke: - The self ignition temperature of diesel is 4400C. The diesel in the combustion chamber
burns and burning gases expand. The burning gases push down the piston from TDC to BDC. Thus power is
delivered at the crank shaft.

Exhaust Stroke: - Exhaust valve opens. Burnt gases go out by self pressure through the exhaust valve.
Piston moves from BDC to TDC and pushes out the remaining gases. At the end of the stroke, exhaust valve
gets closed.

Thus one working cycle gets completed in 4-strokes of piston or two revolutions of crank
shaft or one revolution of camshaft.
From Graph:
Suction Stroke:
At point 0  Inlet valve opens.
Process 0-1  Piston moves from TDC to
BDC. Due to piston
movement, vacuum is created
inside the engine cylinder.
Due to this vacuum, fresh air
enters inside the engine
cylinder. Theoretically it is
assumed that atmospheric air
enters at constant pressure.
At Point 1  Inlet valve closes.

Compression Stroke:
Process 1-2  Piston moves BDC to TDC.
Adiabatic compression of air
according to law PVγ = C,
takes place.
At Point 2  Pressure will increase up to 28
bar and temperature up to
550°c.
Power Stroke:
At Point 2  Injection of fuel starts. Fuel injection pr. = 180 bar. Self
ignition temperature of diesel is 440°c, so it starts burning.
Point 2-3  It is known as “Heat addition process at constant pressure”. Fuel is
injected in the cylinder. Piston moves from TDC towards BDC.
Point 3  Fuel cut off point.
Point 3-4  Adiabatic expansion of flue gases takes place. Piston moves to the
BDC due to the force exerted by the expanding flue gases.
Exhaust Stroke:
At point 4  Exhaust valve opens.
Process 4- 1  Exhaust gases go out (Heat rejection at constant volume). Pressure
drops inside the engine cylinder up to atmospheric pressure.
Process 1- 0  Piston moves from BDC to TDC. Exhaust of flue gases takes place at
atmospheric pressure.
At Point 0  Exhaust valve closes.

Deviations between theoretical & actual Working Cycle:

1. Theoretically inlet valve open at TDC in suction stroke. But actually it open 50 to 100 before TDC in
exhaust stroke. Except MWM engine in which it open 10 after TDC in suction stroke.
2. Theoretically suction of air takes place at atmospheric pressure but actually it takes place at a pressure
less than atmospheric pressure.
3. Theoretically inlet valve close at BDC in suction stroke. But actually it closes 350 to 500 after BDC in
compression stroke.
4. Theoretically compression stroke takes place according to adiabatic process. But actually it takes place
according to poly-tropic process.
5. Theoretically injection of fuel start at TDC in compression stroke, but actually it start approx. 14 to 18 0
before (some time 290 before) TDC in compression stroke.
6. Theoretically during burning of fuel (process 2-3) pressure remains constant, but actually pressure
slightly increase.
7. Theoretically injection stops approx. 180 after TDC (Fuel cut off point) in power stroke, but actually
injection stops at TDC in compression stroke.
8. Theoretically as soon as we inject the fuel, it burns but actually it takes some time to start burning after
injection.
9. Theoretically expansion takes place according to adiabatic processes but actually it is according to poly-
tropic process.
10. Theoretically exhaust valve opens at BDC in exhaust stroke but actually it open 35-50 0 before BDC
power stroke.
11. Theoretically it takes zero time to drop the pressure up to atmospheric pressure (Heat rejection at const.
vol. process 4-1) but actually it takes some time.
12. Theoretically exhaust of fuel gases takes place at atmospheric pressure but actually it takes place at a
pressure above the atmospheric pressure.
13. Theoretically exhaust valve closes at TDC in exhaust stroke. But actually it closes 50 to 100 after TDC in
suction stroke. Except in MWM engine in which it closes 10 before TDC in exhaust stroke.
Lesson-II: Air Supply system of Diesel Engine.

REQUIREMENT OF AIR:
For Combustion of diesel inside the engine cylinders sufficient quantity of air should be available.
For complete combustion of one liter HSD, 12,500 to 14000 liter fresh air at NTP is required. Only 22 –
23% O2 is available in atmospheric air which is used for burning of fuel. If less air is available then burning
of fuel will be incomplete and instead of CO2, CO will form. To supply air of proper quality (dry, cool, clean
& fresh) in sufficient quantity inside the engine cylinders is the function of air supply system.

Main components of the Air Supply System are as follows:

1. Air Cleaner
2. Hump Hose
3. Vacuum Indicator
4. Turbo Charger
5. After Cooler
6. Inlet Manifold
7. Exhaust Manifold
8. Silencer (Muffler)

AIR CLEANER:
Air contains dust and dirt. If the air is not filtered before its entrance into the engine cylinders, the dust
and dirt particles will seriously damage the engine. These dust and dirt will mix with the lubricating oil and
form abrasive pastes, which will quickly wear the piston, rings, cylinder wall, bearings, valve guides and
other relatively moving parts. This wear will cause high lubricating oil consumption, increased blow by and
reduce engine components life. The purpose of air cleaner is to remove these harm full dust and dirt particles
from the air. It not only cleans the air but also muffles the noise resulting from air entrance to the inlet
manifold and valve ports. It also arrests the flame in case the engine back fires.
TYPES OF AIR CLEANER: Two types of Air Cleaner
1. Oil bath type air cleaner (BCM Deutz, PQRS HA 694 engines)
2. Dry (paper) type air cleaner (Cummins, Greaves etc. engines)

Oil Bath Type Air Cleaner: It is a heavy duty

air cleaner. It consists of a wire-mesh filter
element saturated with oil. At the bottom, there
is an oil pan. The operation of air cleaning is
carried out in two stages. In the first stage, the air
strikes on the oil surface and then lift upward
reveres into the filter element. The dust particles
penetrate into the oil surface and get absorbed by
it. In the second stage the partially cleaned air
passes through the wire-mesh filter element, in
which the remaining dust particles are retained.

This type of air cleaner is cleaned periodically. The wire-mesh filter is removed, cleaned in petrol
and dried by pneumatic air. Oil in the pan is also replaced and filled up to the marked level.
Dry Type Air Cleaner:
It consists of a specially pleated paper element
over which a fine mesh screen is provided for
strengthening. By placing the pleated element, a
large filtering surface is provided and yet
restriction to air flow is minimal. The element is
enclosed in a silencing chamber.
The element should be cleaned
periodically. With a dry type air cleaner, a filter
restriction indicator (Vacuum Indicator) is often
found mounted into the clean air side of the
system. When an air cleaner is not chocked, it
looks transparent and if becomes chocked then it
will give red indication.

Pre-cleaner:
Pre-cleaner is fitted on the air cleaner to arrest the thick dust and soil particles. On the engine which
work in very unsafe atmosphere (dusty atmosphere), Pre cleaners are essentially required. Pre-cleaner has
screen which arrests the thick soil and straw. After filtering through the screen, the air enters in the pre-
cleaner body and revolves by strips fitted on the angle. Due to revolving, thick dust and soil separates and
settles down at the bottom. A glass bowl is fitted at the bottom of the pre-cleaner. The bowl is cleaned
periodically after filling by dust.
CLEANING OF DRY TYPE AIR CLEANER:
1. Only outer element is cleaned and never clean inner element.
2. Air should be applied from inside to outside and not in reverse direction.
3. Pressure of air should be 3.5 bars to 4.5 bar (1.5 to 2.0 bar for BCM Deutz Engine).
4. Nozzle dia should not be less than 0.8mm
5. Nozzle should not come in touch with paper element. It should remain approx. 1” away.
6. Tapping of air cleaner on the rigid surface is not allowed.

CHECKING OF DRY TYPE AIR CLEANER:

1. Bring the air cleaner in dark room.
2. Glow a bulb of 100W inside the air cleaner.
3. Light rays should not come out through the side of air
cleaner. It should work like a lamp shade; otherwise it is
damage to be rejected.

AIR CLEANER SERVICE TIPS

1. Don’t remove element for inspection.
2. Never tap a filter to clean it.
3. Never judge the filters life by looking at it…. Measure the
air flow.
4. Never leave an air cleaner open longer than necessary
5. Don’t ignore a worn or damaged gasket in the housing.
6. Don’t use a damaged or bunched filter.
7. Never use a warped cover on housing.
8. Never substitute an incorrect element model number.

7-STEP FILTER ELEMENT REPLACEMENT

1. Remove the old element gently like “Baby”. Accidentally bumping it while still inside, means dropped
dirt and dust that will contaminate the clean side of filter housing.
2. Always clean the inside of the housing carefully. Dirt left spells death for engine. Use a clean, damp
cloth to wipe every surface clean.
3. Always clean the gasket sealing surfaces of the housing.
4. Check for uneven dirt patterns.
5. Press your fresh gasket to see that it springs back.
6. Make sure that the gasket seats evenly.
7. Ensure air tight fit on all connections and ducts.

SUPER CHARGING: The process of supplying air to the engine cylinder above atmospheric pressure is
called supercharging. In a naturally aspirated engine, the piston-cylinder draws air equal to its stroke
volume. The pressure inside the cylinder is less than the atmospheric pressure during the suction stroke. But
in a supercharged engine, the air is forced into the cylinder at a pressure higher than atmospheric (at least 6
PSI).

TURBOCHARGER: Turbo charger is a supercharging device which is used to supply air inside the engine
cylinders at more than atmospheric pressure. It is connected between air cleaner and inlet manifold. It is
driven by the exhaust gases of the engine. (Supercharger is also a supercharging device but driven by gear
train).

