Professional Documents
Culture Documents
YAMMAR Manual TK486V, TK486E
YAMMAR Manual TK486V, TK486E
Sale of product shown in this manual is subject to Thermo Kings terms and conditions
including, but not limited to, the Thermo King Limited Express Warranty. Such terms and
conditions are available upon request. Thermo Kings warranty will not apply to any
equipment which has been so repaired or altered outside the manufacturers plants as,
in the manufacturers judgment, to effect its stability.
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Table of Contents
List of Figures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
TK482 & TK486 Diesel Engine Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Tier 1 and Earlier - TK482, TK482E, TK486, TK486E, and TK486EH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Tier 2 - TK486V, TK486VB, and TK486VH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Exhaust Gas Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Torque Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
TK482, TK482E, TK486, TK486E, and TK486EH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
TK486V, TK486VB, and TK486VH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Engine Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Inspection and Reconditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Cylinder Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Wrist Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Connecting Rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Timing Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Valve Guides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Valve Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Valve Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Valve Seat Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Valve Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Cylinder Head Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Rocker Arm Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Push Rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Tappets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Oil Pump for Tier 1 and Earlier Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Oil Pump for Tier 2 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Manifolds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Crankcase Breather System Tier 1 and Earlier Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Crankcase Breather System Tier 2 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Checking Crankcase Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Engine Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Assembly Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Assembly Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Bleeding Air from the Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
Injection Pump Timing Tier 1 and Earlier Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Attaching Injection Pump Gear to Flange on Tier 1 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Injection Pump Timing Tier 2 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Injection Pump Removal and Installation (All Engines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Trochoid Feed Pump Tier 2 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Trochoid Feed Pump Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Trochoid Feed Pump O-Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Cold Start Device Tier 2 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Checking Cold Start Device Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Cold Start Device Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Fuel Injection Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
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Table of Contents
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Fuel Return Line Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Fuel Transfer Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Fuel Transfer Pump Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Fuel System Operation and Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Normal Fuel System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Static Pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Static Air Leaks Tier 1 and Earlier Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Solution for Static Air Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
FAQ (Frequently Asked Questions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Using Clear Fuel Lines To Diagnose Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Battery Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Cold Weather Battery Recommendation for Tier 2 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
TK482/TK486 Starters Not Interchangeable with di2.2/se2.2 Starters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Major Component Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
No Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Air Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Fuel Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Fuel Solenoid Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Fuel Solenoid Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Run In . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Dynamometer Run In Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Run In Procedure without Dynamometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Valve Clearance Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Compression Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Compression Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Compression Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Special Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Checking Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Gear Case Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
Engine History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Engine History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Released . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Front Pulley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Rear Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Flywheel Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
EPA Tier 1 Compliance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Oil Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
ELC Compatible Water Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
EMI 3000 Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Screw-In Oil Level Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
EPA Tier 2 Compliance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
Engine History Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Engine Model Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
History of Engine Related Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Fuel Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Fuel Solenoid Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Alternator Mounting Brackets for Model 30 Trailer Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
4
List of Figures
Figure 1: Valve Guide Removal Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Figure 2: Valve Guide Installation Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Figure 3: Valve Stem Seal Installation Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 4: Connecting Rod Bushing Removal and Installation Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 5: Camshaft Bearing Removal Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 6: Front View of Early Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 7: Front View of Tier 2 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Figure 8: Remove Fuel Injection Lines Tier 1 and Earlier Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 9: Remove Fuel Injection Lines Tier 2 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 10: Remove Fuel Injection Nozzles Tier 1 and Earlier Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Figure 11: Remove Fuel Injection Nozzles Tier 2 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Figure 12: Remove Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Figure 13: Disconnect Coolant Hoses on Tier 2 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Figure 14: Remove Valve Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 15: Remove Rocker Arm Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 16: Remove Valve Stem Caps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 17: Remove Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 18: Remove Oil Filter and Oil Filter Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Figure 19: Remove Oil Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Figure 20: Remove Fuel Transfer Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Figure 21: Remove Crankshaft Pulley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Figure 22: Remove Gear Case Cover and Sound Shield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 23: Check Timing Gear Lash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 24: Remove Fuel Injection Pump Gear Nut and Lock Washer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 25: Use Puller to Remove Fuel Injection Pump Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 26: Single-Piece Fuel Injection Pump Gear Early Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Figure 27: Three-Piece Fuel Injection Pump Gear Tier 1 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Figure 28: Three-Piece Fuel Injection Pump Gear Tier 2 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Figure 29: Tier 1 and Earlier Index Mark Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Figure 30: Typical Tier 1 and Earlier Index Mark Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Figure 31: Tier 2 Index Mark Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Figure 32: Typical Tier 2 Index Mark Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Figure 33: Remove Fuel Injection Pump Tier 1 and Earlier Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Figure 34: Remove Fuel Injection Pump Tier 2 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Figure 35: Remove Oil Pump Tier 1 and Earlier Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Figure 36: Remove Idler Gear and Idler Gear Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Figure 37: Remove Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 38: Remove Bellhousing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 39: Rear Seal Removal Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 40: Remove Rear Seal Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Figure 41: Remove Oil Pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Figure 42: Remove Oil Pump Intake Pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Figure 43: Remove Camshaft Mounting Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Figure 44: Remove Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 45: Remove Tappets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 46: Remove Gear Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 47: Remove Piston and Rod Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 48: Remove Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Figure 49: Measuring Cylinder Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 50: Cylinder Measuring Positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 51: Pressing Tool Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Figure 52: Cylinder Sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Figure 53: Cylinder Sleeve Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Figure 54: Measuring Front Camshaft Bearing Insert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Figure 55: Main Bearing Cap Marks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Figure 56: Measuring Main Bearing Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Figure 57: Checking Main Bearing Bore Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Figure 58: Measuring Main Journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
5
List of Figures
6
List of Figures
7
List of Figures
Figure 179: Typical Fuel System for Tier 1 and Earlier Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Figure 180: Typical Fuel System for Tier 2 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 181: Tier 1 and Earlier Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
Figure 182: Tier 2 Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
Figure 183: Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 184: Top Dead Center One and Four . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 185: Fuel Solenoid Connector Pin Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Figure 186: Timing Mark Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Figure 187: Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Figure 188: Correct Timing Mark Alignment for TK482 and TK486 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 189: Correct Timing Mark Alignment for TK482E and TK468E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 190: Correct Timing Mark Alignment for TK486EH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 191: Three-Piece Fuel Injection Pump Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Figure 192: Timing Mark on Injection Pump Gear with Transfer Pump Cam Installed . . . . . . . . . . . . . . . . . . . 100
Figure 193: Timing Mark on Injection Pump Gear without Transfer Pump Cam Installed . . . . . . . . . . . . . . . . . 100
Figure 194: Flange and Injection Pump Gear Alignment with Transfer Pump Cam Installed . . . . . . . . . . . . . . 101
Figure 195: Flange and Injection Pump Gear Alignment without Transfer Pump Cam Installed . . . . . . . . . . . 101
Figure 196: Timing Mark Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 197: Tier 2 Index Mark Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Figure 198: Tier 2 Index Mark Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Figure 199: Marking Gear Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Figure 200: Place Injection Angle Sticker on Gear Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Figure 201: Injection Angle Sticker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Figure 202: Removing Injection Pump Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 203: Injection Angle Mark Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 204: Injection Angle Mark . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 205: Injection Pump Serial Number Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 206: Examples of Injection Pump Index Mark Alignment with Injection Angle Sticker . . . . . . . . . . . . . . 104
Figure 207: Timing Mark Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Figure 208: Align Flat Sides of Crankshaft Gear with Flat Sides of Inner Rotor in Timing Gear Cover . . . . . . 104
Figure 209: Tier 1 and Earlier Index Mark Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 210: Typical Tier 1 and Earlier Index Mark Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 211: Tier 2 Index Mark Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 212: Typical Tier 2 Index Mark Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 213: Injection Pump Gear Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Figure 214: Trochoid Feed Pump Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 215: Trochoid Feed Pump Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 216: Trochoid Feed Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Figure 217: Trochoid Feed Pump Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Figure 218: Trochoid Feed Pump Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 219: Cold Start Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 220: Remove Engine Coolant Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Figure 221: Remove Cold Start Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Figure 222: Clean Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Figure 223: Testing Injection Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 224: Acceptable Spray Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 225: Unacceptable Spray Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 226: Injection Nozzle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Figure 227: Testing Nozzle Valve and Seat Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 228: Fuel Return Line Replacement Decal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 229: Fuel Return Line Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Figure 230: Outlet Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Figure 231: Inlet and Delivery Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Figure 232: Pressure Controlled Delivery Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 233: Fuel Transfer Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
Figure 234: Fuel System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 235: Fuel Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Figure 236: Tier 1 and Earlier Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 237: Tier 2 Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Figure 238: Tier 1 and Earlier Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
8
List of Figures
9
List of Figures
10
TK482 & TK486 Diesel Engine Specifications
This manual contains information about the TK482 and TK486 engine families.
