HD-85 Compactor: E4.

286 TCI Engine System

CONTENTS PAGE

1. INTRODUCTION A-3
2. ASSEMBLING & DISMANTLING OF ENGINE
ROCKER COVER A-5
ROCKER ASSEMBLY A-5
TURBOCHARGER ASSEMBLY A-10
CYLINDER HEAD ASSEMBLY A-12
PISTON AND CONNECTING ROD ASSEMBLY A-20
CRANKSHAFT ASSEMBLY A-27
TIMING GEAR ASSEMBLY A-32
CYLINDER BLOCK A-40
3. LUBRICATION SYSTEM
INTRODUCTION A-41
SPECIFICATIONS A-43
4. COOLING SYSTEM
INTRODUCTION A-44
DISMANTLING A-44
ASSEMBLING A-46
THERMOSTAT A-47
RADIATOR A-47
SPECIFICATION A-48
5. FUEL INJECTION SYSTEM
INTRODUCTION A-49
FUEL INJECTION PUMP A-53
F.I.P. TIMING A-59
FUEL FEED PUMP A-61
ACCESSORIES A-62
GOVERNOR A-63
ADJUSTING & TESTING OF NOZZLE A-68

6. TROUBLE SHOOTING A-70

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HD-85 Compactor: E4.286 TCI Engine System

A. ENGINE SYSTEM

1. INTRODUCTION Valve guides are replaceable and valve seat

inserts are pressed into the valve port. These
The chapter describes the dismantling and valve seat inserts are also replaceable. Valve
assembling procedure of Farmtrac Tractor guides are provided with oil seals.
Engines.
The cylinder head assembly incorporates
The engine features a cross flow cylinder the valves, valve springs, spring seat,
head with inlet and exhaust manifold on spring retainers and collets.
opposite sides of the cylinder head. The re-
entrant type combustion chamber (Ref Fig. The crankshaft is supported in the cylinder
A1) is formed in the crown of piston. The block by the five main bearings. Thrust
piston has two compression and one rings provided on 5th main bearing cap and
conformable oil control ring, all located in cylinder block to control the crankshaft
above the piston pin boss. Side oil drain is end float.
also provided on all pistons for excess oil Single lip type seals are provided at front and
drainage. double lip at rear of crankshaft for oil sealing.

Fig. A1

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The piston connecting rods are of "I" section

with straight split type. (Ref. Fig. A2)

Fig. A2 Fig. A4
The lubrication of engine is maintained by Oil flows from the filter to main oil gallery, which
gear type oil pump, mounted at the first main runs along the length of the cylinder block.
bearing cap of engine block. The oil pump is
driven from the gear provided on crankshaft The main oil gallery supplies oil to the
and draws oil from the engine sump. crankshaft main bearings and to the
connecting rod bearings through drilled
holes in the crankshaft.
The main oil gallery also supplies oil to
camshaft bushes and from 1st camshaft
bush; oil goes to rocker shaft, and to rocker
arms. Excess oil flows down the push rods
before draining back to sump.
Timing gears are splash lubricated by
escaped oil from 1st main bearing to
intermediate gear bush.
Cylinder walls, pistons and pins are splash
Fig. A3 lubricated by connecting rods and rotating
A spring loaded relief valve in the pump crankshaft.
body limits the pressure in the system by
directing excess oil to the sump.
General Information on Engine
Replaceable element assembly is provided
as shown in Fig (A4)

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Specifications
Description Unit E4.286 TCI
Type Turbocharged
Bore mm 91
Stroke mm 110
Displacement CC 2860
Peak Torque Kgm/ERPM 285 Nm @ 1400erpm
Brake Horse Power Hp 74.5
Compression Ratio 17.5: 1 ± 5%
Firing Order 1-3-4-2
Idle Speed Rpm 700-800
Rated Speed Rpm 2200
Tappet Clearance (Cold) Inlet -mm 0.3
Exh-mm 0.4
Max. No. Load Speed ( rpm ) 2475-2525

AIR CLEANER
Type Dry Type
Pre-Cleaner Centrifugal type with
Transparent Dust collector
FUEL INJECTION SYSTEM
Fuel Injection Pump MICO Vertical in Line
Injector Type Single point clamp mounting
Nozzle Type P Type
Governor Type Mechanical
Nozzle opening pressure Bar 250 ± 8 Kg / cm2

Injection Timing Single Point Mounting Degree 12° ±1 BTDC

LUBRICATION
Type Full flow Forced feed and Splash
Pump Gear Type
Eng. Oil Sump Capacity Litres 11.5

Note: Specifications are subject to change without notice. Kindly update the s ame as and when the changes are notified.

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2. ASSEMBLING AND DISMAN- B. ROCKER ASSEMBLY

TLING OF ENGINE Removal and Fitting
A. ROCKER COVER 1. Unscrew the rocker shaft bracket nut.
Remove the assembly, and keep it
Removal and Fitting
properly. (ref fig. A7, A8)
1. Unscrew the cylinder head cover
mounting nuts. Disconnect breather
pipe. Remove the cover and check the
rubber gasket. (ref fig. A5)

Fig. A5 Fig. A7
2. Put the rubber gasket on the cylinder
head cover assembly and then place it
on the cylinder head, tighten the nuts
to specified torque (ref fig. A6)

Fig. A6

Fig. A8

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2. Remove the push rods and place

them in order as these are to be
placed in order in which they are
removed because of their wear
pattern. (ref fig. A9, A10)

Fig. A11
Dismantling and Assembling
1. Dismantle the rocker arm assembly
take out lock and remove the rocker
arms from the shaft. (ref fig.A12, A13)

Fig. A9

Fig. A12

Fig. A10
Place the push rods and fit the Rocker shaft
assembly aligning the push rods. Prior to Fig. A13
tightening the bracket nut, ensure that the cut
mark on the rocker shaft is at front bottom for
oil to reach to rocker arms. (ref fig. A11)

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2. Inspect the rocker arms for surface Check the shaft diameter with
step. If it has a light step or scoring it micrometer. Replace if worn out. (ref
can be ground on grinding stone. If fig. A17)
step is severe, the rocker must be
discarded. (ref fig. A14)

Fig. A17
Check the parent bore diameter of
bracket rocker shaft with the help of
Fig. A14 telescopic gauge and micrometer.
Inspection and Correction Replace the bracket if worn out. (ref
fig. A18)
1. Check the rocker arm bushes with
telescopic gauge and micrometer and
replace them with new one if worn
out.(ref fig. A15)

Fig. A18
Checking and Adjustments
Bring the 1st piston at TDC position in
compression stroke. Ensure that the
Fig. A15 locating pin from the rear side of Flywheel
housing goes inside the 2nd hole on the
2. Check the rocker shaft for seizure and flywheel. Adjust valve tappet clearance of
scoring marks. Place the rocker arm valve 1, 2, 4 and 5. (ref fig. A19) Take out
shaft on magnetic V-blocks and with pin and rotate the crankshaft one turn
a dial gauge measure the run out. If (360°) and bring the 1st piston at TDC in
the run out is observed, correct it with exhaust stroke. (ref fig. A19)
Hydraulic Bench Press and recheck
it. (ref fig. A16)

Fig. A16 Fig. A19

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nd
Ensure the locating pin goes in 2 hole of
the flywheel and then adjust valve tappet 3
and 6. (ref fig. A20)
Inlet: 1, 3 and 5, 7
Exhaust: 2, 4, 6 and 8

Valve Clearance (Cold):

Inlet : 0.3 mm Fig. A20
Exhaust: 0.4 mm

CAMSHAFT ROCKERARM
Engine Model E4.286 TCI HER
I

Rocker Shaft diameter (mm). 21.959-21.980

Rocker Arm Shaft Bracket diameter (ID) (mm). 22.000 - 22.033
Rocker Arm bush diameter. (ID) (mm). 21.6-21.7
Rocker Arm bush and shaft clearance. (mm). 0.259 - 0.38
Tappet clearance (mm) Inlet: 0.3
Exhaust: 0.4
Torque
Rocker arm Bracket Bolt (Kgm) 6.5
Tappet cover bolt (Kgm) 2.5

DRY AIR CLEANER

Servicing procedure
1. Unscrew Wing nut and remove gasket washer and service cover.
2. Remove Primary filter.
3. Use Clean cloth to wipe dust and debris from inside of the housing.
4. Inspect new primary filter for cuts, tear and for proper adhesion.
5. Check for proper seating of gasket with housing.
6. Place new primary filter in position and refasten with wing nut.
7. Refit cover and ensure dust collector is vertically downward then refasten gasket
washer and wing nut.
8. Reset service indicator manually.
9. Do not use any tool to fasten wing nut.(fasten with hand only).

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Warning: Air cleaner servicing should be done only when engine is not running.

Component Action When to service

Primary Filter Replace After 3 cleaning or 1 year which
ever is earlier.
Safety filter Replace After replacing primary filter 3
times.
Air Outlet pipe&hoses Replace if damaged At the time of primary filter
replacement.
Housing &mounting bracket Replace if damaged At the time of primary filter
replacement.
Dust Collector,Gasket,
and rubber parts Replace if damaged At the time of primary filter
replacement.
Service Indicator Check function Once in a year or at the time of
primary filter replacement

Air Cleaner
(Housing)

Safety Filter

Service Cover

Wing Nut

Hex Nut

Primary Filter

Gasket
Gasket Washer

Dust Collector

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C. TURBOCHARGER ASSEMBLY: some exhaust gases back to intake manifold.

A Turbocharger utilizes the exhaust gas A turbocharger is provided with twin filters as
energy to compress the fresh filtered air & a particle more than 30-40 micron can
that compressed air is then directed to the damage the turbocharger.
intake manifold of the engine. Compressed Due to compression the air temperature at
air means we are increasing the density of air intake manifold becomes high, which may
which we are sending into the combustion lead to pre-ignition of fuel. So to avoid this,
chamber which leads to higher power with an INTERCOOLER is provided between the
minimal increase in fuel delivery. So it is turbocharger and intake manifold to control
mainly used for 2 purposes: the air temperature at intake manifold.
1. to reduce the NOx emission,
2. to increase the power output.

Fig.A-22
Air Flow Diagram
Removal of Turbocharger from Engine:
1. The turbocharger need to be removed
Fig.A-21 before removing the exhaust manifold.
A turbocharger assembly consists of an 2. Remove EGR guard.
Impeller, compressor and a shaft 3. Unscrew the EGR pipe at EGR valve
connecting both. and exhaust manifold end.
The impeller takes the power from the 4. Keep EGR on a clean surface.
exhaust gases running out of engine
5. Remove the wire connecting ECU and
cylinder and passes it on to the
EGR valve.
compressor, through the shaft.
6. Remove two M8 bolts and take EGR
The compressor then compresses the air
valve out.
coming out of Air cleaner and sends it to
the intake manifold through Intercooler. 7. Unscrew two M4 bolts holding ECU on
ECU pad, remove it and keep in a
Along with this, a turbocharger assembly is
clean place.
provided with 2 oil Filters, Blow By Pipe,
EGR pipe and intercooler. 8. Remove intercooler pipe from
An EGR pipe is provided between Exhaust compressor end of TC and exhaust
connection at impeller end.
manifold and intake manifold. It is basically a
constant flow external EGR which works on 9. Unscrew TC from exhaust manifold.
the principle of the pressure difference of the Remove turbocharger and gasket.
exhaust side & the intake side. It helps in [Link] oil filters.
controlling the NOX emissions by sending

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It should spin freely, and it is normal to

feel some play on wheels.
6. Fit the turbocharger on manifold using the
gasket or joint ring, and then reconnect the
exhaust pipe. Tighten all nuts / bolts.
7. Install EGR pipe, EGR valve, ECU
and then EGR guard.