Construction and Working of Turbocharger: A turbo charger consists of a turbo wheel (turbine) and a
centrifugal blower impeller (compressor wheel), separately enclosed in casings but mounted and rotating on
a common shaft. It is mechanically independent of the engine except that its turbine is connected with
exhaust manifold and the impeller with the after cooler or inlet manifold. The turbine portion should be
made of heat resistance material.
The turbocharger is fitted between the air intake and exhaust system. Exhaust gases pass from the
engine exhaust manifold to the turbine and rotates the wheel. The rotating motion of turbine is transferred
through a common shaft to a compressor wheel. The compressor wheel then sucks air from the air cleaner
and pushes it into the intake manifold under pressure. The actual pressure is measured in inches of mercury
(Hg) and is dependant upon the engine, turbo design and power requirements.

Care: Turbo charger rotates by the exhaust gases at rpm of 1,25,000 to 1,40,000 approx. Bearing design
and precise balancing of the whole rotating assembly are, therefore, of the greatest importance in ensuring a
long useful life for the unit.
Turbo-compressor performance is sensitive to the presence of dirt and other harmful deposits.
Special attention should be paid to air filtration when a turbocharger is fitted. Deposits should never be
allowed to build up on the compressor as they would cause unbalance, and in most designs provision is
made for cleaning the compressor without dismantling the turbocharger.
The main care with the turbocharger is that the engine should not be stopped at full rpm. Before
stopping, it should be run 3 to 5 minutes at idle rpm. If we do not do so, the lubricating oil supply to the
turbocharger shaft bearings stops with the engine stop, but the turbocharger shafts keeps on rotating for a
considerable time at high rpm. Thus due to no lubrication, its bearings become red hot and the unit may get
damaged. Also oil seal may get damaged due to overheating which will result in oil leakage to the impeller
side.

Advantageous features of the turbocharger are:

1. By supplying more air more fuel can be injected for combustion inside the combustion chamber and
therefore more power is obtained.
2. Better control over the air/fuel ratio at all engine speeds reduces the degree of smoke emission.
3. Having more air at lower speeds enables better fuel combustion and gives lower torque speeds.
4. A pressurized air manifold helps reduce combustion noise.
5. Turbocharger speed is controlled by the exhaust system and atmospheric back pressure. Engine working
at high altitudes would normally suffer from lack of oxygen due to less air density. As the atmospheric
pressure is less at altitude the back pressure in the exhaust system is less and the resistance to turbine
shaft rotation is less. This results in the turbocharger shaft rotating at a faster speed forcing more air into
the combustion chamber and thereby compensating for the lack of oxygen.

AFTER COOLER or INTERCOOLER or Air charge cooler: After cooler is a device, which is used to
cool the air coming out from turbocharger before entering into the engine cylinders.
After cooler are of two types:
(i) Air to Air type – Used in Deutz Engine (Air charge cooler) of BCM machine.
(ii) Air to water type – Used in MWM (intercooler) & Cummins engines (aftercooler).

IMPORTANCE OF AFTER COOLING: In turbocharged engine, air coming from the turbocharger gets
heated due to which its density decreases. Due to increase in temperature the density of air will decrease
which is not desirable. In we cool the air in after cooler before it enters in to the engine cylinder, the density
will increase. For limited vol. inside the engine cylinder, we can supply more air inside due to which more
fuel will burn and we get more power. In this way output of the engine will increase.

SILECER (MUFFLER): Muffler is used

1. To reduce the noise of exhaust gases.
2. To reduce the temperature of the exhaust gases.
3. To trap the unburnt gases and burning gases.
4. To arrest spark.
Mufflers maintain some back pressure in the exhaust gases. This is necessary for the engine. At the
start of suction stroke, Exhaust valves are open along with inlet valve for some time. If inlet gases have no
restriction then they will enter rapidly and cool the exhaust valve very fast. Due to this rapid cooling exhaust
valve may get bent. So this pressure is required to prevent the exhaust valve from rapid cooling.

Silencer Types: Straight Flow: In this silencer exhaust gases come out through the holes of a pipe and re-
enter into the holes of another pipe and then go out.
Reverse Flow Type: In this type of silencer there are three or four segments connected by pipes with each
other. These pipes are not in a line. Exhaust gases move forward and reverse inside the silencer.

Flexible Pipe: Exhaust manifold is connected with the engine and vibrates with it. Exhaust silencer is
hanging with the chassis. A flexible pipe is fitted in between muffler and exhaust manifold to prevent the
vibrations from reaching to the muffler.

Rain Cap: The engine in which exhaust pipe is fitted vertically; the rain drops may enter the cylinder head
and combustion chamber through the pipe. If it is not prevented it will rust the valves and piston rings. In
such engines rain cap is fitted over the exhaust pipe. If rain cap is damaged then exhaust pipe should be
covered by a jar while the machine is stable.
Lesson-III: Fuel Supply System and Troubleshooting

FUNCTIONS OF FUEL SUPPLY SYSTEM

1. Storing of fuel.
2. Filtering the fuel
3. Delivering the fuel to pump
4. Injecting fuel into engine cylinder
5. Regulating the engine speed.
CLASSIFICATION OF FUEL SUPPLY SYSTEM
1. Air Injection System: In this system liquid fuel is injected with compressed air. This system is less
reliable, less efficient and requires an air compressor. Due to this reason the system has become obsolete.
2. Solid Injection System: In this system only the liquid fuel is injected and there is no need of compressed
air. There are two types of solid injection system in use:
a) Individual pump system (Mico-Bosch fuel supply system)
b) Common rail fuel injection system (Cummins P.T. fuel supply system)

a) Individual Pump System (Mico-Bosch fuel supply system)

Working Principle: In this system fuel is drawn from the tank by a fuel feed pump and send to the fuel
injection pump through fuel filters. The fuel injection pump (FIP) will pressurize the fuel individually for
each cylinder and send to the corresponding injectors through high pressure pipes. The high pressure fuel
goes to the injector at the time of injection. The injector injects fuel at approx. 180 bar to the engine cylinder
in atomized and vaporized form. Extra fuel is returned by the fuel injection pump to the diesel tank. Also a
leakage line from the injector goes to the diesel tank.
The system contains following components:
1. Diesel Tank
2. Fuel feed pump
3. Fuel filter
4. FIP
5. Injector
6. Leakage Line
Cummins P.T. Fuel Supply System, Block diagram, Difference between Mico-Bosch and Cummins P.T.
Fuel Supply System.

b) Common rail fuel injection system (Cummins P.T. fuel supply system)

Operating Principle:
This system was designed by Cummins engineers for Cummins diesels. The identifying letter P.T. is
abbreviation for ‘Pressure-Time’. The operation is based on the principle that amount of fuel injected
depends upon pressure of fuel and time available for the filling diesel into injector cup.
The PT pump is driven by cam shaft gear at crank shaft speed. The ‘PT’ pump draws fuel from the
diesel tank through water separator and fuel fitter. The PT pump delivers fuel to the fuel manifold through
shutdown valve at a pressure of 200 – 300 PSI. From fuel manifold, fuel goes to the injector and returns to
the tank. The injector plunger is actuated by cam mechanism at the time of injection. Travel of plunger
opens path for the diesel to the injector cup for a few degree rotation of cam shaft. Fuel pressure and the
length of time the metering orifice is exposed to the fuel inlet, determines the quantity of fuel which fills in
the injector cup. Then the cam mechanism pushes down the injector plunger, resulting in injection at the
pressure of approximately 180 bar.
The Cummins PT Fuel system consists of following components.

1. Diesel Tank
2. Water separator
3. Fuel Filters
4. P.T. Pump
5. Fuel Manifold
6. Injector
7. Return Line
P.T. Pump:
Now, PTG Fuel pump is used. It is called a governor control pump because, governor assembly
controls pressure regulation and engine RPM. Fuel flow through the P.T pump is as under:
The gear pump transfers fuel from the fuel tank through the filter screen into the pressure regulator
plunger cavity. The fuel further divides into two directions:
a) By one path the fuel acts on the pressure regulator by pass plunger and returns to the gear pump suction.
b) In the second path the fuel flows through throttle, where it can proceed through two paths
i) Idle fuel path and ii) Manual controlled path
At idle speed, the manual controlled fuel path is closed and the fuel flows through the idle fuel path
from the idle port in the governor. At intermediate speed and full speed fuel passes through both the paths.
The PT pump governor exercises final control over engine speed. The fuel coming through throttle flows
through the open shutdown valve to the fuel manifold.

Injector: The PT Injector performs to important functions:

i) It meters the right quantity of fuel into the injector cup.
ii) It injects the metered amount of fuel through the spray holes in the combustion chamber.
There are two types of Cummins injector. The flanged injectors are used in engines equipped with fuel
manifold. The cylindrical injectors are used in engines, equipped with drilled fuel passages.

REMOVING AIR LOCK:

If due to any reason air enters into the fuel system lines then it becomes impossible to start the engine. The
air present in the fuel lines blocks the passage and the fuel can’t be delivered to the engine cylinders. Air
may enter into the engine cylinder due to low HSD oil level in the tank, when the machine negotiates over a
curve and the level of HSD oil falls below the opening of suction pipe in the tank. It may also enter due to
loose connections or any small hole in the fuel lines in between the tank and fuel pump.
Also the air may enter into the fuel supply system while changing the filters. This
air is to be removed for proper functioning of fuel supply system. For removing the air from the fuel supply
system, following method is adopted:

In Mico-Bosch fuel supply system –

1. Loose vent-screw provided on the body of the fuel filters and fuel injection pump.
2. Do hand priming by fuel feed pump hand operated lever.
3. Priming will be done till oil free form air bubbles starts to come through the first vent screw in the fuel
flow direction.
4. As soon as the fuel free from air bubbles starts coming out through the first vent screw in the fuel flow
direction, tighten the vent screw.
5. Repeat the step 3 & 4 for the remaining vent screws facing the fuel flow direction in sequence.
In this way air is removed from the system.