The TK482 engine family includes the TK482 and TK482E.
The TK486 engine family includes the TK486, TK486E, TK486EH, TK486V, TK486VB, and
TK486VH.
The TK482 and TK486 were made before the requirement to comply with EPA regulations.
The TK482E, TK486E, and TK486EH comply with EPA Tier 1 regulations.
The TK486V, TK486VB (used in bus applications), and TK486VH comply with any EPA Tier 2
regulations.
Tier 1 and earlier engines (TK482, TK486, TK482E, TK486E, and TK486EH) use an in-line injection
pump.
Tier 2 engines (TK486V, TK486VB, and TK486VH) use a mono-plunger and distributor injection
pump.
See Engine Model Identification on page 152 for information about identifying the engine models. See
Engine History on page 147 more information about the engine models and changes.
NOTE: The number 1 cylinder is on the flywheel (rear) end of the engine.
General
Type Four Stroke Cycle Water Cooled
Number of Cylinders 4
Cylinder Arrangement In-line Vertical, Number 1 on Flywheel End
Bore
TK482, and TK482E 3.23 in. (82.0 mm)
TK486, TK486E, and TK486EH 3.39 in. (86.0 mm)
Stroke 3.54 in. (90.0 mm)
Displacement
TK482, and TK482E 116 cu. in. (1.90 liters)
TK486, TK486E, and TK486EH 128 cu. in. (2.09 liters)
Power Rating
TK482, and TK482E 30.3 hp (22.6 kW) @ 2200 rpm
TK486, and TK486E 33.9 hp (25.3 kW) @ 2200 rpm
TK486EH 35.0 hp (26.1 kW) @ 2600 rpm
Compression Ratio 18.0 to 1
Direction of Rotation Counterclockwise (Viewed from Flywheel)
Firing Order 1-3-4-2 (Number 1 on Flywheel End)
Fuel Injection Timing
TK482 and TK486 12 1 Degrees BTDC
TK482E and TK486E 10 1 Degrees BTDC
TK486EH 11 1 Degrees BTDC
Nozzle Injection Pressure 2,800-3,000 psi (19,600-20,600 kPa)
11
TK482 & TK486 Diesel Engine Specifications
12
TK482 & TK486 Diesel Engine Specifications
Camshaft
Cam Lobe Height 1.5211-1.5262 in. (38.635-38.765 mm) 1.5118 in. (38.400 mm)
Camshaft Journal Outside Diameter
Timing Gear End 1.7687-1.7697 in. (44.925-44.950 mm) 1.7657 in. (44.850 mm)
Middle 1.7681-1.7691 in. (44.910-44.935 mm) 1.7657 in. (44.850 mm)
Flywheel End 1.7687-1.7697 in. (44.925-44.950 mm) 1.7657 in. (44.850 mm)
Camshaft Bearing Inside Diameter
Timing Gear End Bearing Insert 1.7713-1.7738 in. (44.990-45.055 mm) 1.7756 in. (45.100 mm)
Middle Bearing (No Insert) 1.7717-1.7726 in. (45.000-45.025 mm) 1.7756 in. (45.100 mm)
Flywheel End Bearing (No Insert) 1.7717-1.7726 in. (45.000-45.025 mm) 1.7756 in. (45.100 mm)
Camshaft Journal to Camshaft Bearing
Clearance
Timing Gear End 0.0016-0.0051 in. (0.040-0.130 mm) 0.0079 in. (0.200 mm)
Middle 0.0026-0.0045 in. (0.065-0.115 mm) 0.0079 in. (0.200 mm)
Flywheel End 0.0020-0.0039 in. (0.050-0.100 mm) 0.0079 in. (0.200 mm)
Camshaft Deflection 0.001 in. (0.02 mm) 0.002 in. (0.05 mm)
Camshaft End Play 0.002-0.010 in. (0.05-0.25 mm) 0.016 in. (0.40 mm)
13
TK482 & TK486 Diesel Engine Specifications
Connecting Rod
Wrist Pin Bushing Inside Diameter 1.0246-1.0251 in. (26.025-26.038 mm) 1.0276 in. (26.100 mm)
Wrist Pin Outside Diameter 1.0231-1.0236 in. (25.987-26.000 mm) 1.0197 in. (25.900 mm)
Wrist Pin to Wrist Pin Bushing 0.0010-0.0020 in. (0.025-0.051 mm) 0.0079 in. (0.200 mm)
Clearance
Large End Bore (Without Bearing) 2.0079-2.0083 in. (51.000-51.010 mm)
Rod Bearing Clearance 0.0015-0.0029 in. (0.038-0.074 mm) 0.0063 in. (0.160 mm)
Side Clearance (Crank to Rod) 0.008-0.016 in. (0.20-0.40 mm) 0.022 in. (0.55 mm)
Twist per 4 in. (100 mm) 0.001 in. (0.03 mm) 0.003 in. (0.08 mm)
Parallelism per 4 in. (100 mm) 0.001 in. (0.03 mm) 0.003 in. (0.08 mm)
14
TK482 & TK486 Diesel Engine Specifications
Cylinder Block
Cylinder Inside Diameter
TK482 and TK482E
Standard 3.2283-3.2295 in. (82.000-82.030 mm) 3.2362 in. (82.200 mm)
1st Oversize 3.2382-3.2394 in. (82.250 -82.280 mm) 3.2461 in. (82.450 mm)
2nd Oversize 3.2480-3.2492 in. (82.500-82.530 mm) 3.2559 in. (82.700 mm)
TK486, TK486E, and TK486EH
Standard 3.3858-3.3870 in. (86.000-86.030 mm) 3.3937 in. (86.200 mm)
1st Oversize 3.3957-3.3969 in. (86.250-86.280 mm) 3.4035 in. (86.450 mm)
2nd Oversize 3.4055-3.4067 in. (86.500-86.530 mm) 3.4134 in. (86.700 mm)
Cylinder Roundness 0-0.0004 in. (0-0.010 mm) 0.0012 in. (0.030 mm)
Cylinder Taper (Cylindricity) 0-0.0004 in. (0-0.010 mm) 0.0012 in. (0.030 mm)
Deck Distortion 0.002 in. (0.05 mm)
Cylinder Head
Distortion 0-0.002 in. (0-0.05 mm) 0.006 in. (0.15 mm)
Timing Gears
Timing Gear Lash
Crankshaft Gear to Idler Gear 0.0028-0.0059 in. (0.070-0.150 mm) 0.0079 in. (0.200 mm)
Crankshaft Gear to Oil Pump Gear 0.0028-0.0059 in. (0.070-0.150 mm) 0.0079 in. (0.200 mm)
Idler Gear to Camshaft Gear 0.0028-0.0059 in. (0.070-0.150 mm) 0.0079 in. (0.200 mm)
Idler Gear to Fuel Injection Pump 0.0028-0.0059 in. (0.070-0.150 mm) 0.0079 in. (0.200 mm)
Gear
Idler Gear Bushing Inside Diameter 1.8110-1.8120 in. (46.000-46.025 mm) 1.8142 in. (46.080 mm)
Idler Gear Shaft Outside Diameter 1.8091-1.8100 in. (45.950-45.975 mm) 1.8083 in. (45.930 mm)
Idler Gear Shaft to Idler Gear Bushing 0.0010-0.0030 in. (0.025-0.075 mm) 0.0059 in. (0.150 mm)
Clearance
15
TK482 & TK486 Diesel Engine Specifications
16
Tier 2 - TK486V, TK486VB, and TK486VH
Except where noted, the specifications for these engines are the same.