Fig.A-23 NOTE: EGR valve should be connected

with 12V battery supply.
Radial Movement: 0.058-0.096mm
Axial Clearance: 0.027-0.073mm 8. Oil feed and drain lines must be totally
clean and undamaged – oil flow must
Inspection: be unrestricted. Check that any flexible
There are two major things which should be hose liners have not collapsed.
checked to find out whether the
Turbocharger is in good condition or not. NOTE: Damaged oil return line can cause
restriction to oil flow & oil leakage from
1. Use Dial gauge for measuring the
turbocharger.
Radial Movement and Axial Clearance
of the turbocharger. 9. Check that oil feed line not too close to
source of heat.
NOTE: A turbocharger assembly is not to
be operated by the mechanic. It should be 10. Fit oil drain line. Refill the oil inlet hole
sent to Cummins Authorized Service with new clean engine oil and reconnect
Centre, in case any overhauling required. the oil feed line.
11. Fit air hoses and tighten.
It is recommended to clean Turbocharger
and Intercooler system every 2500 hrs for 12. Use new air, oil and fuel filters, refill
better performance, engine with new clean engine oil.
Installing the Turbocharger: 13. If possible prevent the engine from
firing and crank the engine for 10 -
1. Before installing the Turbocharger
15seconds to prime oil feed. Start the
make sure that all the parts are
engine and keep it on idle for 3 to 4
thoroughly cleaned.
minutes before increasing speed.
Like: All air hoses connected to the Check for oil and gas /air leaks.
turbo, air filter and housing etc.
2. Clean engine breather system and
check function.
3. Remove old gasket material from the
exhaust manifold and pipes. Faces
must be undamaged.
4. Remove plastic or foam blanking plugs
from the turbo before fitting.
5. Fill the oil inlet hole of the turbocharger
with new engine oil and spin the
compressor wheel by hand a few times. Fig.A-24

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14. Stop engine and recheck engine oil

level. The oil level should not be above
the point where oil returns from the
turbo to the engine.
D. CYLINDER HEAD ASSEMBLY
DISMANTLING
1. To remove the overflow pipe unscrew
the banjo bolts. (ref fig. A26, A27)

Fig. A28
3. Remove the injector one by one after
unscrewing the nut of clamp nozzle
holder from the stud. (ref fig. A29)

Fig. A26

Fig. A29
NOTE: "P" type injector has integral flange for mounting

Fig. A27
2. Loosen the nuts on the both ends of the
high-pressure pipes and remove all the
pipes from the injectors. (ref fig. A28)

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4. Remove the injectors, check the 6. Loosen the nuts of the intake manifold
washers and keep the injectors in and remove it from the cylinder head and
proper place (ref fig. A30) place it properly. Discard the loctite.

Fig. A32
7. Loosen bolts and remove the cylinder
head assembly and keep it properly.

Fig. A30

5. Loosen the bolts of EGR pipe(1) from

exhaust manifold (2) and intake manifold
(3)and remove it, remove turbocharger
(4)mounted on the exhaust manifold,
loosen the nuts of the exhaust manifold Fig. A33
and remove it and keep it properly. 8. Remove the cylinder head gasket and
discard the same. (ref fig. A34)

1
4

3
2

Fig. A34
Valves and Valve Springs
Fig. A31 With the help of valve spring pressing tool press
the spring and remove the collets. Remove
the tool and remove both outer and inner
springs with the retainer then remove the
valves and clean them. (Ref fig. A35)

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3. Check valve springs for cracks and

squareness. Place the spring against the
tri-square and pass the feeler gauge
through the gap. The maximum out of
squareness is 1.5mm (ref fig. A38)

Fig. A35
1. Check valve condition. Burnt, crack
and eroded valves must be discarded.
Slightly pitted valves can be reused.
Place them in order then check each
valve stem diameter with a
micrometer. (ref fig. A36)

Fig. A38
4. Check spring free length with a
vernier caliper.
5. Measure the spring tension with the
help of a spring tester. (ref fig. A39)

Fig. A36
2. The bore can be checked with a
telescopic gauge. Insert the gauge
inside and lock it then measure it with
micrometer. (ref fig. A37)

Fig. A39
Fig. A37

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6. Check valve seat and its angle. If

damaged the seats can be replaced
with new one and cut with a valve
seat cutter to the required angle.
7. Finish by lapping with fine emery paste.
Check valve leakage with kerosene or
petrol after lapping. (ref fig. A40, A41)

Fig. A43
Assembling
1. Fit a new valve guide in the cylinder
head with the help of SST No. E0200.
(ref fig. A44)

Fig. A40

Fig. A41 Fig. A44

2. With the help of SST No. EO 201A press
the valve guide seal on each guide.
(ref fig. A45, A46)

Fig. A42
Inspection and Correction
1. Check cylinder head flatness with
straight edge and feeler gauge on six Fig. A45
sides and two diagonals. NOTE: Lubricate the valve stems with oil
Maximum permissible out of flatness and then insert the same in each guide.
of cylinder head faces is 0.02mm, if Care should be taken that the seal lip does
excessive repair by refacing it. (ref fig. not get damaged while inserting the valves.
A43)

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Specifications

Fig.A46 Valve Assembly With 3 Lip Collet And Oil Seal

1. Valve, Exhaust; 2. Valve, Inlet; [Link], Valve Spring Lower; [Link], Valve Outer; [Link], Valve Spring; [Link], Valve
Spring Disc (Cotter); [Link], Valve Stem.

VALVE SPECIFICATION

Engine Model E4.286 TCI

Valve stem diameter (mm) Inlet: 7 – 7.97
7.95
Exhaust: 7.93 –7.95
Valve Head diameter (mm) Inlet: 39.30-39.50
39
Exhaust: 36.9-37.1
Clearance, valve stem to guide (mm) Inlet: 0.030-0.065
0.
Exhaust: 0.050-
0.0500.085
Valve guide inner diameter (finished) 8.000 – 8.015
Inlet Valve Opens BTDC (Deg) 8°
Inlet Valve Closes ABDC (Deg) 28°
Exhaust Valve Opens BBDC (Deg) 47°
Exhaust Valve Closes ATDC (Deg) 9°
Valve Springs
SPRING (OUTER) Free Length (mm) 67.3
Spring Primary Deflection (at 14.5 kg) (mm) 44.6
Spring test deflection (at 30.4 kg load) (mm) 34.44
Valve Seat
Valve face angle Inlet: °40’-45°00’
44
Exhaust: °40’-45°00’
44
Valve seat angle Inlet: °00’-45°15’
45
Exhaust: °00’-45°-15’
45
Valve seat run out in relation to valve
guide bore (TIR) (mm) Inlet: 0.03
Exhaust: 0.03
Valve protrusion from cylinder head
face (mm) Inlet: 0.3-0.70
Exhaust 0.3-0.71

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Fig. A50
2. Tappets should not have any surface
cracks, peeling or pits. Replace
tappets, which show excessive wear
ovality, taper or seizure marks.
Fig. A47
Remove minor surface damage by
1. Assemble the valve with inner and using oilstone.
outer springs retainer and collets with
Keep the tappets in sequence as they
the help of a spring pressing tool. (ref
were removed and return to the same
fig. A47, A48) Check valve face depth
bore because of their wear pattern.
and protrusion for cylinder head face
(ref fig. A51)
with a depth gauge.

Fig. A51
Check with micrometer the outer diameter of
the tappet. Check the tappet bore in cylinder
Fig. A48 block with Telescopic gauge and micrometer.

Fig. A49 Fig.A52

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3. Lubricate t h e tappets and fit them in

cylinder block tappet bore. Check free
fall and movement of tappet in the bore.

Fig. A55
Torque the cylinder head bolts up to the torque
of 14-15 kgm (in cold conditions) in two steps
1st Step 10-11 kgm
2nd Step 14-15 Kgm

Cylinder Head Bolt Torquing Sequence

Fig. A53
4. Check all push rods for straightness
11 7 3 1 5 9 13
on a surface plate with a feeler
gauge. Discard the bent push rod. 15
17

18 16

14 10 6 2 4 8 12

Fig. A56
6. Fit all the high-pressure pipes
connecting injectors and F.I pump and
clamp the pipes properly. Fit the over
Fig. A54 flow pipe on the injector with new
5. Place a cylinder head gasket and the copper washer and banjo blots.
cylinder head assembly on the cylinder
block. Tighten the bolts in sequence.
Fit all the injectors in cylinder head with
new copper washer and tighten the
clamp nut or the flange. Fit intake with
loctite and exhaust manifold with
gasket, and tighten the nuts to a
specified torque. (ref fig. A55)

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Specifications

Engine Model Unit E4.286 TCI

Cylinder Head Surface

Flatness on cylinder head bottom face. mm 0.2

Non-parallelism between top and bottom faces. mm 0.1
Tappets
Tappet outer diameter mm 15.966-15.984
Parent tappet bore in block mm 16.000-16.018
Permissible tappet wear (on dia) mm 0.15
Permissible tappet guiding portion Cylindricity mm 0.006
Push Rod
Push rod Stem diameter mm 8.4-8.5
Overall length of push rod mm 213.5-214.5
Straightness of stem mm 0.25
Tightening Torque
Cylinder head bolt Kgm 12.5-13.5
Bolt, Rocker arm bracket with cylinder head Kgm 6.5
Nut clamp nozzle holder Kgm 2.0-2.5
Exhaust manifold nut Kgm 4.5
Intake manifold nut Kgm 4.5

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E. PISTON & CONNECTING

ROD ASSEMBLY
REMOVAL & FITTING
1. Before removing the piston assembly,
remove the ridge formed due to wear at
the top of the cylinder bore with a ridge
cutter. This will help in easy removal of
pistons and will prevent damage to the
Fig. A59
piston rings. (Ref fig. A57)
3. Match the number punched on
connecting rod & the cap. Remove all
the pistons one by one and keep
them in a wooden box to prevent
damage. (Ref fig. A60)

Fig. A57
2. Now turn the engine so that the piston
you are working on is at the bottom of Fig. A60
its stroke. INSPECTION
Loosen the connecting rod bearing cap 1. Check the piston for external damage
bolt. Tap the cap with mallet and lift the and cracks. Hold the piston with
cap with the bearing shell. Turn the connecting rod in a vice with a soft
crankshaft until piston is at the top of its jaws. Remove the rings with ring
stroke. Now carefully push out the expander and clean the ring groove
connecting rod and piston assembly with ring groove cleaner. Do not use
from the cylinder block with the help of wire brush on the ring groove check
a hammer handle. (Ref fig. A58) the land clearance using a new ring
with the help of a feeler gauge. Discard
the piston if clearance is in excess.

Fig. A58
Fig. A61

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Fig. A62
Check the piston diameter at the piston
skirt with a micrometer. Discard the piston
if it is worn out. (Ref fig. A63)

Fig. A65
NOTE: Piston, Pin and Circlips are
serviced in sets only.
3. Check the connecting rod gudgeon
pin bush inside diameter with a
telescope gauge & micrometer.
Replace the bush if worn out.
Fig. A63
Check the piston boss inside diameter with
a telescope gauge & micrometer. Discard
the piston if it is worn out.

Fig. A64 Fig. A66

2. Check the gudgeon pin diameter in 4. Check the connecting rod alignment
the center with the help of a in the alignment gauge for bend and
micrometer. Replace it if worn out. twist. (Ref fig. A67)

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6. Aligned the arrow mark on the piston

crown with the escorts logo on the
connecting rod. Place the small end
inside piston and Align with its pin
boss. Insert the gudgeon pin in the
boss. (Ref fig. A69, A70)

Fig. A67 Fig. A69

5. Fit the big end bearing shells in the
connecting rod and torque the bolts to
specified torque. Hold the connecting
rod in the vice. Measure the bearing
inside diameter with the help of a bore
gauge. Discard the bearing if worn
out. Also, replace the bearings, which
have signs of scratches, cracks or
metal peeling. Replace the bearings
to next size as per the ground
crankshaft pins. (Ref fig. A68) Fig. A70
7. Insert circlip in the groove on both side
of the piston pin boss. Rotate the circlip
for ensuring proper seating in the
groove. Ensures that the opening of
the circlip is on the top or bottom side.

Fig. A71
Fig. A68

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8. Check the end float of the connecting

rod small end with respect to piston
boss. (Ref fig. A72)

Fig. A74
10. Hold the piston and connecting rod
assembly in a vice with a soft jaw.
(a)
Ensure the end gap of the Oil ring coil
expander is opposite to the oil ring Butt gap.
Fig. A72 After fitting the oil ring coil expander on the
third oil groove, with the help of a ring
expander fit the oil ring in the same groove.
NOTE: The side float of connecting rod is
checked between crankshaft & connecting
rod where Pre-h e at in g of piston is not
required for piston pin fitting.