In Cummins P. T. fuel supply system

1. Loosen/ remove the bleeding screw provided on the shutdown valve.
2. Prime the engine by self starter to force out the entrapped air until the fuel free from air starts flowing
trough the bleeding screw.
3. As soon as the fuel free from air bubbles starts coming out through the bleeding screw, tighten the screw.
4. Sometimes if it is suspected that fuel filter has become empty, it is filled by H.S.D. by loosing and taking
out the output pipe and simultaneously loosing the input pipe for air removal. Then P.T. pump suction
line is filled by H.S.D. and connection is restored to normal. Now steps 1, 2 and 3 are done.
5. Sometimes in place of priming the engine, P.T. pump suction line after filling by H.S.D. is blown by
mouth to force out the entrapped air.
In this way air is removed from the system
Lesson-IV: Main Systems of I.C. Engine: Lubricating System & Cooling System and
Troubleshooting.

CONCEPT OF LUBRICATION: Whenever two metallic surfaces move over each other, irregularities on
the two surfaces interlock with each other due to which friction is produced. When metal surfaces are in
direct contact to each other the friction produced in between them is called solid friction. When a film of
lubricating oil is interposed between the two surfaces, the friction produced is called fluid friction. If the
lubricants between the two surfaces do not cause complete separation, the friction produced is called
boundary friction.
To supply lubricating oil between the moving parts is called lubrication and the system used is called
lubrication system.

FUNCTIONS OF LUBRICATING OIL:-

1. To reduce friction between moving parts.
2. To reduce wear and tear of moving parts.
3. To provide cooling effect.
4. To provide cushioning effect. It absorbs shocks, between bearings and other moving parts.
5. To produce cleaning action, during its circulation.
6. To provide a sealing action. It helps the piston rings to maintain an effective sealing in the cylinder
against high-pressure gases.

PROPERTIES OF LUBRICATING OIL:-

1.Viscosity: Viscosity means resistance of lubricating oil to flow. The viscosity of oil is specified as the time
in seconds that it takes for a given amount of oil to flow by gravity through a standard size orifice at a
given temperature. The viscosity of the oil varies inversely with temperature. The oil with minimum
variation is preferred.

2.Flash Point: The lowest temperature at which the lube oil will flash when a small flame is passed across
its surface is called flash point. The flash point of the oil should be sufficient high to avoid flashing of oil
vapors at temperatures occurring in common use.
3.Pour Point: The minimum temperature at which the oil flow starts is called pour point. The oil cannot be
used for lubrication below this temperature .So the pour point of the oil should be less than the lowest
temperature encountered in the engine.

4.Corrosion Resistance: Corrosion means destruction of a solid body by chemical action. The oil should
not have any tendency to corrode to engine parts.
5.Cleanliness: Lubricating oil must be clean. It should not contain any dust/dirt particles so that the
crankcase and oil lines are kept clean.

6.Physical Stability: The lubricating oil must be stable physically at the lowest and highest temperatures
prevailing in the engine.
7.Chemical Stability: At high temperatures the oil should remain chemically stable. There should not be
any tendency for oxide formation. The oil should not decompose to form carbon particles.

8.Adhesiveness: The property due to which the oil particles stick with metal surfaces is called adhesiveness.
Oil should have good adhesiveness.
9.Film Strength: It is the property due to which the oil retains a film between two surfaces even at high
speed and temperature. The film between moving parts should not break.
 Accessory Drive
Cam Follower

Main Rifle Camshaft

Main Bearing Drilling (Gallery)

Oil Cooler
Connecting Rod Turbocharger Bypass Filter

Full Flow Filter

Scavenge Pump

Pressure Regulator

Piston Cooling
Pump

Oil Pump

Oil Pan

LUBRICATING CIRCUIT (Lubricating oil flow schematic)

DIFFERENT TYPES OF LUBRICATING SYSTEMS:-

1. Petroil system
2. Splash system
3. Pressure system
4. Semi pressure system
5. Dry sump system

1. Petroil System: In this system lubricating oil is mixed into the petrol, while filling in the
petrol tank. When the fuel goes into the crank chamber during the engine operation, the oil
particles go deep in to the bearing surfaces and lubricate them. The cylinder wall, piston rings,
piston pin and crankshaft are lubricated in the same way. This system is adapted in 2-stroke
petrol engine.
2. Splash System:
In this system oil is stored in a sump. A
scoop is made in the lowest part of the
connecting rod. When the engine runs the
scoop dips in the oil once in every
revolution of crankshaft and causes the
oil to splash on the cylinder walls. This
action effects the lubrication of cylinder
walls, piston rings, crankshaft, and big

4. Semi Pressure System: It is the combination of splash system and pressure system. Some
parts are lubricated by splash system and some parts are lubricated by pressure system.
5. Dry Sump System: In this system the oil is stored in a separate tank from where it is fed to
the engine. This system is used in aircrafts because its engine position keeps on changing.

3. Pressure Lubricating System:

In this system engine parts are lubricated under
pressure feed. Lube oil is stored in a sump. Oil
pump draws oil through a strainer and delivers it
to the main gallery through a filter at a pressure
of 1.0Kg/cm2 – 4.0 Kg/cm2. The oil from the
main gallery goes to the main bearings. After
lubricating them, some of the oil falls back to the
sump, some is splashed to lubricate cylinder
walls and the remaining goes through a drilled
hole to the crankpins. From crankpin it goes to
the piston pin through a hole in the connecting
rod web, where it lubricates the piston rings

A separate oil line goes from the oil gallery for lubrication of camshaft and
timing gears. The valve tappets are lubricated through a hole from the main gallery to the tappet
guide surfaces. An oil pressure gauge at the panel indicates the oil pressure in the system.
PARTS OF LUBRICATING SYSTEM
1. Oil Sump: Oil sump is the bottom most part of the crank chamber. It provides a covering for
the crankshaft and stores oil in it. It contains a drain plug at its bottom to drain out the oil.
2. Strainer: Oil strainer is simply a wire mesh screen. It is attached to the inlet of the oil pump.
The strainer retains dirt or grit in the oil.
3. Oil Pump: It supplies oil under pressure to the engine parts for lubrication. It is generally
located out side the crankcase. Different types of the oil pumps used for engine lubrication are as
follows: - 1. Gear pump 2. Plungers pump 3. Rotors pump 4. Vane pump.
Gear Pump: It consists of two meshed spur gears
enclosed in housing. There is very little clearance
between the gear teeth and housing. One gear is drive
gear getting power through its shaft from camshaft or
crankshaft. The other gear is free to revolve on its own
bearing. When the pump is in action, the oil enters
between the gear teeth from the inlet side, carried
around between the gears and pump housing and forced
out through the outlet side.
This type of pump is used almost universally due
to simplicity in construction. It can deliver oil at a
pressure about 1.0 – 4.0 Kg/cm2. A pressure relief
valve is also provided in many oil pumps to relieve the
excess pressure.

4. Oil Filter: Oil filter is used to filter out the dirt/grit particles from the engine oil. There are
two types of lube oil filters: i) Full flow type and ii) Super bypass type
5. Oil Cooler: Oil cooler is provided to cool the lube oil in heavy-duty engines, where oil
temperature becomes quite high. The viscosity of oil decreases with the temperature raise and oil
film may break at high temperature.

The oil may be cooled either by cold water or by air

stream. Water type oil cooler contains tubes in which
oil circulates. The water circulates out side the tubes in
the casing of the cooler. The heat of the oil is carried
away by the circulating water. In air type cooler there
are fins around the tubes to increase the cooling surface
area. Air stream passes around the tubes and takes away
the heat from the tubes and fins.
6. Oil Level Indicator: The level of the oil in the sump is checked by a dipstick. Before starting
the engine, oil level should be checked. The oil level should be between “H” and “L” mark of the
dipstick.
7. Oil Pressure Gauge: Oil pressure gauge indicates the oil pressure during engine operation.
Normally one electrical type oil pressure gauge is fitted on the driving panel and another
mechanical type oil pressure gauge is fitted near the engine at instrument panel.
8. Oil Pressure Indicating Light: There is an oil pressure indicating light (Red LED/ Yellow
LED) provided at the driving panel. This light glows when oil pressure becomes down from the
minimum setting. It gives warning about decreased oil pressure.
Oil Pressure Rating: -1. At idle speed: - Min. 1.5 kg/cm2 2. At rated speed: - Min 2.5 kg/cm2.
NECESSITY OF COOLING:-During combustion of air-fuel mixture, enormous amount of
heat is produced and the temperature of burning gases may be reached up to 2500˚c. The
temperature is so high that it will cause: - a) pre-ignition of the charge,
b) Break the lubricating film between the moving parts,
c) Weld the moving parts or
d) Any mechanical breakage of the engine parts.
So this temperature must be reduced to 200˚c -250˚c, at which the engine my work
efficiently. However, too much reduction in temperature will lower thermal efficiency of the
engine .Thus the purpose of the cooling system is to keep the engine at its most efficient
operating temperature at all engine speeds and driving conditions.
The cooling system is so designed that it prevents cooling until the engine
reaches to its normal operating temperature. When the engine warms up, the cooling system
begins to function. It cools rapidly when the engine is to hot, and it cools slowly or not at all
when the engine is cool or is warming up. Engines are designed to operate in a definite
temperature range which will ensure correct clearances between parts, promote vaporization of
the fuel, keep the oil at its best viscosity and prevent the condensation of harmful vapours.