General
Type Four Stroke Cycle Water Cooled
Number of Cylinders 4
Cylinder Arrangement In-line Vertical, Number 1 on Flywheel End
Bore 3.39 in. (86.0 mm)
Stroke 3.54 in. (90.0 mm)
Displacement 128 cu. in. (2.09 liters)
Power Rating
TK486V and TK486VB 33.9 hp (25.3 kW) @ 2200 rpm
TK486VH 35.0 hp (26.1 kW) @ 2600 rpm
Compression Ratio 19.1 to 1
Direction of Rotation Counterclockwise (Viewed from Flywheel)
Firing Order 1-3-4-2 (Number 1 on Flywheel End)
Fuel Injection Timing See Injection Pump Timing Tier 2 Engines on page 102.
Nozzle Injection Pressure 3,100-3,300 psi (21,600-22,600 kPa)
Oil Pressure 18.5 psi (127 kPa) Minimum @ 230 F (110 C) & 1600 rpm
45-57 psi (310-390 kPa) @ 230 F (110 C) & 2200 rpm
Engine Coolant Thermostat 160 F (71 C)
Valve Clearance (Static @ 70 F [21 C])
Intake 0.006-0.010 in. (0.15-0.25 mm)
Exhaust 0.006-0.010 in. (0.15-0.25 mm)
17
TK482 & TK486 Diesel Engine Specifications
18
TK482 & TK486 Diesel Engine Specifications
19
TK482 & TK486 Diesel Engine Specifications
Cylinder Block
Cylinder Inside Diameter
Standard 3.3858-3.3870 in. (86.000-86.030 mm) 3.3937 in. (86.200 mm)
1st Oversize 3.3957-3.3969 in. (86.250-86.280 mm) 3.4035 in. (86.450 mm)
2nd Oversize 3.4055-3.4067 in. (86.500-86.530 mm) 3.4134 in. (86.700 mm)
Cylinder Roundness 0-0.0004 in. (0-0.010 mm) 0.0012 in. (0.030 mm)
Cylinder Taper (Cylindricity) 0-0.0004 in. (0-0.010 mm) 0.0012 in. (0.030 mm)
Deck Distortion 0.002 in. (0.05 mm)
Timing Gears
Timing Gear Lash
Crankshaft Gear to Idler Gear 0.0028-0.0059 in. (0.070-0.150 mm) 0.0067 in. (0.170 mm)
Idler Gear to Camshaft Gear 0.0028-0.0059 in. (0.070-0.150 mm) 0.0067 in. (0.170 mm)
Idler Gear to Fuel Injection Pump 0.0028-0.0059 in. (0.070-0.150 mm) 0.0067 in. (0.170 mm)
Gear
Idler Gear Bushing Inside Diameter 1.8110-1.8120 in. (46.000-46.025 mm) 1.8140 in. (46.075 mm)
Idler Gear Shaft Outside Diameter 1.8091-1.8100 in. (45.950-45.975 mm) 1.8071 in. (45.900 mm)
Idler Gear Shaft to Idler Gear Bushing 0.0010-0.0030 in. (0.025-0.075 mm) 0.0069 in. (0.175 mm)
Clearance
20
TK482 & TK486 Diesel Engine Specifications
Starter
No Load Test
Voltage 11 volts
Current Maximum of 130 amps @ 11 volts
Speed Minimum of 3900 rpm @ 11 volts
Loaded Properties
Voltage 8.5 volts
Current 400 amps
Commutator Outside Diameter 1.44 in. (36.5 mm) 1.40 in. (35.5 mm)
21
TK482 & TK486 Diesel Engine Specifications
22
Torque Values
Torque Values
NOTE: For standard bolts in aluminum parts use 80% of the specified torque.
NOTE: For standard bolts in aluminum parts use 80% of the specified torque.
23
Special Tools
Special Tools
The following special tools for all versions of TK482/486 engines are available from the Thermo King
Service Parts Department. Refer to the Tool Catalog (TK 5955).
The following drawings show dimensions for special tools that are to be made a locally. The tools are for
all versions of TK482/486 engines.
24
Special Tools
25
Special Tools
26
Engine Disassembly
NOTE: Most of the illustrations in this manual Before disassembling the engine, drain the engine
show the early engine with the in-line fuel oil and coolant, disconnect the battery cables, and
injection pump and the high mount water pump. remove the engine from the unit.
The other engines are similar and significant
differences are noted.
2 3
1 4
16 5
7
15
8
14
13 AGA01
12
11 10
27
Engine Disassembly
2 3 4
1
17
5
16 6
15
7
14
8
13
12
11
10 9
28
Engine Disassembly
AGA02
29
Engine Disassembly
7. Remove the fuel injection nozzle mounting 8. Remove the fuel injection nozzles. Use
nuts and retainers from Tier 1 and earlier injection nozzle puller P/N 204-902 if
engines. Remove the fuel injection nozzle necessary.
mounting bolts and retainers from Tier 2
9. Remove the water pump.
engines.