Fig. A75
(b)
Fit the second compression ring, black in
colour. Take care that the 'TOP'mark is
Fig. A73 towards up. Reverse fitment of ring will
cause engine oil consumption. (Ref fig.76)
9. Before fitting the rings on the piston, check
the Butt gap taking care that a ring is
squarely placed while pushing it with a
piston. Check the Butt gap of each new
piston ring in the respective bores at
unworn area. Keep the rings with their
relevant pistons. (Ref fig. A74)

Fig. A76

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The top ring is a chrome-plated ring and is 12. Loosen and remove the connecting rod
to be fitted in the top groove only. Ensure bolt and the cap. Fit big end bearing
that the "Top" mark is towards up. shell in the connecting rod aligning the
Repeat the ring fitting procedure on the locating lug. (Ref fig. A79)
other remaining pistons.
11. Arrange the butt gap 180 degree apart so
that butt gaps of the rings are not in one
line. Ensure that the crimp on the ring
compressor is facing downwards, to
prevent it from going in the bore, tighten
the ring compression on to the piston to
squeeze the rings for easy fitment in the
cylinder bore. (Ref fig. A77) Fig. A79
13. Fit the three pulley bolts to rotate the
crankshaft and bring the big-end journal
at top dead center (TDC) position.
Lubricate the shell bearings and inside
of the cylinder liner with clean engine
oil. Place the piston assembly on the
cylinder bore. Taking care that dimple
on the connecting rod is facing towards
front of the Engine. Rotate the
crankshaft with handle and keep
pressing the piston with a wooden
Fig. A77 hammer handle until its reach at B.D.C
position.
Note: Butt gaps should not align with
gudgeon pin side. This will lead to oil
consumption and power loss.

Fig. A78 Fig. A80

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14. Ensure that the locating lugs on the 15. Check the piston protrusion above the
bearing shells are on the same side. Fit cylinder block surface by holding the
the connecting rod cap on the crank pin cyl. liner in its place; to take care of the
with the bolt. Tighten the bolt and movement of cyl. Liner. (Ref fig.A82)
torque to required specification. Repeat NOTE: Check protrusion of the piston top
this operation for other piston and with respect to cylinder block face at TDC
connecting rods. (Ref fig.A81)
position as per the following.
0.175-.0425 mm

Fig. A81

Fig. A82

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 Engine System

Specifications

PISTON
Engine Model Unit E4.286 TCI
Cylinder liner protrusion above cylinder block
face (at 100 kg. Load) mm 0.06-0.11
Piston protrusion above the cyln. block surface mm 0.325-0.575

Piston:

Piston diameter (std) mm 90.881-90.899

Piston pin diameter (std.) mm 27.994-28.000
Piston Pin Boss Gap. mm 25.5-26.5
Piston Combustion Chamber
Smaller Diameter/ Outer Dia mm 45+0.2
Bigger Diameter/ Inner Dia mm 40.7+0.2
Connecting Rod

Length Between Centres mm 191.975-192.025

Small End Bushing (ID) mm 28.020-28.033
Clearance between Bushing and Piston Pin mm 0.020-0.039
Maximum Wear Limit mm 0.1
Side Float Gms 0.2-0.45
Difference in weight between connecting rods
of one engine should not exceed Gms 15
Max. Twist (overall length of 100 mm) mm 0.05
Max. Bend (overall length of 100 mm) mm 0.05
Con. rod width (at big end) mm 34.65-34.75

Con. rod width (at small end) mm 22.80-23.00

Torque:

Bolt Crank pulley to crank shaft (kg.m) 4.0-4.5

Bolt Connecting rods (kg.m) 6.5-7.5

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Engine System

F. CRANKSHAFT ASSEMBLY 3. Loosen all the main bearing caps bolts.

Remove all the caps and lift the
DISMANTLING Crankshaft.
1. Prior to removal of the flywheel remove
the pilot bearing from the flywheel.

Fig. A85
4. Place the Main Bearing caps with
Fig. A83 bearing shells on the block. Re-
Now unlock the flywheel bolts, loosen them torque the cap bolts as specified.
and then remove the flywheel with a special Check main bearing inner diameter
service tool. with the help of a bore gauge in three
directions to ascertain the clearance
between main bearing & journals.
2. Unlock and loose the bolts of the Discard the worn out bearing shells.
flywheel housing and remove the
flywheel housing.

Fig. A84

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 Engine System

3. Fit bearing shell on main bearing and

lubricate the bearing. Ensure that the
locating lug on the bearing shells is on
the same side.

Fig. A86
ASSEMBLING
1. Place the main bearing shell on all four
bearing seats in the cylinder block. Fig. A89
Lubricate and place the crankshaft. In addition, fit thrust ring on both side of
fourth main bearing cap. Install the main
bearing caps, lubricate and tighten the bolts
to specified torque. (Ref fig.A90)

Fig. A87 Fig. A90

2. Insert the bottom half thrust ring in the Tighten the center bolts first and then side
groove & press the same in 4th bolt cross-wise. The crankshaft should
bearing seats. Rotate it with hand to rotate freely when rotated with hand.
ensure proper seating. The oil
grooves on the thrust ring should be 4. Check crankshaft end float with the
on crank side. (Ref fig.A88) help of magnetic stand and dial gauge
as shown in figure.A91

Fig. A88

Fig. A91

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Engine System

5. Fit the Oil Seal in the Flywheel housing.

Fig. A92
Fig. A93

6. Fit the gasket on the Flywheel housing 8. Apply the Loctite on the oil sump then
back face and mount the same on the fit the same on the engine block.
cylinder block. Torque all mounting (Loctite – 5060) D95010830
bolts to specified torque and lock them.
7. Fit the flywheel assembly on the
crankshaft and check the run out with the
help of dial gauge & magnetic stand.

Fig. A94

A–30
 Engine System

INSPECTION
1. Check the removed crankshaft for any
crack with the help of a magnifying
glass. Also, check for journal scoring
or for signs of overheating.
Mount the crankshaft on magnetic 'V'
blocks and measure the run out with a
dial gauge mounted on a stand. Gently
rotate the crankshaft and read the dial Fig. A97
gauge as the crankshaft is turned. (Ref
fig. A95)
NOTE: Maintenance of fillet radius is very
important. The steps formed after the
regrinding will lead to breakage of
crankshaft due to stress concentration.
Refit the main bearing caps with the bearing
shells & torque the bolts to specification.

Fig. A95
2. Measure all the bearing journals with
the help of a micrometer. Measure the
ovality and taper at two cross sections
in the perpendicular planes.
Regrind the journals in the course of
repair to the next under size. The
extent of regrinding depends on the Fig. A98
most worn journal. After regrinding the
journals, check the fillet radius with a
radius gauge. (Ref fig. A96)

Fig. A96

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Engine System

Specifications:

Crankshaft E4.286 TCI

Engine Model Unit
Main journal diameter Std mm 59.981-60.000
Big end journal Diameter Std mm 51.981-52.000
Main Thrust Journal Width mm 33.0-33.1
Main & Big end fillet radii mm 3.0-3.5
Max permissible taper ovality after wear mm 0.06
Main and Big end journal wear limits mm 0.15
Crank shaft end play mm 0.2-0.47
Max permissible crankshaft runout mm 0.04
Crank Shaft Throw mm 54.95+55.05
Rear Oil Seal Journal Diameter mm 99.988-99.983
Permissible cylindricity of 4 main journal 0.008
Main & Big End Bearing:
Main Bearing shell working ID mm 60.032-60.090
Main Bearing diameterical clearance mm 0.032-0.090
Big end bearing shell working ID mm 52.012-52.025
Big end bearing running clearance mm 0.046-0.103
Flywheel:
No. of Gear Teeth 126
Run out of clutch face mm 0.15
Ring gear run out mm 0.2
Torque:
Main bearing cap bolt torque Kg-m 22.0-24.0
Oil sump mounting bolt to timing gear cover Kg-m 2.5
Oil sump mounting bolt to cylinder Block Kg-m 4.5-5.5

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 Engine System

G. TIMING GEAR ASSEMBLY F.I. pump gear and then remove the gear.
DISMANTLING Check the gears for any damage and
replace if teeth found chipped or having
1. Unscrew all the three bolts and remove excess backlash.
the pulley.

Fig. A102
Fig. A99
5. Unlock the bolts and then loosen to
2. Unscrew the bolts and remove the remove the intermediate gear.
timing gear housing cover.

Fig. A100
3. Before removing the timing gears, check
the backlash between intermediate gear
to camshaft gear, to crankshaft gear
to F.I. Pump gear and Camshaft gear
to Hydraulic pump gear. ( Ref fig.101)
Fig. A103
Intermediate gear bolts
6. Align the thrust plate bolt head with
Cam gear hole and unscrew the bolts.
Remove the camshaft assembly with
gear by rotating and pulling it out from
the bore. Take care that the lobes of
camshaft are not damaged.
Fig. A101
4. Unscrew the three mounting bolts of the

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Engine System

Fig. A104
Fig. A108
7. Remove the four mounting bolts of
the F.I. pump assembly. Take out the ASSEMBLING
F.I. Pump assembly. 1. Apply sealant on timing gear housing
gear housing and then put gasket on it.
Place timing gear housing on the
cylinder block; position. Tighten the
timing gear housing with four bolts and
tab washers.
Torque the bolts to specified torque and
bend the tab washer to lock bolts head.
Fig. A105
8. Unlock the mounting bolts of the
timing gear housing.

Fig. A109
2. Place the thrust flange on the camshaft
Fig. A106 on the gear fitment end. Insert the
9. Remove the engine mounted Hydraulic woodruff key in its slot and press. Place
pump by first unscrewing the bolts of camshaft gear matching the key slot.
inlet & pressure pipes. Unscrew the
two mounting bolts of the Hydraulic
pump and remove the same.

Fig. A110
Fig. A107

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 Engine System

3. Press fit the gear on the camshaft

lubricated the camshaft journals and
the cam-bush inside the block. Insert
the camshaft in to the bore. Align the
thrust flange and then tighten the two
bolts and washers on the thrust flange
and torque the same. Camshaft
should rotate freely.

Fig. A113
6. Apply grease on the F.I pump mounting
face and put a gasket on it. Fit the pump
on the timing gear housing with 4 sets of
bolt, nut and washer and tighten them.
Fit FIP drive gear on the F.I pump hub
and match the 'O' mark on F.I pump
gear. Tighten the three bolts with
washers.
Fig. A111
4. Check camshaft end float with dial gauge.
It should be between 0.27-0.445 mm.
Tighten the tacho drive slotted bolt.

Fig. A114
7. Fit oil pump drive gear on the
crankshaft. Ensure that the projection
is towards crank gear side. Check the
backlash with the feeler gauge.
Fig. A112
5. Fit the intermediate gear on its shaft
matching the 'S' marks of camshaft gear
with intermediate gear and the
crankshaft gear with intermediate gear.
This will ensure the position of first
piston at T.D.C. Tighten thrust plate with
two bolts. Check the gear endplay, (0.2
mm) with the feeler gauge or a dial
gauge. Tighten bolt to the required
torque. Fig. A115

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Engine System

8. Fit the oil seal in the Front timing

cover. Apply the Loctite front cover
and assembly the housing with four
bolts and tighten it.
Loctite-5060(D95010830)

Fig. A116

INSPECTION
1. Check with micrometer the out side
diameter of the intermediate gear shaft
and then check bore with a telescope Fig. A118
gauge and micrometer. Replace the
intermediate gear bush for an over size
one when maximum permissible play
between bush and shaft is exceeded.
(Ref fig.A121,A122,A123).
.

Fig. A119
2. The removed camshaft should be,
placed on 2 v-blocks and with the help
Fig. A117 of a dial gauge and magnetic stand,
check the run out. if it exceeds the
specified limit replace it.( Ref fig.A120).