DIFFERENT METHODS OF ENGINE COOLING:- The following methods are mainly

employed for engine cooling: 1. Air cooling 2. Water cooling
AIR COOLING SYSTEM (BF 12L 513C, SUN 6105 I, HA 694):- In this method, heat is
dissipated directly to the air after being conducted through the cylinder walls. Fins and flanges
on the outer surfaces of the cylinders and heads serve to increase the area exposed to the cooling
air, and so raise the rate of cooling.
Components: 1.Blower, 2. Fins & Flanges, 3. Cowling, 4. Top cover.
Advantages of air cooling:-
1. Lighter in weight due to absence of radiator, cooling jackets, and coolant.
2. No topping up the cooling system.
3. No leaks to guard against.
4. Antifreeze, corrosion resistance not required.
5. Engine warms up faster than the water –cooled engines.
6. Can be used in areas where there is scarcity of water.
Disadvantages: -
1. Less efficient cooling, because co-efficient of heat transfer for air is less than that of water.
2. Not easy to maintain even cooling all around the cylinder, distortion of the
cylinder may take place.
3. More noisy operation.
4. It can be used only where the cylinders are exposed to air stream
Cooling fins: The fins are usually made of about the
cylinder wall thickness at their routes, tampering down
to about one –half the root thickness. The length of
fins varies from one quarter to one third of the cylinder
diameter. The distance between the two fins centers is
about one-quarter
. to one third of their length. The total
length of finned cylinder barrel is from 1 to 1.5 times
the cylinder bore. Another experimental consideration
is to allow 1,400 to 2400 cm2 of cooling fins area per
horse-power.
SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
2. WATER COOLING SYSTEM (Cummins, MWM/Greaves): - In this method water is
circulated through water jackets around each of the combustion chambers, cylinders, valve seat
and valve stems. The circulating water, when passes through the engine jackets in the block and
cylinder head, takes heat of the combustion. When it passes through the radiator, it is cooled by
air drawn through the radiator by a fan and by air flow developed by the forward motion of the
vehicle. After passing through the radiator, the water again goes in the engine jackets. The
normal operating water temperature of the engine should be 71°c to 88°c, but the most suitable
temperature is assumed to be 82°c for water cooled engines.

Components of the water cooling

method: -
1. Radiator
2. Water Pump
3. Water Manifolds
4. Water jackets
5. Thermostat
6. Fan
7. Temperature indicator.
1. Radiator: -

Radiator is device to provide large amount of

cooling surface to the large amount of air, so that the
water circulating through it is cooled efficiently. It
consist of an upper tank and a lower tank and
between them a series of tubes. The upper tank is
connected to the water outlets from the engine jacket
by a hose pipe, and the lower tank is connected to
the jacket inlet through the water pump. Water
passes through the tubes. Fins are placed around the
tubes to improve heat transfer. Air passes around the
tubes, between the fins, absorbing heat from the
water. If any tube is clogged the cooling effect of the
Radiator is usually made of copper and brass because of their high heat conductivity. The
various sections of the radiator are almost completely joined together by soldering.
2. Thermostat: - Thermostat valve is used to regulate the circulation of water in system to
maintain the normal working temperature of the engine parts. The thermostat valve automatically
works in the cooling system. When the engine is started from cold, the thermostat valve prevents
the flow of water from engine to radiator, so that the engine readily reaches to its normal
working temperature. Generally it starts opening and allowing water to the radiator at 74 degree
centigrade and opens completely and allows whole water through the radiator at 85° centigrade.

Thermostat works on the principle- a heat unit operating a valve.

Wax- element thermostat: -
A copper cover is filled with wax and sealed. When temperature rises, the wax expands and
operates the valve. When temperature reduces wax contracts and spring closes the valve.

3. Water pump: - A pump is used to increase the velocity of the circulating water. An impeller
type pump is fitted between the cylinder block and radiator. Pump is driven by the engine by a
belt or gears. The impeller shaft is supported on one or more bearings. A seal prevents water
from leaking out around the bearings.

4. Fan: - A fan is mounted behind the radiator. It is either fitted on the water pump shaft or
separately driven by belts or hydraulic motors. The fan draws air through the radiator for
cooling.

5. Water jackets: - Water jackets are cast into the cylinder blocks and heads. Jackets are the
passages through which water circulates around the cylinders, valve ports and seats, combustion
chambers and any other hot parts that require cooling.

6. Temperature Gauge: - A temperature gauge is mounted on the instrument panel. There are
two types of temperature indicators:-
1. Mechanical type.
2. Electrical type.

Closed system: - The circulation of water is closed in the system under pressure. The boiling
point of the water is raised by keeping it under pressure. A relief valve is provided in radiator
filler cap to prevent excessive pressure causing leaks. A vacuum valve is also provided in the cap
to admit air when the pressure in the system falls below that of the atmosphere due to the
condensation of steam vapours on cooling.
The relief valve is generally set to open at pressure of 0.55 to 1.10
kg/cm2. A 1.10 kg/cm2 valve would provide a boiling point of about 125 degree Celsius. By
raising the boiling point of the coolant, the cooling capacity of the system is raised.

Corrosion inhibitor: - A corrosion inhibitor should be used in the cooling system to prevent the
formation of rust and scale. Nalcool-2000 (or MAXTHERM) is used in MWM (Greaves)
engines and coolant additive concentrate (CAC) is used in Cummins engines as a corrosion
inhibitor. The water and corrosion inhibitor ratio by volume is 30:1 for Nalcool-2000(or 20:1 for
MAXTHERM) and 15:1 for Coolant additive concentrate. Also premixed coolant is available for
top-up in Cummins engines.
As much as possible distilled water should be used for cooling. Clean tap-water also may be
used. But water from rivers, canals etc, which are mostly dirty, should not be used.

Draining cooling system: - A drain plug is provided at the bottom of the radiator and also a
drain plug is provided on the right side of the cylinder block. Remove the radiator cap to break
any vacuum that may have developed.

Note: - If the coolant is lost from the system and the engine becomes overheated, do not refill the
system immediately. Allow the engine to cool or refill slowly while the engine is running,
otherwise there is danger of cracking the cylinder block and head.

Troubles of cooling system: -

1. Loss of coolant due to leaks: - External leaks may be noted by inspection. Internal leaks are
caused by faulty head gasket, loose cylinder head, cracked head or engine block.
Internal leak will raise the lubricating oil level in the oil pan. It may also produce
clouds of white vapor in the exhaust gases.
2. Over heating:- It is caused by insufficient quantity of water in the cooling system, clogged
radiator and water passages, belt slippage, inoperative thermostat, late ignition timing, incorrect
valve timing, pre-ignition, too tight bearings, too low engine oil level, clogged exhaust system
etc.
3. Over cooling: - An engine running below the normal operating temperature range is called
over cooled. It is caused by a thermostat that opens too soon or remains open at al times.
The temperature gauge also may be faulty to give incorrect reading. If it is
faulty, it should be replaced.
4. Noises: - Noises in the cooling system may occur due to dry bearings, a loose pulley on the
pump or fan shaft, an impeller loose on the shaft or too much end play in the shaft.

DRAW BACKS OH OVER COOLING:-

1. Thermal efficiency is decreased because more heat losses through the cylinder walls.
2. Combustion efficiency is decreased due to poor vaporization of fuel which results in loss
of power and black smoke.
3. Mechanical efficiency is decreased because viscosity of lub. Oil increases and hence
more piston friction is encountered.
4. Engine runs noisy due to excess clearance between moving parts.
5. Lube oil is diluted because incomplete burnt fuel escapes through the cylinder walls to
the sump.
6. Sludge develops in sump.

Though more cooling improves volumetric efficiency, but the overall efficiency is
decreased.
For coolant to be used on Cummins Engines: pH value- 8.5 to 10.5

For coolant to be used on MWM Engines: pH value- 8.0 to 10.0

 Lesson-V: Maintenance Steps to improve Performance & Maintenance Schedules
of Cummins Engine

MAINTENANCE SCHEDULES OF CUMMINS ENGINE (KTA 1150-L AND NTA 855-L) AS

PER 09-3X CSM OF RDSO

SCHEDULE – I (TO BE DONE DAILY)

(i) Check the engine oil level for both engines and top up if required.
(ii) Check coolant level in radiator for both engines.
(iii) Check and prevent the water leaks, if any.
(iv) Check the air cleaner vacuum indicator for both engines. If indicator is red, the
outer filter is to be cleaned.
(v) Check the tension of V-belts and correct it, if required for both engines.
(vi) Drain the air tanks after the day’s work.
(vii) Drain the water separator before starting the engine.
(viii) Record the maximum engine temperature of the day’s work.
(ix) Clean the engine and premises.
(x) Check fuel level in Diesel tank.
(xi) Check oil pressure of both the engines on load after two hours working.
(xii) Check the oil leakage from fuel line.
(xiii) Check the oil pressure at idle RPM.

SCHEDULE – II (TO BE DONE AFTER 50 HOURS OF ENGINE RUNNING)

(i) Check the condition of V- belts.

(ii) Check the condition of brake shoes.
(iii) Check electrolyte level and Specific Gravity of batteries.
(iv) Clean the outer air filter element.
(v) Drain the water bowl of diesel tank.

SCHEDULE – III (TO BE DONE AFTER 100 HOURS OF ENGINE RUNNING)

(i) Check high water temperature safety device.

(ii) Check low lube oil pressure safety device.
(iii) Check the throttle control linkage
(iv) Examine the mounting bolts of the engine.

SCHEDULE-IV (TO BE DONE AFTER 200 HOURS OF ENGINE RUNNING)

(i) Change the engine oil.

(ii) Change lube oil filter element.
(iii) Change fuel filter element.
(iv) Lubricate the bearings of all the engine pulleys with grease.
(v) Change super lube. oil by-pass filter element.
(vi) Clean crank case breather.
(vii) Clean the mesh of radiator by pressurized air.
(viii) Replace the outer and inner engine air cleaner element.
Note: Item no. (i), (ii), (iii) and (v) will be done after 250 engine hours.
Item no. (viii) will be done after 500 engine hours.
SCHEDULE-V
(TO BE DONE AFTER 1000, 3000 and 5000 HOURS OF ENGINE RUNNING)

(i) Change worn out water hoses.

(ii) Overhaul the self starter.
(iii) Overhaul the alternators.
(iv) Overhaul the injectors.
(v) Overhaul the fuel injection pumps.
(vi) Replace the rocker cover gaskets.
(vii) Clean the engine radiator externally.
(viii) Clean the diesel tank.
(ix) Clean the cooling coil.
(x) Replace the batteries on condition basis.
(xi) Check the water pump pulley.
(xii) Check coolant for PH value.
(xiii) Change the filter cartridge of air dryer

SCHEDULE-VI (IOH)
(TO BE DONE AFTER 2000 and 4000 HOURS OF ENGINE RUNNING)

(i) Top overhauls the engines, if required.