1
1
3
4 2
2 1
3
4
1. Coolant Hoses
Figure 13: Disconnect Coolant Hoses on
Tier 2 Engines
1. Retainer
2. Fuel Injection Nozzle
3. Nozzle Protector
4. Nozzle Gasket
Figure 11: Remove Fuel Injection Nozzles
Tier 2 Engines
30
Engine Disassembly
10. Remove the valve cover by removing the three 12. Remove the valve stem caps and keep them in
special cap nuts. Inspect the O-rings under order.
these cap nuts and replace the O-rings, if
necessary, during assembly.
NOTE: The valve cover on Tier 1 and earlier
engines is not interchangeable with the valve
cover on the Tier 2 engine. See Crankcase
Breather System Tier 1 and Earlier Engines
on page 65 and Crankcase Breather System
Tier 2 Engine on page 66 for more
information.
AGA07
AGA05
AGA08
AGA06
31
Engine Disassembly
16. Remove the oil filter and the oil filter head. 18. Remove the fuel transfer pump from the gear
case cover.
AGA09
AGA11
Figure 18: Remove Oil Filter and Oil Filter Head Figure 20: Remove Fuel Transfer Pump
17. Remove the oil line that goes from the 19. Remove the front crankshaft bolt.
cylinder block to the fuel injection pump and
the gear case cover. 20. The end of the crankshaft is tapered. Remove
the crankshaft pulley by using a suitable
NOTE: On later model engines the oil line puller. Check the pulley for a crack in the area
stops at the fuel injection pump and does not near the dowel pin (see Figure 167 on page
go to the gear case cover. The hole in the 85). A cracked pulley can leak oil and should
gear case cover is plugged with a screw be replaced.
(P/N 55-5768). Tier 2 engines do not have
the hole in the gear case cover and do not use
the plug screw.
AGA12
32
Engine Disassembly
21. Remove the gear case cover and sound shield. 23. Note the timing marks on the timing gears.
NOTE: On Tier 2 engines the oil pump is The timing marks must be aligned when the
located in the gear case cover. The inner engine is assembled.
rotor of the oil pump fits around the 24. Remove the fuel injection pump gear nut and
crankshaft gear. See Oil Pump for Tier 2 lock washer.
Engines on page 62.
AGA13
AGA14
33
Engine Disassembly
2
3
34
Engine Disassembly
2
3
4 1
5 1. Index Marks
1. Index Marks
Figure 31: Tier 2 Index Mark Location
35
Engine Disassembly
1 2
AGA17
AGA16
AGA18
36
Engine Disassembly
31. Remove the flywheel. housing and the rubber portion of the seal. The
metal ring can then be removed by carefully
cutting it with a chisel.
NOTE: Any scratches, nicks or damaged
areas of the crankshaft must be cleaned up
or the new metal ring may not seal to the
crankshaft.
a. Remove the two hex head screws and the
removable part of the tool from the seal
removal tool.
AGA19 1
Figure 37: Remove Flywheel
8
7 6
1. Crankshaft
2. Outer Lip on Metal Ring
3. Lip on Tool (Fits Behind Lip on Metal Ring)
AGA20
4. Stationary Part of Tool
5. Removal Bolt
Figure 38: Remove Bellhousing
6. Countersunk Screw (Must Be Kept Tight)
33. Some early engines use a radial rear seal. No 7. Hex Head Screw
special tools are needed to remove the radial 8. Removable Part of Tool
rear seal. It is removed with the rear seal
housing (see step 34). The radial rear seal can Figure 39: Rear Seal Removal Tool
be replaced with an axial rear seal if the rear b. Press the stationary part of the tool past
seal housing is also replaced. and behind the outer lip on the metal ring
Use the rear seal removal tool P/N 204-994 to of the seal.
remove the axial rear seal. If the seal has been c. While holding the stationary side of the
previously replaced using Loctite or a similar tool engaged on the lip, press the
sealant on the metal ring, the possibility exists removable part of the tool in and behind
that the removal tool will straighten the lip on the outer lip on the other side of the metal
the metal ring instead of removing the seal ring.
assembly. If this occurs, remove the rear seal
37
Engine Disassembly
d. Reinstall the hex head screws that secure 36. Remove the upper part of the oil pan.
the removable part of the tool. At this
37. Remove the oil pump intake pipe.
point the removable part will not be flat
against the top of the tool, but will be close
enough to get the hex head screws started.
e. Carefully tighten the hex head screws
while holding the tool behind the lip on
the metal ring. As the screws are tightened
the tool will pull together and firmly grip
the lip.
f. With the tool firmly locked behind the lip,
tighten the removal bolt. The entire seal
assembly will be pulled out.
34. Remove the rear seal housing. Use the slots on
the sides to pry it off if necessary.
AGA21
AGA24
AGA22
38
Engine Disassembly
39. Carefully remove the camshaft to avoid 41. Remove the gear case. Also remove the two
scratching or marring the camshaft bearings. O-rings from the oil passages between the
The engine must be upside down to prevent gear case and the cylinder block on Tier 1 and
the tappets from interfering with the removal earlier engines.
of the camshaft.
NOTE: Removal of the camshaft gear from
the camshaft can damage the gear and
camshaft. Therefore, it is not recommended.
AGA27
AGA28
AGA26
39
Engine Disassembly
AGA29
40
Inspection and Reconditioning
NOTE: Refer to the Specifications Chapter for 1
specific dimensions that are not given in this
chapter.
This chapter covers the cleaning, inspection,
overhaul, and assembly of individual engine
components. After disassembling the engine,
check the components and discard unusable parts
such as gaskets, O-rings, burned valves, and
broken rings. Check the items that may need
machine shop work first so this work can be
completed by the time the rest of the engine is
ready to assemble.
41
Inspection and Reconditioning
NOTE: If the 0.020 in. (0.50 mm) oversize is b. Press the cylinder sleeves into the cylinder
not large enough to clean up the cylinders, block using a hydraulic press and a
cylinder sleeves and standard pistons must be pressing tool.
installed. Cylinder sleeves are available from
The pressing tool can be fabricated using
the Service Parts Department.
the dimensions in the preceding
Use P/N 11-9036 for all TK482 engines. illustration.
Use P/N 11-8919 for all TK486 engines. Planes A and B must be parallel.
Use the following procedure to install Planes A and B must be perpendicular
cylinder sleeves: to the center line of the tool.
a. Bore and hone the cylinder block to accept Relieve area C slightly as shown to
the cylinder sleeves. The recommended prevent interference with the sleeve.
interference fit for the cylinder sleeves is
0.0024 to 0.0047 in. (0.060 to 0.120 mm). Bevel all the edges slightly.
Measure each cylinder sleeve and subtract c. Use a hydraulic press to press the cylinder
0.0035 in. (0.090 mm). Bore and hone sleeves into the block.
each cylinder to match this dimension. Place the pressing tool in the top end of
The final surface finish should have an RA the cylinder sleeve.
(Roughness Average) less than 248 micro
inches (6.3 microns). The bottom end of a cylinder sleeve has a
slightly smaller outside diameter than the
rest of the sleeve.