Fig. A120
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 Engine System

3. Check the camshaft lobes for any 4. Check the cam bush bore inside
damage, replace it if found necessary. diameter with the telescopic gauge &
Check the camshaft journal diameter micrometer. Replace the bush if worn
with a micrometer and record the out. (Ref fig. A122)
same. (Ref fig. A121)

Fig. A122
Fig. A121

A–37
Engine System

Specifications

Timing Gear Assembly

Intermediate gear to camshaft gear backlash mm 0.10-0.30
Intermediate gear to crankshaft gear backlash mm 0.10-0.30
Intermediate gears to [Link] gear backlash mm 0.10-0.30
Intermediate Gear Support shaft mm 37.950-37.975
Permissible Coaxiality of shaft 0.01
Idler gear bush inner diameter mm 38.000-38.025
Idler gear shaft clearance mm 0.025-0.075
Maximum permissible clearance(discard limit) mm 0.2
Intermediate Gear end play mm 0.2
Camshaft
Camshaft journal diameter mm 46.944- 46.960
Permissible journal wear mm 0.1
Permissible run out of central journals with
respect to the outer journals mm 0.05
Max. Cam height
Intake: mm 39.9846
Exhaust: 39.3152
Camshaft end float mm 0.070-0.195
Camshaft Key slot width mm 4.958-4.998
Cam bush inner diameter
(pre-finished in fitted condition) mm 47.034-47.117
Cam bush outer diameter mm 50.054-50.091
Parent cam bore (with out bush) mm 50.000-50.025
Cam bush journal running clearance mm 0.074-0.173
Max. permissible cylindricity of bush bore mm 0.006
Max. out of coaxiality of cam bush mm 0.02
Torque
Bolt Camshaft Kg-m 8-9
Bolt timing gear cover to [Link] Kg-m 2.5-3.0
Bolt timing gear housing to block Kg-m 2.5-3.0
Bolt Crank Pulley to crankshaft Kg-m 4.0-4.5

A–38
 Engine System

H. CYLINDER BLOCK 3. Thoroughly clean cylinder block &

INSPECTION measure the parallelism of cylinder block.

1. Clean the cylinder liner bore 4. Check the cylinder block surface for
thoroughly and check wear by means unevenness with the help of straight
edge and a feeler gauge.
of a bore gauge. Set the bore gauge
to zero and then measure the bore in Flatness of top surface should be
four places in two directions parallel checked four places and diagonally.
to the engine and crosswise. Record (Ref fig. A125)
the measurement on the Engine
inspection sheet.

Fig. A125
Fig. A123
2. If the cylinder liner bore is scored or
otherwise damaged and is worn
beyond permissible value, replace it
with new one.
Using special service tool [Link]-2500,
remove all the liners one by one.

Fig. A124

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Engine System

ASSEMBLING
1. Fit two silicon rings on cylinder liner.
Dip the rings in light soap solution
and fit the liner in to cylinder block.

Fig. A126
2. Check cylinder liner protrusion above
cylinder block face with the help of a
straight edge and feeler gauge. The
protrusion should be checked by
placing two-piston pin pressing the
flange of the liner at 100 kg load.
Alternatively it may be checked with a
dial gauge and a stand (Ref fig. A127)

Fig. A127

A–40
 Engine System

Specifications
CYLINDER BLOCK
Engine Model Unit E4.286 TCI
Flatness of cylinder block top surface mm 0.04
Flatness of cylinder block bottom surface mm 0.1
Flatness of Timing Gear Face – Front mm 0.05
Flatness of Bell housing face – Rear mm 0.05
Maximum permissible cylindricity of main
bearing shell parent bore mm 0.007
Maximum permissible out of coaxiality of main
bearing shell parent bore (w.r.t. central & extreme) mm 0.02
Maximum permissible cylindricity of tappet bore mm 0.006
Perpendicularity of tappet bore axis w.r.t.
cam bore axis mm 0.04/100
Maximum permissible cylindricity of cam
shaft bore mm 0.006
Maximum permissible out of coaxiality of cam
shaft parent bore in relation to main bearing
shell parent bore mm 0.05
Non-parallelism of cylinder block Top face
w.r.t. crank bore mm 0.05
Maximum permissible non-parallelism of
cylinder block side & gear side face of
flywheel housing(mm) mm 0.2
Cylinder Liner:
Cylinder liner material. Cast iron
Cylinder Liner Arrangement. In line
Taper of the Cyl. Bore (repair limit) mm 0.15
Taper of the Cylinder Bore (wear limit) mm 0.3
Cylinder liner Protrusion above Cylinder
Block face. (at 100 kg. Load) mm 0.06-0.11
Cylinder Bore Diameter (STD) mm 91.00 – 91.025
Maximum permissible cylindricity of liner
bore (On dia) mm 0.015
Piston cylinder working clearance mm 0.101-0.144
FIP Timing
Nozzle holder F002 c70 023(KBAL 80 P 143)
Nozzle (P Type) F002 C40 713 (DSLA 146 P 5509)
Opening pressure 250 – 258 bar

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Engine System

3. LUBRICATION SYSTEM by high-pressure oil fed by the pump. The oil

pump delivers to the main oil gallery through
A. INTRODUCTION
oil filter. After filtration, the oil from main
The purpose of lubrication is to reduce wear gallery goes to the main bearings and Big-
and friction between moving parts. The end bearings through the holes drilled in the
other functions of lubricating oil is: cylinder block and crankshaft. Some of the oil
1. To minimize wear and tear of moving parts. from the front main bearing goes to the timing
gears and camshaft bearings. Through the
2. To reduce the power loss due to friction. first camshaft journal it enters the rocker arm
3. To absorb heat from various moving shaft through a hole drilled in the cylinder
parts by acting as a cooling agent. block and lubricates the rocker arms. The
return oil flows back to the sump. The
4. To form a good seal between piston escaped oil from big end and main bearings
rings and cylinder walls. creates a splash with rotating crankshaft,
In this system the engine, parts are lubricated which lubricates the Liner, Piston and rings.

Rocker Assembly
Push Rod Push Rod Push Rod Push Rod
Tappet No. 1&2 Tappet No. 3&4 Tappet No. 5&6 Tappet No.7&8

No. 1 Camshaft No.2 Camshaft No.3 Camshaft No.4 Camshaft No.5 Camshaft
Bearing Bearing Bearing Bearing Bearing
FIP Live
Lubrication
Drain to the Drain the Drain to the Drain to the
sump sump sump sump
No. 1 Small No. 2 Small No. 3 Small No. 4 Small
Bore End Bore End Bore End Bore End Full flow
lub oil filter

Timing No. 1 No. 2 No. 3 No. 4

Gears Big End Big End Big End Big End

No. 1 Main No. 2 Main No. 3 Main No. 4 Main No.5 Main
Bearing Bearing Bearing Bearing Bearing

Lub Main Oil gallery

Relief Valve
Oil Pump

Sump Stainer
Unfiltered oil
Filtered oil
Returned oil

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 Engine System

GEAR OIL PUMP REPLACEMENT OF ELEMENT ASSEMBLY

The oil pumps fitted in the Engines are 1. Unscrew the mounting filter of the
gear type. (Ref. Fig. A133) The pump has post assembly. (Ref. Fig. A132)
a pair of gears and as the gears rotates the
space between the gear and casing is filled
with oil due to the suction.
As the gear moves further it carries the oil
and delivers it to the filter. This is a
continuous process.
To keep the oil pump from building up too
much pressure a relief valve is provided in
the pump. The valve is spring loaded plunger
type. When the pressure increases the
plunger is moved against the spring. It opens Fig. A132
a passage through which oil can flow back to 2. Hold the pot shell container with hand
the oil sump. (Ref. Fig. A130, A131). to avoid fall. (Ref. Fig.A133)

Fig. A129
Fig. A133
3. Remove the filter and Replaced with
new one.
4. Replace a new filter with sealing ring.
Fit the pot shell (container) and
tighten the filter as given the
specified torque. (Ref. Fig.A134)
Fig. A130
When Engine Speed is low

Fig. A131
When Engine Speed is High Fig. A134

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Engine System

B. SPECIFICATION
Engine Model Unit E4.286 TCI
Location of pump inlet With strainer in sump
Oil filter type Replaceable filter
Oil filter capacity (litre) 0.5
Oil pump delivery at 1420 – 1460 pump rpm
speed & at oil temperature of 70°C and
pressure of 2.9-3.1 kg/cm² 20 liters/min
Relief valve setting (kg/cm²) 4.2-4.9
Lubricating oil pressure at rated speed (Kg/cm²) 4—5
Oil sump capacity (litres) 11
Backlash between drive & driven gear (m.m) 0.03-0.150
Radial clearance between gears & pump body (m.m) 0.18-0.026
End Float of Gears (m.m) 0.15-0.28
Torque
Bolt oil pump to block (kg-m) 4.5-5.2
Bolt oil pump to main bearing cap (kg-m)
Bolt oil Filter body to block (kg-m) 2.3-2.5

Oil Recommendations
[Link]. Item Oil Specification
1. Engine 15W40 CI 4+

A–44
 Engine System

4. COOLING SYSTEM B. DISMANTLING OF WATER

A. INTRODUCTION PUMP (Ref. Fig. 139)

The satisfactory performance of the engine is 1. Pass a screwdriver through the pulley
controlled to the great extent by the proper loosen the pulley shaft nut and bolts of
operation of the cooling system. Therefore, the pulley. (Ref. Fig. A136).
the importance of giving due attention to the
recommended periodical maintenance of the
cooling system cannot be over emphasized.
The leading elements of the cooling system
for engine include:
1. Water pump assembly with fan and
drive pulley.
2. Thermostat.
3. Radiator with pressurized cap.
The engine employs the centrifugal water
pump mounted on the front side of the
cylinder block Fig. A136
Dismantling 2. Loosen the mounting bolts of water
pump and remove the pump assembly.
The dismantling involves the following
Hold it in a bench vice.
operation:
3. Pass a screwdriver through the pulley to
After removal of radiator assembly, unscrew
hold it. With the help of SST No. EF0300
the 4 mounting bolts of the fan. To hold the
remove the pulley (Ref. Fig. A137)
pulley pass a screwdriver through the pulley.
Loosen the nut from the shaft and with the
help of SST No EF-0300 remove the water
pump pulley, (Ref. Fig. A135). unscrew the
mounting bolts of the pump assembly and
remove it.

Fig. A137

Fig. A135

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Engine System

Fig.A138
4. Place the water pump assembly on the
arbor press and press the integral shaft
bearing with seal out. (Ref. Fig. 142).

Fig. A139. Water Pump Exploded View

1. GASKET WATER PUMP 7 PULLEY WATER PUMP
2. PUMP ASSEMBLY WATER 3 8 BOLT
CLAMP HOSE WORM DRIVE 10 FAN ASSEMBLY
4 CAP WATER PUMP ASSEMBLY 11 SPACER CRANK PULLEY
5 WASHER 12 SPACER FAN
6 BOLT

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 Engine System

C. ASSEMBLING

1. Water pump shaft & bearing is one piece

and is prepacked with grease. Slip the
seal assembly on the shaft. (Ref. Fig.
A140,141)

Fig. A-140
Fig. A-142

3. Put the impeller on the shaft press. After

fitting the impeller it should flush with the
housing. (Ref fig. A143.)

Fig. A-141

2. Place the water pump housing on an

arbor press and slowly press the shaft
and bearing assembly. Taking care that
the shaft goes straight inside the bearing
bore and seal sits on the face of the
bore. (Ref fig.A142)

Fig. A-143

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Engine System

Dimensions mm
S. No. Specification Recommen
Rated Permissible
1. Roller berring axial plays. - 0.25 Replace bearing.
2. 6303z berring seat wear. Dia. 47-0.025 Dia. 47-0.1 Replace pu mp housing.
3. 6302z berring seat wear. Dia. 40-0.025 Dia. 40-0.1 Replace pu mp housing.
4. Hub key assembly wears. - 0.5 each side Replace hub.