(ii) Overhaul the air compressor.
(iii) Replace all the water hoses.
(iv) Overhaul the water separator and air oiler.
(v) Overhaul the air unloader.

SCHEDULE-VII (POH)
(TO BE DONE AFTER 8000-14000 HOURS OF ENGINE RUNNING)

(i) Overhaul or replace the engine.

(ii) Overhaul the radiator fan drive assembly.
(iii) Replace the engine mounting pads.
(iv) Check the engine damper for dynamic balance.
(v) Replace the water separator and air oiler.
(vi) Replace the air unloader.
(vii) Check and clean the cooling coil.
(viii) Test the air tank for rated air pressure

IMPORTANT
(i) Premixed CAC will be used for toping up the radiator.
(ii) API CF-4 15W40 lube oil to be used in engine.
(iii) Engine oil pressure should be minimum 1.5 kg/sq.cm at idle & 2.5 kg/sq.cm on load at
rated RPM after two hours working.
(iv) RPM of engine radiator fan should not be less than 1600 for proper cooling.
(v) Radiator may be replaced if it is blocked more than 20% during service or
badly leaking and not economical to repair.
(vi) Tension of V-belt will be checked at center of belt and it should not be more than 15mm.
Lesson-VI: Firing orders, VT diagram, Adjustment of Valve (Tappet) clearance &
Injection timing

FIRING ORDER: - The sequence in which the power impulses occur in an engine is called the
firing order. The firing order is selected as a part of the engine design to obtain the best engine
performance.

(A) CUMMINS ENGINES

Cylinders are counted from vibration damper side. Direction of Rotation (DIR) is
clockwise viewing from vibration damper side.
1. 6 Cylinder Engines

Viewing
Direction Firing Order:-

1 2 3 4 5 6 1 1-5–3–6–2–4
R.H
Rotation Vibration Damper Flywheel

2. 12 Cylinder Engines
Firing Order:-
Viewing 1L 2L 4L 6L 5L 3L
LB (LEFT BANK)
Direction
1 2 3 4 5 6
6R 5R 3R 1R 2R 4R
1 2 3 4 5 6
RH 1L - 6R – 2L – 5R – 4L – 3R –
Rotation RB (RIGHT BANK) 6L - 1R – 5L – 2R – 3L – 4R
Flywheel
Vibration
damper
(B) 12 CYLINDER DEUTZ ENGINE MODEL BF 12L 513 C (12 Cylinder Engines)

Cylinders are counted from flywheel side. Direction of Rotation (DIR) is anticlockwise
viewing from flywheel side.
ANTI CLOCKWISE Firing Order:-
BLOWER DIRECTION 1 5 3 6 2 4

12 11 10 9 8 7
8 10 7 11 9 12

6 5 4 3 2 1 1 - 8 - 5 - 10 - 3 - 7 –
6 - 11 - 2 - 9 – 4 - 12
VIBRATION FLYWHEEL
DAMPER
(C) MWM (GREAVES) ENGINE MODEL TBD 232/234 V 12 (12 Cylinder Engines)
Firing Order:-
B-BANK A1 A5 A3 A6 A2 A4
B6 B5 B4 B3 B2 B1

A6 A5 A4 A3 A2 A1 B2 B4 B1 B5 B3 B6
A1 – B2 – A5 – B4 – A3 – B1-
VIBRATION A-BANK
A6 – B5 – A2 – B3 – A4 – B6
DAMPER
 FLYWHEEL

THEORITICAL VALVE TIMING DIAGRAM

Inlet Valve Opens (IVO) - at TDC

Inlet Valve Closes (IVC) - at BDC
Fuel Injection Starts (FIS) - at TDC
Fuel Injection Closes (FIC) - Some Degree after TDC
Exhaust Valve Opens (IVO) - at BDC
Exhaust Valve Closes (EVC) - at TDC

ACTUAL VALVE TIMING DIAGRAM OF ASHOK LEYLAND

ALU – 680 ENGINES

Inlet Valve Opens (IVO) - 100 before BDC

Inlet Valve Closes (IVC) - 50 0 after BDC

Fuel Injection Starts (FIS) - 26 0 before TDC

Fuel Injection Closes (FIC) - At TDC

Exhaust Valve Opens (IVO) - 46 0 before BDC

Exhaust Valve Closes (EVC) - 14 0 after TDC

ACTUAL VALVE TIMING DIGRAM OF MWM

(GREAVES) ENGINE

Inlet Valve Opens (IVO) - 10 after TDC

Inlet Valve Closes (IVC) - 350 after BDC

Fuel Injection Closes (FIC) - At TDC

Exhaust Valve Opens (IVO) - 350 before BDC

Exhaust Valve Closes (EVC) - 10 before TDC

Adjustment of valve (Tappet) clearance

Valve Clearance:
The intentional gap in between the Rocker arm & valve stem (or cross head in case of Cummins
Engines) is known as valve clearance. It is provided to accommodate Expansion of valve due to
heating. Due to Less valve clearance valve remains always open on operating temperature which
results in power loss. Due to More valve clearance there is always gap on operating temperature
which results in improper valve opening and noisy operation. Hence its adjustment should not be
delayed.
Position for valve Clearance (Tappet) adjustment
When both the valves are fully closed then there will be maximum gap in between the valve stem
& Rocker Arm, at that time valve clearance is to be adjusted.

When the piston of any cylinder is at TDC or near TDC in compression stroke, at that time valve
clearance should be adjusted because at that time there will be maximum gap in between valve
stem & Rocker Arm.

We can identify the correct position of piston by the following method:

i) In case of engine fitted with Mico Bosch Fuel supply system.

(a) Remove Injector of cylinder no. (1) & insert a rod which will rest on the piston. Now
rotate the fly wheel in the direction of rotation. With the movement of fly wheel & the piston,
rod will also lift. There will be a point up to which the rod will lift & then it goes in down ward
direction. The point, at which it happens, is TDC. Now check whether it is TDC of compression
stroke or exhaust stroke. If it is at TDC of compression stroke then the rocker arm of inlet &
exhaust valve will not press the valve stem & both the rocker arm will be loose. If it is TDC of
exhaust stroke then both the rocker arm will be in contact with valve stems.
If piston is at TDC of exhaust stroke then rotate the fly wheel by one complete
revolution. Now it will reach at TDC of compression stroke.
(b) There is another method to identify the correct position of piston. Loosen the delivery
pipe of cylinder no. (1) from the fuel injection pumps and rotate the fly wheel in the direction of
rotation. When the piston of that cylinder is about to reach at TDC in compression stroke, the
fuel starts coming out from the delivery pipe. This is the correct position to adjust the valve
clearance because at that time both the valves are fully closed.

(ii) In case of engines fitted with Cummins P.T. fuel supply system such as NT-743 C, NTA-
855-L and KTA 1150-L engines, there are 3 push rods & 3 rocker arms for each cylinder, one
for inlet valves, one for exhaust valves & middle one for the operation of injectors. Just before
completing the compression stroke when cylinder is ready to receive the fuel, first of all the
middle rocker arm, which is provided for injector, starts lifting & then it comes downwards.
During the movement of this rocker arm, both the valve will be fully closed & there will be
maximum gap in between the rocker arm & cross head (valve clearance is the gap between the
rocker arm & cross head). At that time we can adjust the valve clearance.

In few engines there are marking on the fly wheel or drive pulley, according to which we can
adjust the valve clearance.
To adjust the valve clearances, after bringing the piston at correct position loosen the lock nut of
adjusting screw which is provided on the push rod.
Place filler gauge of sufficient thickness in the gap & adjust the adjusting screw by screw driver.
Now tighten the lock nut.
After adjusting the valve clearance of cylinder no. (1), rotate fly wheel in the direction of rotation
by 7200/n (n = No. of cylinders). If it is 6 cylinder engine then rotate by 7200/6 = 1200 in the
direction of rotation i.e. 1/3 rev. of crank shaft & get next cylinder, according to firing order,
ready to adjust the valve clearance.
In this way adjust valve clearance one by one of all cylinder according to firing order by rotating
the fly wheel by 1/3rd revolution.

Valve Clearance:

Inlet Valve Exhaust Valve

Cummins engines 0.014” 0.027”
MWM Engine 0.2 mm 0.2 mm
Deutz Engine BF 12L 513C 0.2 mm 0.3 mm
Kirloskar HA 694 0.15 mm 0.15 mm

ADJUSTMENT OF VALVE TAPPET CLEARANCE IN MWM 232 & 234 V-12

ENGINES:
FIRING ORDER OF MWM TBD-232 & 234, V-12 ENGINES:

A1, B2, A5, B4, A3, B1

A6, B5, A2, B3, A4, B6

Procedure – As per Operation & Maintenance Manual:

1. Remove rocker covers of all ‘A’ bank cylinders.

2. Check the condition of the rocker Lever adjusting screw threads and locknut threads. If
the threads are damaged, replace respective adjusting screw or locknut.
3. Rotate the crankshaft in direction of rotation i.e., anti-clockwise viewed from flywheel
side until intake valve of A1 cylinder is just closed. Mark the position and then rotate
the crankshaft further by 180 degrees which signifies No. A1 piston is approximately at
Top Dead Centre in compression stroke.
4. Set intake and exhaust valve clearance to 0.2mm (0.008”). Install rocker cover of A1 to
indicate the completion of tappet setting.

NOTE:
a) While adjusting the valve clearance the right hand rocker lever is exhaust and left side is
intake.
b) Rocker lever or valve which aligns with exhaust manifold exit is exhaust rocker lever or
exhaust valve and the remaining is intake valve.

Continue to rotate the crankshaft in D. O. R. i.e. anti-clockwise until intake valve of A2

cylinder is just closed. Further rotate the crankshaft by ½ turn (1800) and set valve clearance to
0.2mm (0.008”)

Follow the same procedure:

For A3, A4, A5 & A6.