AGA33
42
Inspection and Reconditioning
Spray oil on the outside of the cylinder 5. Measure the front camshaft bearing insert. If
sleeve or on the inside of the cylinder bore the front camshaft bearing insert is larger than
in the block. 1.7756 in. (45.100 mm) on Tier 1 and earlier
engines, 1.7768 in. (45.130 mm) on Tier 2
Place the cylinder sleeve in the block and
engines, or has a damaged surface, remove the
press the sleeve into place. The pressing
bearing insert with a bearing driver. If the
load should be 2200 to 4400 lb. (1000 to
block will be boiled out, remove the bearing
2000 kg).
insert and all the core plugs.
The top of the cylinder sleeve must be
NOTE: The middle and rear camshaft
flush with the top of the block. The
bearings do not have bearing inserts.
cylinder sleeve cannot protrude above the
top of the block at all.
AGA35
AGA36
43
Inspection and Reconditioning
7. Install the main bearing caps in their proper 9. Check the main bearing bore alignment with a
positions. The cast arrows are labeled FW and straight edge and a 0.0015 in. (0.038 mm)
should point to the rear (flywheel end) of the feeler gauge. Lay the straight edge in main
engine. The main bearing cap that is machined bearing bores of the block and place the feeler
for the thrust bearing goes to the rear end of gauge between the straight edge and each
the engine. The main bearing caps with main bearing bore. There should be some drag
numbers stamped on them go to the middle of on the feeler gauge at each main bearing bore.
the engine with the main bearing cap marked If there is no drag on the feeler gauge at any
number one closest to the rear of the engine. main bearing bore, the block must be align
The main bearing cap with no number goes to bored.
the front end of the engine. Torque the main
bearing cap bolts to 70.9 to 73.8 ft-lb (96.1 to
100.0 Nm) on Tier 1 and earlier engines, or
68.7 to 72.4 ft-lb (93.2 to 98.1 Nm) on Tier 2
engines.
1
AGA37
Front Rear
Pulley End Flywheel End
Figure 55: Main Bearing Cap Marks Figure 57: Checking Main Bearing Bore Alignment
8. Measure the main bearing bores both 10. Measure each tappet bore in the block. If any
vertically and horizontally. The standard of the tappet bores are larger than 0.4744 in.
dimension is 2.1260 to 2.1267 in. (54.000 to (12.050 mm) on Tier 1 and earlier engines, or
54.019 mm). If the main bearing bores are 0.4742 in. (12.045 mm) on Tier 2 engines, the
more than 0.001 in. (0.25 mm) out of round, block must be replaced. Small scratches or
the block must be align bored. nicks should be cleaned up with a brake
cylinder hone. The tappet bores should also be
lightly honed after the block has been boiled
out.
11. Check or replace all of the core plugs.
AGA38
44
Inspection and Reconditioning
AGA41
45
Inspection and Reconditioning
AGA352
Pistons
1. Remove and discard the old piston rings.
2. Remove the wrist pin circlips and push the
1. Dial Indicator
wrist pin out of the piston. If it is difficult to
push the wrist pin out of the piston, heat the
2. V block
piston in hot water that is at 120 to 140 F (49
Figure 60: Measuring Crankshaft Deflection to 60 C).
NOTE: Do not clamp a connecting rod in a
vise with steel jaws. Instead, use a vise that
has soft jaws, or use soft jaw covers.
Clamping a connecting rod in the steel jaws
of a vise will put small nicks in the
connecting rod. These nicks raise the stress
on the connecting rod and can cause the
AGA353
connecting rod to break while the engine is
running.
1. Difference in Readings 3. Remove the carbon from the top of the piston
2. Deflection but do not scratch the piston. Clean the piston
Figure 61: Crankshaft Deflection and inspect it for damage. Replace the piston
if it has any cracks, or if the top of the piston is
5. Inspect the crankshaft timing gear for chipped significantly burned or damaged.
or worn teeth and for any cracks on or
between the teeth. To remove the gear use a 4. Measure the outside diameter of each piston.
standard gear puller. Install the gear by This measurement should be taken
pressing it onto the crankshaft. Apply a perpendicular to the wrist pin 0.95 in.
sealant to the inside of the gear to prevent oil (24.0 mm) above the bottom of the piston
leaks. skirt. If the piston is smaller than the wear
limit (see Specifications), replace the piston.
NOTE: Removal of the crankshaft timing
gear from the crankshaft can damage the
gear. Therefore, it is not recommended
except when necessary.
6. Check the area on the end of the crankshaft
from which the metal seal ring for the axial
rear seal was removed. Any scratches, nicks,
or damage to this area of the crankshaft must
be cleaned up, or the new metal seal ring may
not seal to the crankshaft. Remove the metal
seal ring for the rear seal if it has not yet been
removed. The metal seal ring can be removed
by carefully cutting it with a sharp chisel. AGA44
46
Inspection and Reconditioning
47
Inspection and Reconditioning
Connecting Rods
The procedures used to recondition a connecting
rod, which include honing the connecting rod
bearing bore, straightening the connecting rod,
and replacing the connecting rod bushing, require
various pieces of expensive equipment. If this
equipment is not available, most machine shops
can recondition serviceable connecting rods to
meet standard specifications.
1. If possible, bead blast the connecting rods
with glass beads. Bead blasting does an
exceptional job of cleaning the rods, and it
also relieves stress by removing minor surface AGA48
damage that tends to increase stress.
NOTE: Bead blasting the connecting rods is Figure 66: Measuring Rod Bearing or Bearing Bore
highly recommended. Most machine shops 6. Use a connecting rod alignment fixture to
offer this service and the price is usually check each rod for twist and parallelism. The
quite reasonable. wear limit for both twist and parallelism is
2. Check each connecting rod bearing by 0.003 in. per 4 in. (0.08 mm per 100 mm). If
installing the connecting rod cap with the the twist or parallelism exceeds the wear limit,
original bearing inserts in place and torquing straighten or replace the rod.
the rod cap bolts to 32.5 to 39.8 ft-lb (44.1 to
53.9 Nm) on Tier 1 and earlier engines, or
32.5 to 36.2 ft-lb (44.1 to 49.0 Nm) on Tier 2
engines.
3. Measure the inside diameter of the connecting
rod bearings. If any of the connecting rod
bearings are larger than the wear limit (see
Specifications), or show significant damage,
replace the entire set of connecting rod
bearing inserts.
4. Check each connecting rod bearing bore by
installing the rod caps with the rod bearing
inserts removed and properly torquing the rod
cap bolts to 32.5 to 39.8 ft-lb (44.1 to AGA49
53.9 Nm) on Tier 1 and earlier engines, or
32.5 to 36.2 ft-lb (44.1 to 49.0 Nm) on Tier 2 1. 4 in. (100 mm)
engines. 2. Parallelism
5. Measure each connecting rod bearing bore 3. Twist
both parallel and perpendicular to the rod. The Figure 67: Measuring Connecting Rod Twist
standard dimension is 2.0079 to 2.0083 in. and Parallelism
(51.000 to 51.010 mm). If the rod bearing bore
is more than 0.001 in. (0.25 mm) out of round
the rod must be reconditioned or replaced.
48
Inspection and Reconditioning
7. Measure the inside diameter of the wrist pin NOTE: The crankshaft gear uses a press fit.
bushings. If the wrist pin bushings are larger Use a hydraulic press to remove and install
than 1.0276 in. (26.100 mm) on Tier 1 and the crankshaft gear. Removing the
earlier engines, 1.0263 in. (26.068 mm) on crankshaft gear can damage it. Therefore, it
Tier 2 engines, or show significant damage, is not recommended except when necessary.
replace the wrist pin bushings.