A–48
D. THERMOSTAT
The function of thermostat is to maintain optimum working temperature of water inside
engine cooling jackets while engine is running.
The thermostat should be cleaned with 5- 10% caustic soda solution in water to
remove scales. Check the thermostat for its performance after cleaning, by immersing the
unit in a vessel containing hot water. Valve opening begins at the temperature of 77° to
83°C. complete valve opens at 90°C; complete valve opening lift amounts to 9 mm. If the
unit does not meet the above requirements, replace the unit. Also replace the rubber
seal underneath the thermostat cover every time while replacing the unit in the system.

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Engine System

5. FUEL INJECTION SYSTEM After filtration, the fuel is fed to the fuel
A. INTRODUCTION gallery of the fuel injection pump. A relief
The fuel system consists of the following valve is mounted on the primary filter of the
assemblies: dual fuel filter. It maintains the low pressure
in the fuel filters and the excessive fuel is fed
1. Fuel tank back to the fuel tank. Four separate high-
2. Fuel cock pressure pipes, feed the fuel under high
3. Preliminary filter pressure to the injectors mounted on the
4. Manifold pressure compressor(LDA) cylinder head. A common leak off pipe fitted
5. Solenoid to the injectors, returns the leak-off fuel to the
6. Dual fuel filter fuel tank through overflow pipe connected in
7. Fuel injection pump fuel tank and dual fuel filter relief valve.
8. Fuel injection nozzles
In this system the fuel from fuel tank is
sucked by the fuel feed pump through pre-
filter and delivered to the dual fuel filter
under pressure.

Fig.A 25

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 Engine System

FUEL TANK: SOLENOID

It is a pressed steel tank of 60 liters A 12V operated solenoid is provided on FIP
capacity and is situated in between the & the supply should always be provided to
steering and the engine in such a manner solenoid before setting the injection timing
that it is not necessary to remove it while of the pump.
effecting repairs or adjustments on the DUAL FUEL FILTERS:
engine. It is designed to ensure that there is
a constant level of fuel even when the To prevent harmful abrasive particles finding
tractor is tilted or when fuel level is low. their way into vital working parts of the
injection pump and the injectors and causing
FUEL COCK:
excessive wear, dual fuel filter assembly. Is
The fuel cock is secured to the tank by means incorporated in the fuel system.
of union nut. Screws type valve and seal The dual fuel filter consists of two bowls each
assembly is provided to have two positions, containing a filter element. The Felt-filter
'off' and 'on'. The fuel is allowed to flow while
insert element is used as the primary stage
the valve is screwed out and vice a versa. A filter and the Micro (paper) filter insert element
filter strainer is provided at its inlet side, which is used as the final stage filter. (The arrow on
always remains inside the fuel tank and acts the filter cover indicates the direction of flow.)
as a primary filter of fuel feed pump's pre- Or sometimes paper filter element can also
filter. be used for both the stages.
Remove the fuel cock and blow with Fuel delivered under pressure (1.5 kg/cm2)
compressed air in reverse flow direction to by the fuel feed pump, passes through the
clean it. Replace after cleaning and primary filter element and flows to the
checking for any leakage. secondary filter and the fuel coming out of
secondary filter is thus relieved of all
abrasive particles before flowing into the
injection pump for delivery to the cylinders
through injectors.

Fig.A 146
NOTE: The sealing ring should be replaced properly
between housing cover and housing. Check for any
leakage between the cover and the housing

LDA
When the engine operates with less than
maximum air, fuel delivery must be adjusted
adjusted accordingly. It is the function of LDA
to reduce fuel delivery when manifold
pressure falls below a predetermined value.

A–51
Fig.A 147
Engine System

MAINTENANCE OF DUAL FILTERS:

The primary stage filter element should be
changed after 600 hours, and secondary
stage filter element should be changed after
900 hours, or earlier as per the operating
conditions and fuel contamination level.
The primary-filter insert element and
secondary filter insert element should not
be cleaned, as these are throwaway
elements. After the recommended time
replace with genuine filter inserts. Fig.A 149
3. Loosen the center bolt and remove
the filter bowl (primary / secondary
filter) (Ref. Fig.A150,A151)

Fig.A 148 Fig.A 150

Do Not Replace Both The Inserts At the Same Time.

To change fuel filter element in tractors

proceed as follows: -
1. Close the fuel cock by turning it in a
clockwise direction.
2. Clean the filter assembly with clean
piece of cloth.

Fig.A 151

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 Engine System

4. Remove the filter element (primary or plunger is normally screwed down. To

secondary filter) from the bowl and operate the primer, unscrew the primer
discard it. Clean the bowl with clean cap. Loosen the bleed screw on the
fuel oil. (Ref. Fig.A152) primary filter and move the plunger up
and down until fuel free of air bubbles is
discharged from the bleed screw hole.
Tighten the bleed screw.

Fig.A 153
2. Repeat the procedure on the secondary
Fig.A 152 filter, then tighten the bleed screw.
5. Clean the filter bowl with diesel or petrol.
6. Install new element with sealing ring
and reassemble them in the reverse
order of removal.
7. Tighten the center bolt to torque of 2
Kgm. DO NOT OVERTIGHTEN.
8. Push the primer plunger down and
turn the cap clockwise to secure it in
the normal operating position.
Fig.A 154
9. Wipe the fuel bowls and other areas dry.
3. Push the primer plunger down and
10. Start the engine and check to ensure turn the cap clockwise to secure it in
that there is no fuel leaks. the normal operating position.
Prime the system and bleed the filters. 4. Wipe the fuel bowls and other areas dry.
Open the fuel cock by turning it anti 5. Start the engine and check to ensure
clockwise direction. that there are no fuel leaks.
1. The injection pump has a built in hand
primer in the form of a plunger. The

Note: Single fuel filter has implemented as of now in all FT model.

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Engine System

B. FUEL INJECTION PUMP CONSTRUCTION:

PE and PES in-line injection pumps have In the in-line injection pumps the camshaft
one element assembly for each engine is assembled in an aluminum housing. It is
cylinder. Each element consists of a plunger connected to the driving device of the
and a barrel. The fuel delivery to the engine engine either directly or through a coupling
cylinder is timed by the camshaft. The fuel or a timing device. Above the cam of the
injection equipment comprises the following: camshaft is the roller tappet with spring
• Injection pump for developing the seat. The spring seat provides a non-
injection pressure positive connection between the pump
plunger and the roller tappet. The pump
• Governor for governing the engine plunger and barrel form an assembly
speed called element. In the barrel there are one
• Feed pump for supplying the fuel from or two inlet ports, which are connected to
the fuel tank to the suction gallery of the pump gallery. Above the element, is
fuel injection pump through fuel filter the delivery valve holder with delivery
valve. In order to regulate the fuel delivery,
• Fuel filter to trap the impurities the pump plunger has a positive contact
contained in the fuel with control sleeve. The control sleeve has
Nozzle holder and nozzle to inject the fuel a gear segment which en-gages with the
into the combustion chamber. control rack. In this way, the pump plunger
PE(S)- TYPE FUEL INJECTION PUMP is turned by the control rack thus regulating
the fuel delivery from ‘stop’ to ‘maximum’.
INJECTION PUMP DRIVE:
OPERATION:
The pump plungers of PE in-line injection
pumps are driven by the pumps own In the injection pump the rotational movement
camshaft (‘E’ represents “built-in camshaft”). of the camshaft is converted into reciprocating
movement by the roller tappet. The roller of the
The camshaft of the fuel injection pump is roller tappet rotates on a defined path of the
driven by the diesel engine. In 2-stroke cam as a result of which the roller tappet gives
engines the speed of the pump corresponds to reciprocating movement to the plunger. The
the speed of the engine crankshaft. In 4-stroke movement to TDC (Top Dead Center) is given
engines the speed of the pump is half the by the cam while the plunger returns spring
speed of the crankshaft. The pump camshaft provides the movement of plunger/roller tappet
and the driving device of the engine must be to BDC (Bottom Dead Center). This spring also
connected by means of torsion-proof coupling ensures that the roller tappet does not lift-off
in order to synchronise the injection of fuel with the cam as a result of high acceleration. The
the position of the crankshaft. The type of angular displacement of the cams is such that
driving arrangement used depends upon the the injection sequence corresponds to the
design of the engine. firing order of the engine.

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 Engine System

Fig.A155 Fig.A156
Cam Profiles: In order to obtain a short duration of injection,
use is made only of the center part of the cam
Apart from driving the pump plunger, the
where the rate of rise is high. Injection is over
profile of the cam also influences the duration
before the rate of rise has reached its
of injection, the pump delivery and the rate of
maximum. This is necessary so that the
delivery. The decisive criteria of the pump
surface pressure between roller tappet and
cam are cam lift and rate of rise (equal to the
cam does not exceed a defined value. For this
plunger velocity) in relation to the cam angle.
reason, a safety margin of 0.3 mm is provided
Fig. shows the plunger lift and plunger
during injection. This limits the material
velocity as a function of the cam angle.
loading to the allowed value. For practical
Cam shapes applications there are various cam profiles.
a. Symmetrical cam shape This is necessary since different shapes of
combustion chambers and combustion
b. Asymmetrical cam shape processes call for specific conditions of
c. Non-reversible cam shape injection. For this reason, the injection process
is specially adapted to the respective engine
Plunger Travel
type. Starting with standard cam shapes it is
Plunger Velocity possible to calculate modified versions for
1. Transition point to small cam radius optimizing the injection characteristics and
pressure loading. Thus, any cam-shaft can be
2. Maximum end of delivery provided with the appropriate shape ofcam.
Symmetrical "a",Asymmetrical"b"

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Engine System

and non-reversible "c" cam shapes are

generally made use of. Non-reversible
means that the engine cannot be started in
the opposite direction of rotation. The
profile of the cam used depends on the
type of pump, the design of the engine and
its area of application.
Pump Element (plunger and assembly):
Each element consists of a plunger and
barrel. The plunger is fitted into the barrel so
perfectly (clearance of a few microns) that it
seals even at very high pressure and low
speeds. No additional sealing is required for
Fig.A158
this purpose. Slight leakages through the
plunger are required for lubrication purposes. Single Port element
The plunger is provided with a vertical Due to the precise matching of plunger and
groove as well as a helical cut. The edge barrel it is important that only complete
formed on the upper section of the plunger element to be replaced and not just the
is known as the 'helix' plunger or the barrel only.
The fuel delivery of injection pumps is a
dynamic process. It consists of several
stroke phases. The pressure required for
injection is produced by the injection pump.
With the plunger at bottom dead center
(BDC) the inlet ports are left open by the
pump plunger. The fuel, which is under the
pressure generated by the feed pump,
flows from the suction gallery through the
inlet ports into the high-pressure chamber.
As the plunger moves up in the barrel, the
Fig.A157 plunger closes the inlet ports. This phase of
Double Port Element the plunger stroke is termed as 'prestroke'.
During the prestroke, hydraulic pre-delivery
The barrel is provided with two radial ports and post-delivery effects are generated
opposite to each other through which the caused by the flow properties of the fuel. In
fuel flows from the suction gallery to the the further course of the plunger stroke the
pressure chamber intake and spill port) fuel is slightly compressed, i.e., due to its
and through which it returns when the elasticity characteristics the fuel is not
delivery ceases due to port opening. incompressible. This delivery phase
However, there are also "single port following the prestroke is known as the
elements". The barrel has only one lateral retraction stroke. After the retraction stroke
port (spill port). The plunger has an axial comes the actual effective stroke.
hole in place of the vertical groove and a
slanted slot instead of a milled helix.