Adjustment of injection timing

ADJUSTMENT OF INJECTION TIMING:-

(1) Place the pump on the foundation and tighten its foundation bolt by hand.
(2) Loose the bolts of pump coupling.
(3) Rotate the engine and bring the piston of one no. cylinder at T.D.C of compression
stroke. Generally one no. cylinder is nearest to radiator. At this time, check the T.D.C
mark on flywheel by inspection hole of flywheel housing.
(4) Rotate the engine a little in reverse direction and bring the ‘INJ’ mark on Flywheel in
coincidence with the pointer of inspection hole, so that the injection will start before
the T.D.C of piston.
(5) Open the inspection plate of fuel pump and rotate the pump in its direction of rotation
till the one no. plunger starts lifting.
(6) In this position tight the engine coupling with pump coupling.

Now rough timing has been set and for fine adjustment, do the following
works:-

(7) Remove delivery valve holder, delivery valve, spring peg seat and joint washer.
(8) Fit spill cut-off at the place of holder.
(9) Connect fuel inlet line with pump.
(10) Do hand priming and fill the fuel gallery of pump.
(11) When gallery becomes full, remove the air through vent screw till the clear diesel starts
coming.
(12) Bring the control lever or control rack in full position.
(13) Loose the fine adjustment bolt on pump coupling.
(14) Rotate the coupling by hand as much as its movement for fine adjustment. Stop rotating
when diesel stops coming out through spill pipe. Remember that plunger should be in
lifting position, not in down going position.
(15) Tight the fine adjustment bolt at this time.
(16) Unscrew the spill cut-off pipe and fit the delivery valve and its parts after cleaning in
diesel.
(17) Fit all injection pipes after cleaning.
(18) Tight the pump foundation completely and check the coupling bolt and adjusting bolt.
(19) Fit the inspection cover of pump.

(20) Fill lubricating oil in injection pump and governor as per manufacturer; oil is filled in
mechanical governor, not in pneumatic governor.
(21) Keep injector pipe loose at injectors and rotate the engine by self starter. When the
diesel starts coming through the pipes, then tight the pipes at injectors.
(22) Self start the engine and after warming up adjust idle speed by stop screw.
(23) Diesel should not leak through pipes, filters or bleeding screw.
Lesson-X:
TROUBLE SHOOTING OF CUMMINS ENGINE AS PER PLASSER MAKE WORSITE
TAMPERS (08-32) OF RDSO

S. Faults Probable Causes Remedial Actions

No.
1. Engine does 1. Emergency stop Emergency stop switch should be in release
not start switch is pressed. position.
2. No fuel in the tank. 2. Fill fuel in the tank and bleed air from
fuel system as given in following steps:
i) Loosen the bleed plug on the fuel filter and
operate the priming pump until the fuel emerges
free of bubbles. Tighten the bleed plug.
ii) Then loosen banjo plug on injection pump
and operate the priming pump until fuel emerges
free of bubbles. Tighten the banjo plug.
3. Shut down 3. Check the electrical supply at coil. if it is ok,
mechanism is stuck then lubricate the piston of shut down coil and
mechanism with lube oil and operate it
manually. If still not working, then coil may be
defective. Replace it.
4. Air in fuel system. 4. Bleed air from fuel system as explained in
item no. 2 above.
5. Governor is stuck. 5. Replace the complete fuel injection pump.
6. Misconnection of 6. Check starting switch and if any
starting switch. misconnection is noticed, rectify it.
7. Valve clearance is 7. Adjust the valve clearance as given in engine
not proper. manual.
8. Weak batteries. 8. Check electrolyte level in the batteries.
Terminals should be clean and the charging
system should be working. Over-aged batteries
should be replaced.
9. Injectors not 9. Remove defective injectors and get them
properly functioning. overhauled/calibrated or replace them with new
one.
10. Valves not 10. i) Check the valves spring and replace the
seating properly. broken spring if any.
ii) Lap the valves.
iii) Lap the valve seat, if required.
2. Engine 1. Coolant level too 1. Check coolant level and top up to the mark in
running too low. the filler neck.
hot. 2. Defective 2. Check thermostat as given in the
thermostat following steps:
i) Drain cooling water and catch it for reuse.
ii) Loosen hose clamps, pull back hoses and then
remove thermostat.
iii) Heat the water in container to approx. 85o C
and place thermostat in it. Maintain
temperature of water by agitating
3. Engine 2. Defective thermostat iv) By short-circuiting and radiator opening,
running too check whether the thermostat opens fully. If
hot. not, then install new thermostat.
3. Defective water pump. 3. Check/repair the water pump.
4. V-belt for water pump 4. Check the V-belt tension. To adjust, release
needs adjustment. the guide pulley and regulate tension in the
belt. Then tighten the guide pulley.
If required, replace the V-belt.
5. Oil cooler not working 5. Repair / replace the Oil Cooler.
properly.
6. Valve clearance is not 6. Adjust the valve clearance as explained in
proper. engine manual.
7. Air filter is choked. 7. Clean the air filter.
8. RPM of coolant fan is 8. Adjust the RPM of the motor to 1600. Check
too low. hydraulic system and change pump and motor if
necessary.
9. Water radiator choked. 9. Get the radiator cleaned.

10.Radiator cap missing or 10. Fit new cap.

worn out
11. Water hose too old. 11. Replace the water hose.
4. Engine 1. Dirty fuel filter. 1. Check fuel filters and if necessary Change it
misfiring filter.
2. No / less fuel in tank. 2. Fill fuel in the tank and follow steps as given
in s. no.1, item no.2.
3. Air in fuel system. 3. Bleed air from the fuel system as explained
in s. no.1, item no.2.
4. Defective Injector. 4. Remove the defective injector and get them
overhauled/calibrated/ replace with new one.
5. Valve clearance is not 5 Adjust valve clearances as given in engine
proper. manual
6. Fuel injection timing not 6. Adjust the timings.
proper.
Excessive 1. Engine oil level too 1. Check oil level. For this, draw dipstick and
5. engine high. clean with lint-free cloth. Return dipstick, wait
smoking. a little until the oil has wetted the dipstick. Then
remove the dipstick again and check oil level.
2. Defective injector 2. Follow the s.no.1, item no.9.
3. Valve clearance is not 3. Follow the s. no.1, item no.7.
proper.
4. Air in fuel system. 4. Follow the s.no.1, item no.2.
5. Clogged air cleaner. 5. Clean the element or change if required.
6. Excessive carbon on 6. De-carbonise the engine.
cylinder head and piston.
7. Engine overloaded. 7. Check and reduce the load.
6. Engine 1. No fuel. 1. Fill fuel in the tank and follow the steps as
stops given in s. no. 1, item no.2.
2. Air in the fuel system. 2. Bleed air from fuel system as explained in s.
no.1, item no.2.
3. Valve clearances are not 3. Adjust the valve clearances as explained in
 proper. s.no.1, item no.7 above.
4. Governor is stuck. 4. Replace complete fuel injection pump.
5. Overheating of engine5. Take remedial action as given in s.no.5
below.
6. Shut down circuit fails. 6. Check the electrical circuit and repair as
required.
7. Engine 1. Incorrect Injector 1. Remove the faulty injector and get it reset or
knocking setting. replace it with new one.
2. Mechanical damage to 2. Get the engine top overhauled.
piston/cylinder.
3. Valve clearance is not 3. Adjust the valve clearance as given in
proper. engine manual.
4. Fuel injection timing is 4. Correct the timings.
not proper.
8. Output of 1. Dirty fuel filters and 1. Check the fuel filters and if necessary change
the engine fuel line. it.
too low 2. Air in fuel system. 2. Bleed the air from system as explained in s.
no.1, item no.2.
3. Defective Injectors. 3. Remove the defective injectors and get them
overhauled or replace with new one.
4. Valve clearances are not 4. Adjust the valve clearances as given in
proper. engine manual.
5. Air filter choked. 5. Clean the air filter element or replace if
required.
6. Improper compression 6. Engine needs to be top overhauled.
7. Governor is stuck. 7. Replace the complete fuel injection pump.
9. Oil pressure 1. Dirty lube oil filter. 1. Replace the lube oil filter.
low. 2. Oil control valve not 2. Repair the control valve or replace it.
working.
3. Dirty oil cooler 3. Clean the oil cooler.
10 Oil film 1. Incorrect compression. 1. Engine needs to be top overhauled
. present in
crank case 2. Lube oil brands. 2. Use lube oil of proper brand and grade as
ventilation recommended by the OEM.
11 Engine 1. Air in fuel system 1. Bleed air from the system as explained in s.
. speed is no.1, item no.2.
irregular. 2. Governor is stuck. 2. Replace complete fuel injection pump.
12 Fuel 1. Use of incorrect lube oil 1. Use proper grade and quality lube oil.
. consumptio brand.
n too high. 2. Incorrect setting of 2. Overhaul/ Replace the defective injectors.
Injector.
3. Incorrect engine timing. 3.Get the engine timing reset.
4. Clogged air filter. 4. Clean the air filter.
5. Poor compression 5. Engine needs to be top overhauled.
13 Lube oil 1. Incorrect lube oil brand. 1. Use proper grade and quality lube oil as
. consumptio recommended by OEM.
n too high. 2. Poor compression 2. Engine needs to be top overhauled.
3. Oil filter dirty. 3. Replace the filter.
SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 44)
Lesson-X: Maintenance Steps. Session-45: Trouble shooting of Deutz and MWM Engine.
TROUBLE SHOOTING GUIDE OF BALLAST CLEANING MACHINE (RM-80)
ENGINE: DEUTZ - BF-12L 513C 453HP @ 2300 rpm

S. Faults Probable Causes Remedial Actions

No.
1. Engine 1. Emergency stop switch 1. Emergency stop switch should be in release
doesn't is depressed. position.
start. 2. No fuel in the tank. 2. Fill fuel in the tank and bleed air from fuel
system as explained below:
Loosen the Bleed Plug on the fuel filter and operate
the priming pump until the fuel is free from air
bubbles. Tighten the bleed plug.
Then loosen Banjo Plug on injection pump and operate
priming pump until fuel is free from air bubbles.
Tighten the Banjo Plug.
3. Shutdown mechanism 3. Check shut down mechanism
stuck. i) Release engine shutdown lever from stop position.
ii) Check electrical shutdown circuit for proper
functioning.