The camshaft gear uses a very secure press
fit. It cannot be removed without damaging
the camshaft and the camshaft gear.
Therefore, the camshaft gear and camshaft
must be replaced as an assembly.
2. Measure the inside diameter of the idler gear
bushing. If the idler gear bushing is larger than
1.8142 in. (46.080 mm) on Tier 1 and earlier
engines, 1.8140 in. (46.075 mm) on Tier 2
engines, or is significantly damaged, replace
the idler gear bushing. To replace the bushing,
press the old bushing out of the idler gear and
press the new bushing into the idler gear.
AGA50
AGA52
49
Inspection and Reconditioning
AGA56
50
Inspection and Reconditioning
Cylinder Head 1
NOTE: The cylinder head on Tier 1 and earlier 2
engines is not interchangeable with the cylinder 3
head on the Tier 2 engine.
4
8
1. Clean all the carbon and any other deposits 5
from the cylinder head with a gasket scraper
6
or a wire brush. Visually inspect the cylinder
head for cracks and check the sealing surfaces
for damage.
2. Use a straight edge and a feeler gauge to
check the cylinder head deck for distortion.
Check all four sides, both diagonals, and the
center lines of the cylinder head deck.
Resurface or replace the head if the distortion
exceeds 0.006 in. (0.15 mm). AGA58
Disassembly
1. Use a valve spring compressor to remove the
valve keepers.
2. Remove the keepers, the valve spring
retainers, the valve springs, and the valves.
Mark each valve or keep them in order so they
can be returned to their original positions
when assembled.
3. Remove the valve stem seals and boil out the
head if possible.
51
Inspection and Reconditioning
Valve Depth
The valve depth is the distance between the
cylinder head deck and the valve.
AGA59
52
Inspection and Reconditioning
AGA64
AGA62
1. 0.020 in. (0.50 mm) Minimum
Figure 80: Measuring Valve Depth Figure 82: Valve Margin
53
Inspection and Reconditioning
AGA67
AGA65
Figure 85: Measuring Valve Seat Width
1. Valve Seat Width
5. Use Prussian Blue or a similar dye to check
Figure 83: Intake Valve Seat Angles
the alignment of the each valve seat and valve
face. The valve seat should contact the middle
of the valve face.
6. Use 15 and 70 degree grinding stones to size
and align the valve seats to meet the width
specifications (see Specifications), and
alignment recommendation above.
AGA66
54
Inspection and Reconditioning
55
Inspection and Reconditioning
Valve Springs
1. Clean and inspect the valve springs. Replace
valve springs that are cracked, or significantly
scratched or damaged.
2. Measure the free length of the valve springs
with a caliper. Replace any valve springs that
are shorter than 1.67 in. (42.5 mm) on Tier 1
and earlier engines, or 1.63 in. (41.5 mm) on
Tier 2 engines.
AGA71
1. Inclination
2. Free Length
Figure 90: Valve Spring Measurements
AGA70 2
Figure 89: Checking Valve Spring Inclination
AGA72
56
Inspection and Reconditioning
2. Oil the valve stem and place the valves in their c. Lift the valve off the valve seat, rotate the
respective valve seats. Oiling the valve stems valve about a quarter of a turn, and drop
prevents them from seizing to the new valve the valve back onto the valve seat. Spin
stem seals. the valve against the valve seat again for a
short time. Repeat this several times.
3. Install the valve springs. The end of a valve
spring that has less pitch (this end is wound
tighter and may have some paint on it) should 1
be placed on the cylinder head.
1
AGA74 AGA52
57
Inspection and Reconditioning
Rocker Arm Assembly 2. Remove the rocker arm supports, the rocker
arms, and the springs from the rocker arm
1. Remove the studs from the rocker arm shaft. Keep these parts in order to make sure
supports on both ends of the rocker arm shaft they will be assembled correctly.
and from the rocker arm support in the center
of the rocker arm shaft. 3. Clean and inspect all the components of the
rocker arm assembly. Replace any parts that
show significant wear or damage.
1
2
3
8
7 6
5
4
AGA75
58
Inspection and Reconditioning
4. Measure the outside diameter of the rocker 6. Loosen the locknut and remove the valve
arm shaft at the pivot point of each rocker adjustment screw from each rocker arm.
arm. Replace the rocker arm shaft if it is Inspect each valve adjustment screw and
smaller than 0.6280 in. (15.950 mm) on Tier 1 replace any that show significant wear or
and earlier engines, or 0.6276 in. (15.940 mm) damage. Place the valve adjustment screws
on Tier 2 engines, at any of the rocker arm back in the rocker arms but do not tighten the
pivot points. locknuts.
7. Reassemble the rocker arm assembly and
make sure the parts are in the correct order.
See Figure 94 on page 58 and note the
following items:
a. The rocker arm shaft is symmetrical.
b. The intake and exhaust rocker arms are
AGA76
identical. The valve adjustment screws go
to the push rod (back) side.
Figure 95: Measuring Rocker Arm Shaft
c. The three middle rocker arm supports are
5. Measure the inside diameter of each rocker identical. They go on the rocker arm shaft
arm bushing. If a rocker arm bushing is larger with the long mounting bolts to the intake
than 0.6335 in. (16.090 mm) on Tier 1 and (front) side.
earlier engines, 0.6327 in. (16.070 mm) on
Tier 2 engines, or shows significant damage, d. The center rocker arm support and both
replace the rocker arm. end rocker arm supports are fastened to the
rocker arm shaft with studs. The studs go
through the tops of the rocker arm
supports into holes in the rocker arm shaft.
e. The two rocker arm supports on the ends
of the rocker arm shaft are identical. Each
has an oil passage in its bottom. This oil
passage carries oil from the cylinder head
to the rocker arm shaft. The oil passage
must go to the push rod (back) side and
align with the oil passage in the cylinder
AGA77 head.
Figure 96: Measuring Rocker Arm Bushing
59
Inspection and Reconditioning
Push Rods
1. Clean and inspect the push rods. Replace any
push rods that show significant wear or
damage.
2. Place each push rod on a completely flat
surface and use a feeler gauge to check how
AGA79
much the push rod is bent. Replace any push
rod that is bent more than 0.001 in. (0.03 mm).
1 2
1. Abnormal Wear
2. Normal Wear
Figure 98: Tappet Wear
AGA78
Tappets
1. Clean and inspect the tappets. Normally the
tappets rotate while the engine is running.
This causes normal wear to appear as AGA80
concentric rings on the surface of the tappet Figure 99: Measuring Tappet
that contacts the cam lobe. A tappet that does
not rotate shows an abnormal wear pattern
straight across its contact surface. Replace any
tappet that shows an abnormal wear pattern,
significant wear, or significant damage.
60
Inspection and Reconditioning
Oil Pump
Oil Pump for Tier 1 and Earlier
Engines
1. Remove the rotor plate and inspect the oil
pump. If the rotor plate, the inner rotor, the
outer rotor, or the oil pump body show
significant wear, scratches, or damage, replace
the oil pump.