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 Engine System

The pressure generated in the high-pressure a vertical groove or hole.

chamber due to upward movement of
The helix influences the fuel delivery. The
plunger, opens the delivery valve and the fuel
distance covered by the plunger until the
flows through the high-pressure pipe into the
moment of port opening depends on the
nozzle holder and to the nozzle. position of the helix with respect to inlet
The effective stroke is completed when helix port. This position can be changed by
of the pump plunger opens the spill port/inlet turning the pump plunger.
port. From this point onwards, no more fuel is
In the example shown it means that with
delivered to the injection nozzle. During the
the plunger in the maximum delivery
remaining stroke of the plunger to top dead
position, port opening does not take place
center (TDC), the residual stroke, the fuel is
until the maximum effective stroke is
forced back into the suction gallery B through
reached i.e., after the maximum possible
the vertical groove/hole linking the plunger
quantity of fuel is delivered. If the plunger is
chamber A and the suction gallery B. After
turned to partial delivery position, port
the reversal of direction at top dead center
opening takes place sooner depending
the fuel initially flows back into the pump
upon the position of the plunger.
barrel through the vertical groove/hole until
the helix again closes the inlet. As the In the 'stop'position (zero delivery), the
plunger moves further down in the barrel a pressure chamber above the plunger is
vacuum is created. It is only after the inlet connected to the fuel gallery through the
ports have been opened by the top edge of vertical groove or hole during the entire
the plunger that the fuel under the pressure stroke. There- fore, no fuel is delivered. The
from the feed pump, flows from the suction pump plungers are brought into this position
gallery into the high-pressure chamber. The when it is required to stop the engine.
high-pressure chamber above the pump
plunger is again filled with fuel. The individual
stroke and delivery phases are shown in Fig
Control Of The Fuel Delivery:
The fuel delivery is controlled by varying
the effective stroke. This is done by the
governor by means of the control rack.
The power delivered by a diesel engine
depends, among other things, on the
quantity of fuel injected. Consequently, the
inline fuel injection pump must have a
device by means of which the quantity of
fuel can be matched to the load on the
engine within the power range. Fig.A159
The plungers in the inline pump have a
constant stroke. The time for end of delivery
and the fuel delivery is controlled by turning
the plunger, i.e., the effective stroke is varied.
For this purpose, the plunger has a helix and

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Engine System

Bottom dead Prestroke Retraction Effective Residual Top dead

center Fuel Stroke Stroke Stroke Centre
inlet

Fig.A160 Phase of the Plunger Stroke

Fuel flows from Movement of the Movement of Movement of the Movement of the Reverse
The suction gallery pump plunger from the pump pump plunger from pump plunger movement of the
of the injection bottom dead center to plunger from the the opening of the from the opening pump plunger
pump into the high- the closing of the inlet end of the delivery valve to the of the inlet port
pressure chamber ports by the top edge prestroke to the opening of the inlet (end of delivery)
of the plunger-and- of the plunger opening of the port by the helix to top dead
barrel assembly (variable depending on delivery valve (overflow) center
plunger-and-barrel
assembly)

The upper end of the control sleeve has a The control rack of the pump must be
gear segment. At the bottom it is provided connected to the governor in such a way that
with two, vertical slots in which the plunger no lateral or torsional forces are transmitted
vane slides. The teeth of the control sleeve to the control rack. If the control rack moves
engage the teeth of the control rack. The with difficulty or jams, the governing is not
pump plungers thus can be rotated by the stable; if the control rack is stuck in the full-
control rack during operation so that the load position, the engine may over speed. If
effective stroke and therefore, the fuel a linkage is necessary, the connection
delivery of the pump can be infinitely between control rack and governor is best
varied from zero to maximum delivery. made by a fork head.

Fig.A161 Control of the Fuel Delivery

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 Engine System

LEAK OIL GROOVE ELEMENT: DELIVERY VALVE (RETRACTION TYPE):

If the injection pump is connected to the The delivery valve assembly relieves the
lubricating oil system of the engine, the excess high-pressure pipe and maintains a residual
leakage of fuel (diesel) through the plungers pressure in the high-pressure pipe.
into pump camshaft chamber, leads to dilution The task of the delivery valve assembly is to
of lubricating oil. To minimise this problem, the separate the high-pressure pipe from the
pump barrel is provided with an annular groove, high-pressure chamber and to relieve the
which is connected to the fuel gallery of the high pressure delivery line. During delivery,
pump through a small hole. The leaking fuel the delivery valve is lifted off its seat by the
loses its pressure in the annular groove and pressure generated in the high-pressure
flows back into the fuel gallery. chamber. The fuel is delivered through the
delivery valve holder and the high-pressure
pipe to the injection nozzle. As soon as the
helix of the pump plunger opens the spill port,
the pressure in the high-pressure chamber
drops. As a result, the valve spring forces the
delivery valve back to its seat. The injection
circuit and the high-pressure circuit are thus
separated until the next delivery stroke.
A part of the valve stem below the conical
seat, there is a cylindrical piston (relief
piston) and is perfectly matched to the
valve body. At the end of delivery, this relief
piston first enters the bore in the valve body
and closes the high-pressure pipe from the
pressure chamber above the pump plunger.

Fig.A162
Leak Oil Groove Element
PLUNGERS WITH STARTING GROOVE:
Some diesel engines start more easily when
fuel injection timing is retarded during the
starting process relative to normal operation.
For this purpose, the plunger is provided with
an additional groove machined on the top
edge, called the 'starting groove'. This groove
is effective only when the plunger is in the
starting position and retards the start of
delivery by 5°-10° with reference to the
Fig.A163
position of the crankshaft.

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Engine System

Thereby, the volume available to the fuel in C. F.I. PUMP TIMING

the high-pressure pipe is increased by the More accurate fuel injection timing is set by
swept volume of the relief piston. The fuel fuel-cut-off method using swan neck pipe on
in the high-pressure pipe can expand number 1 delivery valve holder after
quickly and the nozzle needle closes
removing the delivery valve spring and peg.
instantaneously. The relief volume is
matched to the length of the high pres- 1. Before setting the injection timing of the
sure pipe and therefore, the length of the pump, connect the Solenoid to the FIP.
high-pressure pipe should not be changed. 2. Remove the timing gear inspection
LUBRICATION OF FUEL PUMP: cover and the timing pin from the
flywheel housing.
Oil chamber for the camshaft and tappets
is combined. A leak- off pipe is provided so 3. Rotate the engine clockwise and observe
as the extra oil filled leaks out when the the 'O' mark on the fuel injection pump
pump runs. gear teeth. When the 'O' mark on pump
gear and intermediate gear teeth are
In a new pump or a pump received after
about little away from meshing, insert the
repairs, it is necessary to fill the pump
longer end of the timing pin in the
camshaft chamber with good quality clean
flywheel housing. Now slowly rotate the
engine oil up to the recommended level.
engine clockwise to the point where the
The camshaft chamber of the pump must timing pin goes fully into the first hole in
be sufficiently filled with oil at all times. At the flywheel and slides easily.
each regular engine oil change, proceed
as follows:
1. Clean the surface around the
inspection cover
2. Fill oil from the plug provided on the
governor housing using oilcan until
the oil just starts flowing through the
level plughole provided at the back of
the governor housing.
NOTE: If the oil is too thin and needs to be
replaced then keep adding oil until the
Fig.A164
fresh oil starts flowing through oil level plug
and wait till excessive oil comes out. After removing the inspection cover pull,
the fuel shut off rod to the point where the
3. Replace the plug and tighten.
control rod quadrant is visible and slightly
4. Remove excess oil from fuel pump by forward of the middle position. Temporarily
loosening level plug, whenever fix fuel shut off rod in this position and
tractor comes for regular service. proceed with fuel injection timing.

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 Engine System

A stream of diesel will flow through the

swan neck pipe.
A point will come when the diesel stream will
reduce to drops. Carefully turn the pump
shaft hub further clockwise till the point where
drops fall at an interval of about 15 seconds.
Holding the pump hub at this position, tighten
the pump gear mounting bolts securely.
Fig.A165 Check, the zero on the gear of F I pump
4. Remove the 1st cylinder high-pressure pipe aligning with the cut of the hub. Ref fig.A168
and the delivery valve holder after loosening
the holder clamp. Remove the delivery valve
spring, peg, and refit the delivery valve holder.
Fit the swan neck pipe. Ref fig.A166

Fig.A168
7. Recheck timing by first taking out the
timing pin and then turning the crankshaft
anticlockwise.
Drops will appear from swan neck pipe.
Fig.A166
Now turn the shaft clockwise till the drops
5. Insert a piece of cloth in the timing reduce again to a drop every 15 seconds.
inspection hole towards the intermediate Insert the pin in the flywheel hole to
gear to protect against any part or tool ascertain the correct [Link] as certain.
falling in the timing housing accidentally.
Loosen the three-pump gear mounting bolts.

Fig.A169
Fig.A167
8. Complete the job and refit the F.I pump
6. Rotate the pump shaft hub clockwise. Gear cover.

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Engine System

D. FUEL FEED PUMP

Fig.A171
Pressure spindle, roller tappet and plunger
are only in slight contact with one another.
As soon as the cam or eccentric has passed
its maximum stroke, plunger, pressure
Fig.A170 spindle and roller tappet accordingly move
"upward" due to the pressure exerted by the
Fuel has to be fed to the injection pump
plunger spring. A portion (quantity delivered
under pressure of about 1 atm. As the
per stroke) of the fuel present in the pressure
quantity of fuel delivered would otherwise be
chamber is there by delivered to the injection
inadequate. MICO BOSCH fuel feed pump is
pump (delivery stroke) through the filter. Fuel
a plunger pump and is provided with a hand
is, however, is slightly less than that swept
priming device and preliminary filter.
out by the plunger in the suction chamber.

Drive:
The fuel feed pump is attached to the
injection pump and driven by its camshaft.

OPERATION:
The revolving cam or eccentric presses the
plunger of the feed pump "downwards" by
means of the roller tappet and or pressure
spindle. A portion of the fuel present in the
suction chamber equal to the swept volume
or quantity of fuel delivered per stroke is Fig.A172
delivered through the pressure valve to the The volume swept out in the pressure
pressure chamber, and the plunger spring chamber is the volume swept out in the
compressed in an intermediate stroke. suction chamber less the volume of the
Towards the end of this stroke the spring spindle projecting into the pressure chamber.
loaded pressure valve closes again Therefore, during the intermediate stroke a
quantity of fuel corresponding to the volume
of the spindle is fed to the injection pump.

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 Engine System

Where the pressure in the feed pipe exceeds PRELIMINARY FILTER:

a specified value, the plunger spring lifts the The preliminary filter is usually attached to
plunger only partially. The fuel quantity the feed pump. It may, however, be mounted
delivered per stroke correspondingly smaller. anywhere in the pipe between fuel tank and
Hence, higher the pressure in the feed pipe, feed pump. The function of the preliminary
smaller is the quantity delivered; the fuel feed filter consists of a housing with a nylon/ wire
is made "elastic". Should, for instance, the gauze insert. Where no preliminary filter can
overflow valve be stuck in closed position, be attached, a wire mesh sieve is mounted in
pressure in the feed pipe would quickly rise to the connecting banjo bolt for the feed pipe.
such an extent that the feed pump would stop
functioning. The pipe is thus safe against
excessive pressure.
E. ACCESSORIES
HAND PRIMER:
The hand primer is screwed into the feed pump
above the suction valve. With the aid of the
hand primer the fuel can be pumped from the
fuel tank through the filter to the fuel injection
pump when the engine is at rest. The quantity
delivered per stroke is about 6 cm3.
In order to operate the priming device, the
knurled knob is screwed out until the plunger Fig.A174
can be pulled upward, causing the suction For cleaning, unscrew the clamping nut,
valve to open and fuel flow into the suction swivel out the clip and remove the housing
chamber. When the plunger is pressed down, down wards. The filter sieve is rinsed in
the suction valve closes while the pressure petrol or fuel oil. In due course, the washer
valve opens with fuel flowing through the feed becomes hard and useless. It should be
pipe and filter to the injection pump. After use, it replaced so, as to prevent 'air lock.
is essential to screw the knob tight again.
MAINTENANCE:

Maintenance of the feed pump is limited to

cleaning the preliminary filter or the sieve in
the connecting piece every 125 hours. It
may also happen that, as a result of lengthy
storage or a long break in operation, the
plunger surface of the feed dries up
completely. Where this is the case,
suctioning of the feed pump is facilitated by
filling some fuel or oil through the suction
valve (on the inlet end) prior to use.