4. Air in fuel system. 4. Bleed air from fuel system as explained in s. no. 1,
item 2 above.4. Bleed air from fuel system as
explained in s. no. 1, item 2 above.
5. Governor is stuck. 5. Replace complete fuel injector pump.
6. Misconnection of 6. Check starting switch and if any misconnection is
starting switch. noticed, rectify it.
7. Faulty valve clearance Adjust the valve clearance following these steps:
i) Unscrew bolts and remove cylinder cover.
ii) Crank the engine until the inlet valve is closed, then
turn approximately half turn further.

iii) The feeler gauge of 0.20mm and 0.30mm should

pass between rocker lever and the cross head for the
exhaust and intake valve with suction consequently.
This will be done by loosen the lock-nut and readjust
by means of setting screw. Renew gasket sealing ring
of cylinder head cover.
iv) Tighten the lock-nut and readjust valve
clearances with the prescribed feeler gauge mentioned
in SL(iii)

8. Not de-clutched. 8. De-clutch where possible

9. Wrong SAE grade of 9. Replace by correct type of oil.
engine oil or poor quality
of oil.
10. Cable connection 10. Check the same.
starter circuit loose /
oxidized
2. Engine 11. Weak batteries. 11. Check electrolyte level in the batteries. Terminals
doesn't should be clean and the charging system should be
start. working. Over-aged batteries should be replaced.
12. Injectors not 12. Remove faulty injectors and get it
properly functioning. overhauled/calibrated or alternatively replace it with new
one.
13. Valves not 13. i) Check the valve springs and replace the broken
seating properly. spring if any.
ii) Lap the valves.
iii) Lap the valve seat, if required.
14. Too much fuel in 14. i) Clean fuel return pipe.
engine or flooded ii) If return pipe is already clean, calibration of fuel
engine. pump may be defective and should be got calibrated.
15. Starter defective 15. Check, rectify or replace.
or starter relay
defective or pinion
does not engage.
3. Engine 1. No fuel. 1. Fill fuel in the tank and follow steps same as 1(2).
stops 2. Air in the fuel 2. Bleed air from fuel system as explained in steps same as
suddenly system. 1(2).
during 3. Valve clearances 3. Adjust valve clearances as explained in 1.7.
run. are not proper.
4. Governor is stuck 4. Governor needs repairs/ overhauling in workshop.
up.
5. Overheating of 5. Take remedial action same as 1(5).
Engine
6. Fuel filter / fuel 6. Check / clean/replace as per need.
pre-filter
contaminated.
7. Shut down circuit 7. Check and repair the faulty circuit.
fails.
8. Lube oil pressure 8. i) Check lube oil pump.
too low. ii) V-Belt for lube oil pump may be broken. Change with
new one.
iii) Wrong grade of lube oil. Use proper grade of oil.
4. Engine 1. Dirty fuel filter. Check fuel filters and if necessary replace the same.
misfiring. 2. No / less fuel in 2. Fill fuel in the tank and follow steps same as 1(2).
tank.
3. Air in fuel system. 3. Bleed air from the system, same as 1(2).
4. Faulty 4. Remove the faulty injector and get it overhauled /
Injector/Injection line calibrated. Alternatively, replace the faulty injector with
leaky. new one.
5. Faulty valve 5. Adjust valve clearances
clearance.
6. Fuel injection 6. Correct the timings or call the service engineer.
timing improper.
5. Excessive 1. Restricted fuel 1. Check the fuel lines.
black lines.
smoke at
idle.
6. Excessive2. Plugging of 2. Injectors needs cleaning
black injector spray holes
smoke at 3. Cracked injector 3. Replace the broken one.
idle. body
4. Long idle period 4. Do not run the engine at idle speed for long period.
5. Gasket blow-by or 5. Replace the defective gasket
leakage
Broken or wrong 6. Use the piston rings of standard part no. from engine
piston rings manufacturer
7. Injectors needs 7. Get the engine calibrated through specified agency
calibrations
7 Excessive 1. Improper grade of 1. Use proper grade of fuel. It will be better if fuel is tested
white fuel. chemically
smoke at 2. Cracked injector 2. Replace the cracked one
idle body
3. Coolant 3. During winter season top up the radiator with boiled
temperature low water to keep the water temperature normal.
4. Long idle periods 4. Do not run the engine at idle speed for long periods.
5. In correct valve 5. Correct valve and injection timing
and injection timing
8. Excessive 1. Restricted air in 1. Clean the air filter or replace if required
smoke take
under load 2. Dirty turbo charger 2. Get it clean
3. Poor quality of fuel 3. Same as 5(1).
4. Restricted fuel 4.Check the fuel lines and clean it as per requirement
lines
5. Fuel pump 5.Get the fuel pump calibrated through specified agency
calibration in correct
6. Injector needs 6. Get the injector calibrated through the specified agency.
calibration
7. Engine due for 7. Get the engine overhaul through service engineer of
overhaul engine manufacturer.
9. Engine 1. Coolant level too 1. Check coolant level and top up with coolant up to the
running low. mark in the filler neck.
too hot. 2. Oil cooler/ cooling 2. Clean oil cooler/cooling fins.
fins soiled.
3. Air Blower 3. Check and replace.
defective.
4. Air Blower 4. Replace broken coupling/ bushes.
coupling broken.
5. Faulty valve 5. Adjust the valve clearance, same as 1 (7).
clearances
6. Atmospheric air 6. Check.
temperature rise/ hot
air circulation.
7. Oil level too low or 7. Keep the oil level within limits.
high.
8. Engine 8. Check and reduce loads.
overloaded.
10 Engine 9. Lube oil pressure 9. Engine has to be repaired at workshop.
. running too low.
 too hot. 10. Faulty fuel pump. 10. Repair the pump or replace as required.
11. Choking of 11. Clean the cylinder fins with water jet during monthly
corrugated fins of schedule and clean the engine externally daily before and
cylinder. after the block with compressed air jet.
11 Engine 1. Incorrect Injector 1. Remove the faulty injector and get it reset or
. knocking setting or defective alternatively replace it with new one.
injector
2. Mechanical 2. Call in the service engineer.
damage to piston
ring/liners.
3. Connecting rod 3. Replace connecting rod bearing.
bearing damaged
4. Injection line 4. Check the leakage.
leaky
5. Fuel filter / fuel 5. Check/clean/replace.
pre-filter
contaminated.
6. Incorrect tappet 6. Adjust tappet clearance.
clearance.
7. Faulty fuel pump. 7. Repair /Replace the pump.
12 Output of 1. Dirty fuel filters 1. Replace fuel filter and clean fuel line. Same as 3(1).
the engine and fuel line.
too low. 2. Air in fuel system. 2. Bleed air from system as explained, same as 1(2).
3. Faulty 3. Remove faulty injector/Fuel pump and get it overhauled
Injector/Fuel Pump. or alternatively replace it with new ones
4. Faulty valve 4. Adjust valve clearances same as Sl. No. 1(7).
clearances.
5. Air filter choked. 5. Clean/replace air filter element.
6. Leakage of 6. Engine needs repairs in work-shop.
compression
7. Governor sticking. 7. Governor needs repairs in workshop
13 Oil 1. Dirty lube oil 1. Replace the lube oil filter element.
pressure filter.
low. 2. Improper oil grade 2. Use proper grade of engine oil.
3. Oil control valve 3. Call the service engineer for repair of control valve.
not working.
4. Oil level too low 4. Fill the oil up-to the required level
5. Excessive 5. Check
inclination of engine
6. Dirty oil cooler. 6. Call in the service engineer for cleaning of the oil
cooler.
7. Excessive wear in 7. Engine needs to be overhauled in workshop.
connecting rod/ main
bearing.
8. Mixing of diesel 8. Call the service engineer of OEM.
or coolant in Engine
oil.
14 Oil film 1. Incorrect 1. Engine needs repairs at work-shop or call in the service
. present in compression. engineer.
crank case 2. Wrong grade of 2. Use lube oil of proper brand and grade as recommended
 ventilation lube oil. by the OEM.
.
15 Engine 1. Air in fuel system. 1. Bleed air from the system , same as sl.no.1 (2).
. speed is 2. Governor struck- 2. Call in the service engineer. Governor needs repairs.
irregular.up.
3. Incorrect firing 3. Adjust firing order (1,8,5,10,3,7,6,11,2,9,4,12).
order
4. Incorrect fuel 4. Get the fuel pump calibrated through specified agency.
pump calibration.
16 Fuel 1. Incorrect setting 1. Replace or overhaul faulty injector.
consumpti of Injector.
on too 2 Incorrect valve 2. Get the engine timing reset.
high. and injection timing
3. Clogged air filter. 3. Clean air filter.
4. Poor compression. 4. Call the service engineer. Engine needs repairs in
workshop.
5. Lube oil level too 5. Keep the oil level within limits.
high
17 Lube oil 1. Incorrect lube oil 1. Use proper grade and quality lube oil as recommended
. consumpti brand by OEM.
on too 2. Excessive 2. Check.
high. inclination of engine.
3. Oil level too high. 3. Keep the oil level within limits.
4.Oil leaking from 4. Overhaul the compressor
compressor.
5.Poor compression. 5. Replace compression rings or valve, valve seat or lap.
6. Broken or wrong 6. Engine is due for overhauling.
piston rings / piston /
liner.
18 Mixing of 1. Defective injector. 1. Replace the defective injector.
. diesel in 2. Long idle periods 2. Do not run the engine at idle speed for long periods.
oil. 3. Internal/external 3. Prevent the leakage
fuel leakage.