1
AGA82
2
4 Figure 101: Checking Clearance Between
3 Oil Pump Body and Outer Rotor
8
7
6
AGA81
1. Rotor Plate
2. Outer Rotor
3. Rotor Shaft
4. Oil Pressure Control Valve
5. Gear
AGA83
6. Pump Body
Figure 102: Checking Clearance Between
7. Inner Rotor
Inner Rotor and Outer Rotor
8. Rotor Shaft Bore
4. Check the clearance between the rotor plate
Figure 100: Oil Pump Assembly
Tier 1 and Earlier Engines and both rotors. Place a straight edge across
the oil pump body and insert a feeler gauge
2. Use a feeler gauge to check the clearance between the straight edge and the rotors. If the
between the oil pump body and the outer rotor. clearance between the rotor plate and either
If the clearance between the oil pump body rotor exceeds 0.0059 in. (0.150 mm), replace
and the outer rotor exceeds 0.0098 in. the oil pump.
(0.250 mm), replace the oil pump.
3. Use a feeler gauge to check the clearance
between the inner rotor and the outer rotor.
Place the feeler gauge between the tip of a
vane on the inner rotor and the high point of a
lobe on the outer rotor. If the clearance
between the inner rotor and the outer rotor
exceeds 0.0059 in. (0.150 mm), replace the oil
pump.
61
Inspection and Reconditioning
AGA84
62
Inspection and Reconditioning
3
1
3
4 4
63
Inspection and Reconditioning
1 1
64
Inspection and Reconditioning
65
Inspection and Reconditioning
66
Inspection and Reconditioning
1. Adapter
2. Magnehelic Gauge
Figure 114: Measuring Crankcase Pressure
1. Fitting
2. Cut Section Out of Tab
3. Dipstick Cap
4. Cut Dipstick Off
Figure 113: Magnehelic Gauge Adapter
5. To use the adapter, remove the oil dipstick and
replace it with the adapter. Connect the low
pressure side of the Magnehelic gauge (10 in.
[254 mm] minimum) to the adapter and
observe the readings on high and low speed.
67
Inspection and Reconditioning
68
Engine Assembly
Assembly Precautions
NOTE: Refer to the Specifications chapter for
specifications not given in this chapter.
After the components of the engine have been
repaired, reconditioned, or replaced, the engine
can be assembled. It is very important to keep the
engine as clean as possible while it is being
assembled, because dirt is one of the major factors
that contributes to the failure of rebuilt engines. AGA86
Assembly Procedure
1. Install the front camshaft bearing insert using
a bearing driver. Make sure the oil holes in the
bearing insert line up with the oil holes in the
front camshaft bearing bore. The camshaft
bearing insert is pre-finished.
2. Install new oil gallery and core plugs.
AGA87
69
Engine Assembly
4. Place the upper thrust bearings in position in 6. Place the new lower main bearing inserts in
the cylinder block on each side of the upper the main bearing caps. The lower main
rear main bearing. The grooves on the thrust bearing inserts are plain and identical.
bearings should face away from the upper rear
main bearing. Use a little grease to help hold
them in place.
AGA90
AGA91
AGA89
70
Engine Assembly
8. Place a piece of plastigauge on each main 10. Remove the main bearing caps and check the
bearing journal and install the main bearing plastigauge to determine the clearance of each
caps in their proper positions. The cast arrows main bearing. The recommended main
on the main bearing caps are labeled FW and bearing clearance is 0.0015 to 0.0027 in.
should point to the rear (flywheel end) of the (0.038 to 0.068 mm).
engine. The main bearing cap with the thrust
bearings goes to the rear end of the engine.
The main bearing caps with numbers stamped
on them go to the middle of the engine with
the main bearing cap marked number one
closest to the rear main bearing. The main
bearing cap with no number goes to the front
end of the engine.
1
AGA354
AGA94
AGA92
71
Engine Assembly
AGA96
AGA95
1. Swirl Chamber
2. Identification Marks
Figure 125: Assemble Piston and Rod
72
Engine Assembly
AGA99
AGA98
b. Place the oil ring in the bottom ring 1. Top Ring End Gap
groove over the expander. Position the end 2. Oil Ring End Gap
gap of the oil ring 180 degrees from the 3. Middle Ring End Gap
joint in the expander.
Figure 131: Ring Alignment
73
Engine Assembly
2
AGA103
AGA102
AGA93
74
Engine Assembly
26. Use a feeler gauge to check the side clearance 30. Lubricate the tappets with engine assembly
between the crankshaft and each connecting compound or engine oil. Insert each tappet
rod. The standard dimension is 0.008 to into its respective tappet bore.
0.016 in. (0.20 to 0.40 mm).
27. Place new O-rings (Tier 1 and earlier engines
only) on the front of the engine block and
make sure the dowel pins are in place.
NOTE: Tier 2 engines do not use these
O-rings.
AGA26
1
Figure 137: Install Tappets
AGA25
AGA484
75
Engine Assembly
33. Install and tighten the camshaft thrust plate 35. Install the fuel injection pump, align the index
mounting bolts. marks (as they were when the fuel injection
pump was removed, see step 26 on page 35),
and tighten the mounting nuts.
NOTE: The injection timing will be correct if
the original injection pump is being
reinstalled and the index marks are aligned
as they were when the fuel injection pump
was removed. If not, see Injection Pump
Timing Tier 1 and Earlier Engines on
page 97 or Injection Pump Timing Tier 2
Engines on page 102.
AGA24
AGA106
76
Engine Assembly
1 1 2
1 2
1. Index Marks
Figure 145: Tier 2 Index Mark Location
77
Engine Assembly
37. Install the idler gear and the idler shaft and 38. Install and tighten the idler shaft mounting
align the timing marks. The A mark on the bolts.
idler gear should line up with the A mark on
39. Use a dial indicator to check the gear lash
the crankshaft gear. The B mark on the idler
between the timing gears, if it has not been
gear should line up with the B mark on the
checked already.
injection pump gear. The C mark on the idler
gear should line up with the C mark on the 40. Make sure the dowel pins are in place in the
camshaft gear. top of the block.
41. Place a new head gasket on the block. Align
the head gasket with the dowel pins and make
sure the engine model inscription is facing up.
42. Place the cylinder head on top of the block
and the head gasket. Make sure to align the
head with the dowel pins.
AGA109
1 3
2
AGA111
5
4 Figure 150: Install Cylinder Head and Gasket
AGA110
78
Engine Assembly
AGA112
AGA113
79
Engine Assembly
50. Install the oil filter head and the oil filter. b. Cap off any other open oil system fittings
NOTE: The EMI 3000 oil filter started at such as the fitting for the oil line to the
serial number A08750 on TK482 engines fuel injection pump and gear case cover.
and serial number L32014 on TK486E/EH c. Pressurize the tank to 60 psi (413 kPa) and
engines. Earlier engines can be retrofitted open the outlet line to the engine.
with EMI 3000 Oil Filter Kit P/N 90-336. See
EMI 3000 Oil Filter on page 149 for more d. The tank will fill the oil filter first and will
information. then pressurize the whole lubrication
system. The oil pressure control valve may
release some oil into the bottom end.
e. Check each main bearing and rod bearing.