Fig.A173

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Engine System

F. THE GOVERNOR Governor control of engine speed is

A governor is a device for keeping the indispensable on a tractor. The load on the
engine at a constant speed when running. engine is subject to rapid variation, and the
Tractor engines are always fitted with driver is generally too busy to control the
governors, and the governors are always of fuel supply direct without difficulty. For
the variable - speed type. In other words the example, on lifting an implement out of the
governed speed can by varied by the ground, the sudden reduction in engine
operator as required. In this respect there is load would tent to make the engine race
an important difference in principle between away unless the throttle was closed. The
the controls of a tractor and those of a operator is well occupied in watching the
motorcar, in the later the fuel supply is under implement and steering the tractor, and the
direct control of the accelerator petal. But in governor relieves him of the duty of
the tractor, the governor controls the fuel regulating the throttle, the whole time to
supply, and the operator varies the engine meet transient variations in engine load.
speed by movement of the governor control
lever. The governor is designed to provide
variation of speed from idling to maximum.

Starter Spring

Fig.A175

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 Engine System

PRINCIPLES OF OPERATION: In mechanical governor type RSV used in FIP

In diesel engines it actuates mechanism of PT tractors the action of the two flyweights
controlling the amount of fuel delivered to presses the guide sleeve against the tension
the cylinder on each stroke of the fuel lever, which is drawn in the opposite direction
injection pump with the usual variable- by the governor spring is tensioned by an
delivery multiple piston pump. This means amount corresponding to the desired speed.
that the governor is connected to the pump The governor spring are so selected that at
control rod, the position of which the desired speed the centrifugal force and
determines the point of spill. the spring force are in equilibrium. If this
speed is exceeded the increasing centrifugal
MECHANICAL GOVERNOR: force of the flyweights acts through a system
The fuel injection pump fitted on engines of levers to move the control rack in the 'stop'
employs a mechanical governor, which is direction and the fuel delivery is decreased.
called a Variable speed governor.
Governors employing the principle of OPERATING CHARACTERISTICS
centrifugal force are called mechanical
governors. These are most widely used on Starting The Engine:
diesel engines. When the engine is stopped, the control
The mechanical governors are mounted on rack will move to the starting fuel delivery
the fuel injection pump. The control rack of position due to the action of starting spring,
the fuel injection pump is connected to the so that the engine can be starting with the
governor through a flexible joint and governor control lever in 'idling' position.
control lever is connected to the accelerator.

Fig.A177
RSV Governor Starting Position
Idling Speed:
When the control lever is in idling position, the
governor spring is almost completely relaxed
Fig.A176
and stands nearly in a vertical position.
Schematic Drawing of Variable Speed Therefore, the spring has only a marginal
Governor Pump effect; the flyweights can swing outward at even
a low

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Engine System

speed. The guide sleeve along with the of lesser delivery (point C). the speed of
guide lever move to the right in the the engine does not increase further and is
direction of arrow as shown in figure. held constant by the governor as long as
A182. in turn the guide lever swings the the operating conditions remain uniform.
fulcrum lever, which pulls the control
rack in the direction of stop, to idling
position.
The tension lever is positioned against the
supplementary idling spring, which
facilitates stable idling speed.

Fig.A179
RSV Governor, Full Load at Low Speed,
starting of Torque Control
Governing Process In Maximum Speed
Range:
If the control lever is moved to the maximum
speed stop position the governor functions in
the same way as explained above. However
Fig.A178 the swiveling lever tensions the governor
spring completely.
RSV Governor Idling Position
Governing Process In
Intermediate Speeds:
Even a relatively small movement of the
control lever from the idling position is
sufficient to move the control rack from its
initial (idling) position (point L in) to its full
load position (point B in). the fuel injection
pump delivers the full load fuel quantity into
the engine and the speed increases (B'B").
As soon as the speed increases the flyweights
swing outward (centrifugal force exceeds the
force of the governor spring corresponding to
the position of the control lever) and push the
guide sleeve and guide lever. In turn guide Fig.A180
lever swivels the fulcrum, lever and the control RSV Governor Full Load at Maximum Speed
rack is moved in the 'stop' direction, to a point and of Torque Control Starting of Full load
Speed Regulation

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 Engine System

The governor spring thus acts with a

greater force and pulls the tension lever
against the full load stop and control rack to
the maximum fuel delivery position. The
engine speed increases and the centrifugal
force steadily rises.

Fig.A182
RSV Governor No Load regulated From
Full Load
STOPPING THE ENGINE:
(A) GOVERNORS WITHOUT SPECIAL STOP
LEVER ARRANGEMENT

Such governors are stopped by pulling the

Fig.A181 control lever to the 'stop ‘position. As this is
RSV Governor Full Load at Maximum done the projections on the swiveling lever
Speed and of Torque Control Starting of (inclined arrow) press on the guide lever
Full Load Speed Regulation swings to the right, taking the fulcrum lever
and thus the control rack to the 'stop' position.
In governor equipped with torque control
Parallels the swiveling lever rocker touches
(adoption capsule) device, as soon as the
the 'stop' screws. Since the pressure exerted
tension lever is positioned against the full
by the governor spring on the guide sleeve is
load stop, the spring in the adoption
released the flyweights swing outward.
capsule is steadily compressed as the
speed increases (D, E in). as a result,
the guide lever and fulcrum lever move the
control rack in the 'stop ‘direction and
reduce the delivery. The reduction in
delivery depends upon the adoption travel.
When the maximum full load speed (nvo) is
reached, the centrifugal force overcomes the
force of the governor spring and the tension
lever is deflected to the right. The guide
sleeve, guide lever and the fulcrum lever will
move the control rack in the 'stop ‘direction
until the fuel delivery rate is reduced Fig.A183
commensurate with the new load conditions. RSV Governors Stopping the Engine with
If the entire load on the engine is removed the Governor Control Lever
the no load speed no is attained.
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Engine System

(B) GOVERNORS WITH SPECIAL STOP LEVER: functioning of its fuel injection system. For
maximum efficiency in operation, it is essential
In the case of governors with special stop
that the engine be not only provided with fuel in
lever arrangement (irrespective of the
quantities exactly timed and proportional to the
flyweight and control lever positions) the
amount of work it is required to do, but also
control rack can be moved to 'stop' position
that it should receive each charge of fuel in a
by operating the stop lever.
condition such that it can be completely
When the stop lever is pressed to 'stop' consumed without causing smoke in the
position, the upper part of the fulcrum lever is exhaust. This is briefly the function of injector
swung to the right around the pivot point C in nozzle, which is held in position in the cylinder
the guide lever. As a result, the control rack head by a nozzle holder. As the nozzle may
is pulled by the shackle (line member) to the have to deal with hundreds of fuel charges per
'stop' position. When the stop lever is minute, with widely varying condition of
released, a return spring (not shown in the pressure and temperature, the unerring
figure) brings back to its original position precision necessary in the production of these
(starting position). parts will be appreciated.

Fig.A184
RSV Governor Stopping the Engine with
Stop Lever
NOZZLES
DESCRIPTION AND OPERATION:
Fig.A185
The performance of a modern high-speed
diesel engine depends largely upon proper Hole Type Nozzle With Long Term

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 Engine System

G. Adjusting And Testing of

Nozzle Nozzle Cleaning:
Remove the injector from the cylinder head
and clean the carbon deposits, if any, by
washing them thoroughly in petrol. Remove
the nozzle and dip it in the clean fuel oil and
the nozzle needle too. After cleaning the
needle, insert into the nozzle body.

NOTE: Nozzle needle and body are lapped

together and must not be exchanged.

Initial Test: Fig.A186

Use clean test oil for testing. It is very important
1. Visual test (only on used nozzles): after
that the oil is clean. The nozzles are adjusted
cleaning, used nozzles should be
by their respective nozzle holders.
visually inspected. Look on nozzle
needle for damaged or rough needle
seat, for worn or damaged or carboned
seat and for out of round of needle hole.
When clamping the nozzle into nozzle
2. Slide test: after visual test all nozzles holder, take care that the sealing surface is
should be given slide test. clean and un-damaged. Place nozzle on
First dip the nozzle needle in clean fuel sealing surface of nozzle holder, tighten
oil and insert into the nozzle body. cap nut first by hand and then with a
Holding the body almost vertically, pull up well- fitting wrench to torque 6-8 kgm.
the needle by one third of its engaged Connect nozzle holder with its respective
length. When released, the needle should delivery pipe to the outfit. To test for nozzle
slide down by its own weight. jamming, press the hand lever of the nozzle
tester down vigorously a few times (approx.
6-8 downward movements per second) with
Testing of nozzle and Adjustment of
a pressure gauge bypass. With nozzle
Opening Pressure:
needle moving properly, the nozzle should
The opening pressure of the nozzle chatter with shrill whistling buzz.
(assembled with nozzle holder) can be Opening Pressure:
checked and readjusted on a nozzle tester.
The opening pressure is specified in the
This tester permits accurate checking and
operating instructions for the engine and
setting of opening pressure and observation
should be adjusted correspondingly. With
of the spray pattern of the nozzles.
the pressure gauge open to pressure slowly
The following is tested on the nozzle tester: depress hand lever until the nozzle ejects
Opening pressure. with slight chattering. Take reading on the
pressure gauge, if this pressure differs from
Leakage the specified opening pressure, it is
Chattering characteristics and necessary either to turn the adjusting screw
spray pattern. or to change total shim thickness

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Engine System

CAUTION: When the pressure gauge is To get maximum service life from
open to pressure, increase and decrease turbochargers few good practices are
pressure slowly, otherwise the gauge may followed:
be damaged. 1. Start Up
Leakage Test: When starting the engine use minimum
throttle and run in idle mode for
Operate hand lever of the nozzle tester until
approximately one minute.
pointer on the pressure gauge indicates 20
kg/cm² below the specified opening pressure. Caution: When starting the engine after
long time crank the engine after removing
The nozzle is considered leak-proof if no the solenoid, for 2-3 times to lubricate the
drop of fuel emerges out at end of nozzle turbocharger.
within 10 seconds.
2. After Servicing
Chatter Test and Spray Pattern:
After servfting the engine or turbocharger
For the tests it is absolutely necessary that ensure that the turbocharger is pre-lubed
the pressure gauge be by-passed. by adding clean engine oil into the
Testing speed range, 1 stroke in approx. turbocharger oil inlet until full.
©0.2 to 1 sec. (5 to 7 downward movement 3.10w Air Temperature & Inactive
per sec.) Operation
Pintle nozzles chatter audibly over the entire If the engine has been inactive for some time
range of attainable lever velocity (lowest test or the air temperature is very low, crank the
velocity: One downward movement per engine first and then run at idle. This allows
second). It is only when the lever movement the oil to circulate throughout the full system
is accelerated that the nozzle chatters with before high loads and speeds are applied to
a shrill whistle. Slight non-chattering in engine and turbocharger.
intermediate range is of no significance. 4. Shut Down
Well-atomized oven spray, irrespective of Before shutting your engine down, let the
test velocity observe spray angle. An turbocharger cool down. Hot shut down
estimate of the shape of spray cone is can cause reduced service life, which is
feasible only when the lever movement is avoidable by a minute or two of idling.
accelerated (about 4 to 6 downward
5. Engine Idle
movement per second). The spray must
there be compact and well atomized Avoid running your engine for long periods
(chattering at full lift of nozzle needle). in idle mode (greater than 20-30 minutes).
Under idling conditions low pressures are
generated in the turbocharger, which can
cause oil mist to leak past seals into the
two end housings. Although no real harm is
done to the turbocharger, as load is
applied, temperatures increase, and the
oil will start to burn off and cause blue
smoke emission problems.