19.0 IMPORTANT: In case of engine failure during traffic block working

19.1 Machine Engine failed/cordon Since engine no. 1 failed, to reduce the time
stopped during shaft connecting engine and avoid process of connection and
working in no. 1 and gear box disconnection of pipes, the system is modified
block section/ failed/ Failure on main for speedy winding up.
engine no. 1 gear box no. 1 in block In this system arrangement has been made
failed section. to receive hydraulic pressure from external
source, so that various assemblies can be lifted
and locked in case of failure of both the
engines.
After locking up the various assemblies such
as chain trough, lifting unit etc, the machine
can be moved with only engine no. 2 working
and axle no. 3 & 4 powered. The electrical
circuit of axle 1 and 2 automatically gets
 disconnected. When engine no. 1 shut down
and separates isolation of these switches is not
necessary.
19.2 Machine Engine no. 2 failed / The winding of the machine can be done as
stopped during cordon shaft connecting usual because the hydraulic pump for these
working in engine and gearbox operations are run by the engine no. 1. After
traffic block / failed/failure of main winding up, the machine can run with axle no.
engine no. 2 of gearbox. 1 and 2 powered. Electrical isolation of axle
the machine no. 3 & 4 takes place when engine no. 2 is shut
failed. down.
19.3 Both engine no. It is not possible to start Immediately ask for assisting power.
1 and 2 failed either of the engine Separate backup system is not provided on this
in the block during traffic block / machine.
section. working. Normally these machines are followed by
tamping machines. In this case a separate
hydraulic pipe can be connected from the
tamping machine to the BCM as explained in
item 15.1 and winding up of the machine can
be carried out. For this purpose hydraulic pipe
SAE 100R2 size 5/8" of 30 meter long with end
fittings should be kept on the machine.
After winding up, the section can be cleared by
coupling to the tamping machine or by assisting
engine.

BCM other than Sl. No. 285 to 291 are

provided hand operated hydraulic system (back
up system) to wind up the machine.
TROUBLE SHOOTING MANUAL OF 09 –32 CONTINUOUS TAMPING
MACHINE ENGINE (MWM TBD 232 V 12)

S. Faults Probable Causes Remedial Actions

No
1. Engine does 1. Emergency stop Emergency stop switch should be in release
not start. switch is pressed. position.
2. No fuel in the 2. Fill fuel in the tank.Bleed air from fuel system
tank. in the following steps:
i) Loosen the bleed plug on the fuel filter and
operate the priming pump until the fuel emerges
free of bubbles. Tighten the bleed plug.
ii) Then loosen banjo plug on injection pump
and operate priming pump until fuel emerges free
of bubbles. Tighten the banjo plug.
3. Shut down 3. Check the electrical supply at coil if it is ok,
mechanism stuck then lubricate the piston of shut down coil
mechanism with lube oil and operate it manually.
If still not working, then coil may be defective.
Replace it with new one.
4. Air in fuel 4. Bleed air from fuel system as explained
system. in s.no.1,item 2 above.
5. Governor is 5. Call in the service engineer. Governor needs
stuck. repairs.
6. Misconnection of 6. Check starting switch and if any misconnection
starting switch. is noticed, rectify it.
7. Valve clearance To check valve clearances, follow these steps:
is not proper. Unscrew bolts and remove cylinder cover.
Crank engine until the inlet valve is closed. Then
turn approx. ½ turn further.
The feeler gauge should pass between the valve
cone end and the rocker lever with suction.
If the valve clearances need resetting, loosen the
lock nut and readjust by means of the set screw.
Tighten lock nut and recheck valve clearances.
Renew gasket, sealing ring and fit cylinder head
cover.
8. Weak batteries. 8. Check electrolyte level in the batteries.
Terminals should be clean and the charging
system should be working. Over-aged batteries
should be replaced
9. Injectors not 9. Remove Defective injectors and get it
properly overhauled/calibrated or alternatively replace it
functioning. with new one.

10. Valves not 10. i) Check the valves spring and replace the
seating properly. broken spring if any.
 ii) Lap the valves.
iii) Lap the valve seat, if required.
11. Too much fuel 11. Clean fuel return pipe.
in engine.
2. Engine 1. No fuel. 1. Fill fuel in the tank and follow steps as in s. no.
stops 1, item no.2.
2. Air in the fuel 2. Bleed air from fuel system as explained in s.
system. no.1, item no.2.
3. Valve clearances 3. Adjust valve clearances. See s.no.1, item no.7
is not proper. above.
4. Governor is 4. Call in, the service engineer. Governor needs
stuck. repairs.

5. Overheating of 5. Take remedial action as in s.no.5 below.

engine
6. Shut down 6. Recheck and repair the circuit.
circuit fails.
3. Engine 1. Dirty fuel filter. Check fuel filters and if necessary-
misfiring i) Change fuel filter.
ii) Change fuel filter elements.
iii) Clean the inlet filter.
2. No / less fuel in 2. Fill fuel in the tank and follow step in s. no.1,
tank. item no.2.
3. Air in fuel 3. Bleed air from the system. Same as s. no.1,
system. item no.2.
4. Defective 4. Remove the defective injector and get it
Injector. overhauled / calibrated/ replace with new one.
5. Valve clearance 5 Adjust valve clearances as in s. no.1, item no.7.
is not proper.
6. Fuel injection 6. Correct the timings or call the service engineer.
timing not proper.
4. Excessive 1. Engine oil level 1. Check oil level. For this purpose, draw dipstick
engine too high. and clean with lint-free cloth. Return dipstick,
smoking. wait a little until the oil has wetted the dipstick.
Then remove dipstick again and check oil level.
2. Defective 2. Same as s.no.1, item no.9.
injector
3. Valve clearance 3. Same as s. no.1, item no.7.
is not proper.
4. Air in fuel 4. Same as s. no.1, item no.2.
system.
5. Clogged air 5. Clean element and change oil.
cleaner.
6. Excessive carbon 6. De-carbonise the engine.
on cylinder head
and piston.
7. Engine 7. Check and reduce the load.
overloaded.
5. Engine 1. Coolant level too 1. Check coolant level and top up with coolant up
running too low. to the mark in the filler neck.
 hot. 2. Defective 2. Check thermostat as in the following steps:
thermostat i) Drain cooling water and catch it for reuse.
ii) Loosen hose clamps, pull back hoses and then
remove thermostat.
iii) Heat water in container to approx. 85o C and
place thermostat in it. Maintain temperature of
water by agitating.
iv) By short circuiting and radiator opening,
check whether the thermostat opens fully. If not,
call in the Service Engineer to fit new thermostat.
Or
Alternatively check temperature of coolant in
radiator for functioning of thermostat.
3. Defective water 3. Call in the service engineer to check/repair
pump. water pump.

4. V-belt for water 4. Remove V-belt guard and check V-belt

pump needs tension. To adjust, release take-up pulley mount
adjustment. or generator and regulate tension in the belt. Then
tighten the take-up pulley. If required, replace the
V-belt.
5. Oil cooler 5. Call service engineer for repair/ replacement of
properly not Oil Cooler.
working.
6. Valve clearance 6. Adjust valve clearance as explained in s. no.1,
is not proper. item no.7.
7. Air filter is 7. Clean air filter.
choked.
8. RPM of coolant 8. Adjust RPM of the motor to 1650. Check
fan is too low. hydraulic system and change pump and motor if
necessary.
9. Water radiator 9. Get the radiator cleaned in work-shop.
choked.
10.Radiator cap 10. Fit new cap.
missing or worn out
11. Water Hose too 11. Replace water hose.
old.
6. Engine 1. Incorrect 1. Remove the faulty injector and get it reset or
knocking Injector setting. replace it with new one.
2. Mechanical 2. Call in the service engineer.
damage to piston/
cylinder.
3. Valve clearance 3. Adjust valve clearances, as explained in s.
is not proper. no.1, item no.7.
4. Fuel injection 4. Same as s. no. 3, item 6.
timing not proper.
7. Output of 1. Dirty fuel filter 1. Clean fuel filter see s. no.3, item no.1.
the engine and fuel line.
too low 2. Air in fuel 2. Bleed air from system as explained in s. no.1,
system. item no.2.
 3. Defective 3. Remove defective injector and get it
Injector. overhauled or replace it with new one.
4. Valve clearances 4. Adjust valve clearances as explained in s. no.1,
are not proper. item no.7.
5. Air filter choked. 5. Clean air filter element and change oil.
6. Improper 6. Engine needs repairs in workshop.
compression
7. Governor is 7. Call in the service engineer. Governor needs
stuck. repairs.
8. Oil 1. Dirty lube oil 1. Replace the lube oil filter.
pressure filter.
low. 2. Oil control valve 2. Call the service engineer for repair of control
not working. valve.
3. Dirty oil cooler 3. Call in the service engineer for cleaning of the
oil cooler.
Oil film 1. Incorrect 1. Engine needs repairs in workshop.
9. present in compression.
crank case 2. Lube oil brands. 2. Use lube oil of proper brand and grade as
ventilation recommended by the OEM.
10. Engine 1. Air in fuel 1. Bleed air from the system as explained in s.
speed is system no.1, item no.2.
irregular. 2. Governor is 2. Call in the service engineer. Governor needs
stuck. repairs.
11. Fuel 1. Incorrect lube oil 1. Use proper grade and quality lube oil.
consumptio brand.
n too high. 2. Incorrect setting 2. Replace or overhaul Defective injector.
of Injector.
3 Incorrect engine 3. Get the engine timing reset.
timing.
4. Clogged air 4. Clean air filter.
filter.
5.Poor compression 5. Engine needs repairs in workshop.
12. Lube oil 1. Incorrect lube oil 1. Use proper grade and quality lube oil as
consumption brand. recommended by OEM.
too high. 2.Poor compression 2. Engine needs repair in workshop.
3. Oil filter dirty. 3. Replace the filter as explained in s.no.8 item
no.1.