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 Engine System

6. TROUBLE SHOOTING CHART

Symptom Probable Cause Remedy Observations
Starter motor does not Battery discharge or aged Recharge/replace battery Lights dim, Horn
crank the engine weak.
Alternator or voltage regulator Repair Alternator, Voltage
defective regulator
Starter motor or switch Repair or replace Lights bright, Horn
defective loud and sharp
Starter Motor cranks the Battery discharged or aged Recharge or replace
engine at insufficient speed
Alternator or voltage regulator Repair or replace
defective
Electrical connections loose, Tighten electrical connections.
battery terminals corroded Clean battery terminals, apply
petroleum jelly
Engine partially seized Get the engine repaired Engine noisy, when it
was stopped earlier
Lubricating oil too thick for the Use the correct grade
season
Starter motor cranks at Insufficient/no fuel in the tank Fill up tank
sufficient speed, but still Fuel tank breather hole blocked Clean
engine does not start Low pressure pipes blocked Clean or replace
Air in fuel system (air lock) Rectify leakage, bleed the Once started, engine
system may stop again
Filter insert(s) clogged Replace
Overflow valve leaky Replace
Pump drive shaft coupling broken Replace
Governor stop-lever not fully Rectify
disengaged
Governor linkages loose or Rectify
broken or restricted
Engine cranking satisfactory, Pump timing wrongly set Re-adjust Once the engine
it starts with great difficulty starts, there may be a
knocking sound,
overheating etc
Starting delivery from pump Get the pump recalibrated /
insufficient overhauled
Nozzle spray-holes clogged Get the nozzles cleaned/
nozzles sticky, spray reconditioned/replaced
unsatisfactorily
Cold starting / excess fuel Rectify
device defective
Engine cranking satisfactory Engine tappet adjustment Re-adjust
it starts with great difficulty incorrect
Air cleaner clogged Replace/rectify Black smoke at High
speeds/loads
Engine compression low Get the engine overhauled Blue smoke at all
engine speeds
1. Engine races after starting (speed uncontrollable)
Accelerator linkages sticky Rectify
Pump control-rack sticky Rectify
Governor linkages broken Replace & recalibrate the pump
Excess fuel-device button Rectify/replace
not snapping back to normal
position after starting

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Engine System

Symptom Probable Cause Remedy Observations

2. Engine runs erratically (Surge, Misfire)
Fuel system Water in fuel Replace fuel Accompanied by
Air in fuel Rectify leakage and bleed the engine missing
system
Restriction in fuel pipes Clean/replace Accompanied by loss
Filter inserts clogged Replace of power
High pressure pipe lea ky Rectify/replace
/ broken
Idling speed setting no t correct Adjust Hunting only at idling
speed
Pump timing too retard ed Re-adjust
Fuel delivery between cylinders Recalibrate/ overhaul the pump
uneven, phasing incorrect
Pump control rack/toothed Replace and recalibrate
quadrants worn out the pump
Injector opening pressure Re-set the opening pressure
uneven
Nozzle sticky, spray holes Clean/recondition/ replace
clogged, poor spray nozzle
Engine problems Air filter/exhaust system Clean/replace
clogged
Valves sticky/valve spring broken Repair/replace
Tappet clearance incor rect Re-adjust
Too much play in acce lerator Rectify
linkages
Engine compression po or/ Get the engine overhauled
uneven
3. Knocking -sound in the engine
Mechanical knocks Piston rings sticky/seized, Get the engine overhauled Accompanied by loss
engine cylinders/pistons of power, blue smoke
worn out
Big end/main bearings of Get the engine overhauled Lubricating oil
engine worn out pressure low
Tappet clearance excessive Re-adjust
Crankshaft end thrust excessive Re-adjust
Flywheel pressure plate loose Tighten fixing bolts
Combustion knocks Pump timing too much Re-adjust Accompanied by
advanced erratic running of the
Pump delivery valve spring(s) Replace and recalibrate engine
broken
Pump delivery valve(s) stuck in Replace and recalibrate
open position
Injector opening pressure high Reset
Nozzle needle(s) stuck in, Replace and test Excessive whitish
open position or nozzle smoke from the
engine exhaust
Air cleaner oil level high Correct the level
Engine overheating Refer point 8
Excessive carbon deposits Decarbonise
in combustion chamber

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 Engine System

Symptom Probable Cause Remedy Observations

2. Loss of power
Fuel system Fuel adulterated/wrong grade Use correct fuel
Air in fuel system Rectify leakage and bleed
Water in fuel Replace fuel
Restriction in fuel supply lines Clean/replace
Filter insert(s) clogged Replace
Overflow valve sticky/leaky Replace
Fuel supply from feed pump Clean preliminary filters, get
insufficient the feed pump repaired
High pressure pipe leaky/ Rectify/replace
broken
Pump timing retarded Re-adjust
Full load/course of delivery less Recalibrate/overhaul Pump
Governor cutting-in speed Re-adjust
too low
Injector opening pressure Reset
incorrect
Nozzle spray-holes clogged, Clean/recondition/ replace
nozzles sticky, spray pattern nozzle
unsatisfactory
Engine problems Pump Control lever does not Rectify
butt against full load delivery /
maximum Speed stop screw
Valve clearance incorrect Re-adjust
Valve sticky, valve springs Rectify, replace
broken
Air filter/exhaust system clogged Replace/Rectify
Engine internal friction high, Get it rectified Accompanied by
probably due to partial seizure engine overheating
Engine compression low Get the engine overhauled Accompanied by blue
smoke from exhaust
Clutch slipping, plate worn Adjust the replace clutch plate Engine ‘races’ under
out / burnt load conditions
Brake dragging Re-adjust Wheel drums overheat
Tyres under-inflated Inflated to correct pressure
Engine / vehicle overloaded Avoid overloading
Fuel consumption high
Fuel system Fuel leaking Rectify leakage
Pump timing too advanced Re-adjust Black smoke from
exhaust
Idling speed setting too high Re-adjust
Full load delivery setting too Recalibrate / overhaul the
high pump
Adaption travel incorrect Recalibrate/overhaul the pump
Injector opening pressure low Re-set
Nozzle spray-holes clogged, Clean / recondition / replace
nozzle sticky, spray unsatisfied
Nozzle needle lift excessive Replace nozzles
Engine Valve clearance incorrect, Readjust / rectify
valves Sticky
Air cleaner / exhaust clogged Clean / Replace
Engine internal friction high Rectify Accompanied by
starting trouble
Engine compression low Get the engine overhauled

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Engine System

Symptom Probable Cause Remedy Observations

Operating conditions, driving Engine/vehicle overloaded Avoid overloading Accompanied by
habits loss of power
Clutch slipping, plate worn Adjust replac e clutch plate
out / burnt
Brakes dragging Adjust
Tyres under-inflated Inflate to correct pressure
Untimely gear shifting / Improve drivin g habit
unsteady driving
Excessive smoke from the engine exhaust
7a. Black smoke
Smoke at full load at all Full load delivery from pump Recalibrate p ump
engine speeds too high
Injector opening pressure Reset
too low
Excess fuel device not Rectify
snapping back to normal
position after starting
Smoke at full load and high Adaption travel incorrect Recalibrate
speed
Pump timing retarded Re-adjust Engine quieter than
normal
Smoke at full load and high Nozzle spray-holes clogged Clean
speed accompanied by
loss of power Air cleaner clogged Clean/Replac e
High pressure pipes of Change the pipes with those
incorrect length, bore or of the correct type
deformed end-nipples
Intermittent puffing smoke Nozzle stuck in open position Clean and res et Accompanied by
knocking
Nozzle holder spring broken Replace and reset
7b. Blue / Greyish white
Blue smoke when Valve guides worn out Replace
accelerating only
Blue smoke at all speeds Worn out piston, piston rings Get the engin e overhauled Accompanied by
and loads engine bore, etc. starting trouble / loss
of power
Blue smoke at maximum speed Oil level in air cleaner high Correct the level
Blue or whitish smoke when Nozzle sprays impinging on Remove the extra nozzle-
cold and when starting; cylinder head due to strong sealing wash ers used.
changes to black when hot fitment Position the in jectors
(at all speeds and loads) correctly.
2. Overheating (check first the temperature -gauge)
Overheating at high speeds Full load delivery quantity Recalibrate Accompanied by
and loads too high Black smoke
Nozzle needle lift excessive Replace nozzle
Cooling system problems Cooling system leaky, Rectify/replenish
insufficient water
Fan belt loose, broken/greasy Tighten/replace
Thermostat stuck Replace
Engine Valve timing incorrect Re-adjust
Pump timing retarded Re-adjust
Piston/piston rings/bearings Rectify
tight due to wrong assembly
or partial seizure
Valve clearance incorrect Re-adjust

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 Engine System

Symptom Probable Cause Remedy Observations

Cylinder head gasket leaky Replace
Exhaust system clogged Clean
Operating conditions and Clutch slipping, plate worn out Adjust / replace clutch plate
others / burnt
Brake dragging Re-adjust
Overloaded Avoid overloading
High altitude / hot climate
operation
1. Oil pressure low (Chec first with a master oil pressure gauge)
Oil Problem Engine oil level low Top-up as necessary Engine overhauling
Wrong grade of oil Drain and refill with correct
grade of oil
Lubricating system Problem Blocked oil pump Strainer Clean pump screen
Oil filter clogged Replace filter
Oil pressure relief valve stuck Repair/replace Plunger
in open
Worn gear teeth of oil pump Replace gear
Main/big-end-bearing Worn out Get the Engine overhauled
2. Excessive oil consump ion
Oil Problem Engine oil level too high Reduce oil level
Wrong grade of oil Drain and refill correct grade
of Oil
External oil leak from Engine Replace gasket seals where
necessary. Check mating
surfaces for damage or
distortion
Worn valves and guides Replace
or seals
Head gasket not sealing Replace gasket, check head
for damage or distortion
Oil loss past piston and rings Replace rings replace liners Blow-bye

TURBOCHARGING: - INSTRUCTIONS & PRECAUTIONS

There are certain precautions which needs to be followed with a turbocharged engine.

Do’s Don’ts

Ensure protective caps on all openings of Do not store turbochargers in heaps.

turbo Ensure specially designed trolleys Do not store turbochargers in moist or wet place.
are Do not expose turbocharger to dust & dirt.
used for turbocharger storage on assembly. Do not hold turbocharger by actuator rod.
Ensure pre-lubrication of turbocharger. Do not add any additives in lubricating oil &
Ensure leak proof joints for oil & air. fuel unless until specified.
Check periodically. Do not raise the engine RPM immediately
Ensure specified grade of lubricating oil. after starting.
Ensure correct oil level in engine. Do not run the vehicle / engine at idle for
Run engine at idle RPM for approx. 1min. long periods (more than 20 – 30mins).
Before stopping & after starting.
Check air & oil filter condition regularly to
the manufacturer’s specification.
Ensure that engine maintenance intervals
are adhered to.
Ensure engine & equipment are operated in such a
way that it is not harmful to the life of turbocharger.
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Engine System

OIL LEAKAGE ANALYSIS OF TURBOCHARGER: -

A) Check for turbocharger compressor wheel
damage Disconnect compressor air inlet pipe
Not ok Not ok TC Needs to be replaced
Inspect wheel rotor vane damage Ensure zero
damage okokoko
k
B) Check for foreign material in air inlet pipe & air
cleaner choking Not ok Air inlet circuit to be cleaned
1. Inspect air inlet system
2. There should not be any foreign material

C) Check turbocharger rotor excessive movement.

[Link] rotor movement, rotor should spin freely Not ok TC Needs to be replaced
2. There should not be any contact with housing

D) Check oil circuit.

Oil inlet pipe & TC Needs to
[Link] oil inlet & outlet pipe. There should not Not ok
be replaced
be any sign of oil restriction or blockage

E) Check Turbocharger at turbine side.

[Link] turbocharger or exhaust connection. Not ok If TC Needs to be replaced
possible inspect turbine wheel rotor vane damage.
2. There should not be any damage.

LOSS OF POWER/PERFORMANCE ANALYSIS OF TURBOCHARGER:-

A Check for tuning

1 Check unauthorized adjustment of the actuator
rod end.
2 Check unauthorized adjustment of the Not ok TC Needs to be replaced
minimum flow [Link] is factory set and the
paint seal should not be broken.

B Check actuator and rod movement

1 Connect the hand vacuum pump to actuator.
2 Operate vacuum pump until rod end reach its Not ok TC Needs to be replaced
hard stop.
3 Actuator should hold the depression.

C Check other components

1 Flow sensor. Not ok Replace the damaged
2 EGR valve. components
3 Modulation valve. 4 Injection units.

E Check turbo for damages

1 Dismantle turbocharger from engine Not ok Replace Turbocharger
and check for damage.

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