Oil should drip from each bearing at a
fairly good rate, but there should be no
large streams of oil from any of the
bearings.
f. Check the idler gear shaft and the front
camshaft bearing on Tier 1 and earlier
engines. Oil should drip from each at a
fairly good rate, but there should be no
large streams of oil from either.
g. Check the rocker arm assembly. Oil flows
AGA115
to the rocker arm assembly through
Figure 155: Install Oil Filter Head and Oil Filter
internal oil passages in the cylinder block,
51. Pressure check the engines lubrication the cylinder head, the two end rocker arm
system, if possible. A pressure check can point supports, and the rocker arm shaft. Oil
out problem areas in the lubrication system, should drip from each rocker arm bushing
and it eliminates the possibility that any of the and from the hole in each rocker arm at a
engine components are dry when the engine is fairly good rate, but there should be no
first started. large streams of oil from any of the rocker
arms or bushings.
NOTE: On Tier 2 engines the gear case
cover must be installed for the pressure h. Turn the engine over several times and
check because the oil pump is located in the check the components again.
gear case cover. See steps 64 through 72 i. Lack of oil or a low flow rate at any of
starting on page 84 to install the gear case these components indicates there is a
cover. restriction in an oil gallery or passage
a. Fill the pressure tank with engine oil and leading to the component. Excessive oil
attach the outlet line to the engine at the flow at any of the components indicates
fitting for an oil pressure gauge or oil that the oil clearance is too large, the
pressure switch. wrong part has been used, or a component
is damaged or missing.
80
Engine Assembly
52. Install the valve cover with a new gasket and 54. Install the oil pan.
put new O-rings on the special cap nuts.
a. Place a thin layer of sealant on the top
sealing surface of the upper part of the oil
pan.
b. Place the upper part of the oil pan in
position on the bottom of the block.
c. Install the mounting bolts for the upper
part of the oil pan. Make sure the rear end
of the block and the upper part of the oil
pan are flush before tightening the
mounting bolts.
d. Place a thin layer of sealant on the sealing
surface of the lower part of the oil pan.
e. Place the lower part of the oil pan in
position on the upper part of the oil pan.
AGA116
Figure 156: Install Valve Cover f. Install and tighten the mounting bolts for
the lower part of oil pan.
53. Install the oil pump intake pipe. Tier 1 and
earlier engines use a gasket between the oil
pump intake pipe and the block. Tier 2 engines
use an O-ring between the oil pump intake
pipe and the block. Make sure the gasket or
O-ring is installed properly because a missing
gasket or O-ring will cause low oil pressure.
1 2
81
Engine Assembly
55. Check to make sure the dowel pins are in 60. Install the axial rear seal using installation tool
position in the rear of the block. There are two P/N 204-952 and the following procedure.
for the rear seal housing and two for the
bellhousing. CAUTION: Do not attempt to install this
seal without using the installation tool.
56. Make sure the old rear seal has been removed Driving the seal in by hand will crush the
from the rear seal housing. If not, remove it. rubber lip into the metal ring and cause
NOTE: Some early engines use a radial rear the seal to burn up when the engine is
seal. Later engines use an axial rear seal. No run.
special tools are needed to remove or install NOTE: If necessary, the inside diameter of
the radial rear seal. Install the radial rear the metal seal ring can be lightly coated with
seal by pressing it into the rear seal housing. Loctite 620 or silicone gasket sealant. The
Coat the lip of the radial rear seal with original seal ring was installed without
engine oil before installing the rear seal sealant, but the use of sealant offers some
housing. The radial rear seal can be replaced insurance against leaks if the crankshaft has
with an axial rear seal if the rear seal some surface damage. However, sealant will
housing is also replaced. The axial rear seal make future removal of the metal ring more
requires special tools for removal and difficult. If necessary, a light coat of silicone
installation (see step 60). sealer may also be applied to the outside
57. Place a thin layer of sealant on the sealing diameter of the seal.
surface of the rear seal housing. a. If necessary, remove the old metal ring
58. Place the rear seal housing in position and (see step 33 on page 37) and any
make sure to align the dowel pins. imperfections from the surface of the
crankshaft that contacts the metal ring of
the seal. Check your work by placing the
installation tool cup over the end of the
crankshaft to check the fit. The cup must
fit smoothly over the crankshaft or it will
bind when installing the seal.
NOTE: The cups for some of the early
installation tools were slightly
undersized. If you have trouble fitting the
cup over the end of the crankshaft, have
a a machine shop remove 0.005 in.
(0.13 mm) from the inside diameter of the
cup.
b. Attach the installation tool mandrel to the
AGA119 crankshaft using three flywheel bolts as
Figure 159: Install Rear Seal Housing shown in Figure 160 on page 83. If a point
of the hex on a bolt is facing directly out it
59. Install and tighten the mounting bolts for the
may extend past the mandrel. Grind down
rear seal housing.
the points as required.
NOTE: The bolts at the bottom of the rear
c. Place the seal over the installation tool
seal housing screw into the oil pan and are
mandrel with the metal face of the seal
longer than the other bolts that fasten the
toward the engine.
rear seal housing to the block.
82
Engine Assembly
d. Place the tool cup over the mandrel and 62. Install and tighten the mounting bolts for the
against the seal. Align the cutout on the bellhousing.
cup away from the bolts on the mandrel as
NOTE: The bolts at the bottom of the
shown. This allows you to see when the
bellhousing screw into the oil pan and are
cup has completely bottomed on the
longer than the other bolts that fasten the
mandrel.
bellhousing to the block.
4
2
1
AGA120
1. Nut
2. Cup AGA121
83
Engine Assembly
84
Engine Assembly
73. Use the front seal installation tool P/N 74. Install the crankshaft pulley and align it with
204-1138 to install the front seal (if not yet the dowel pin in the crankshaft gear. Torque
installed). the mounting bolt to 83.2 to 90.4 ft-lb (112.8
to 122.6 Nm).
a. Place a thin layer of sealant on the outside
diameter or the front seal. NOTE: Make sure to align the dowel pin
with the mating hole in the crankshaft pulley.
b. Place the front seal in the gear case cover
If not, the pulley will not pull down on the
and press it in slightly so it stays in place.
tapered end of the crankshaft and will be
c. Place the front seal installation tool over loose. The pulley can also crack where it
the end of the crankshaft and against the contacts the dowel pin. This can cause the
seal. front seal to leak oil. Check the pulley for
cracks if the front seal leaks. Replace the
d. Place the mounting bolt and washer for the
dowel pin if it is damaged.
crankshaft pulley through the front seal
installation tool and into the crankshaft.
1 2
e. Tighten the bolt until the front seal
installation tool stops against the end of
the crankshaft. This installs the front seal
to the proper depth.
f. Remove the bolt and the front seal
installation tool.
g. Coat the lip of the front seal with engine
oil.
1. Dowel Pin
2. Mating Hole in Crankshaft Pulley
Figure 167: Dowel Pin Alignment
1
2
1. Front Seal
2. Front Seal Installation Tool P/N 204-1138
Figure 166: Install Front Seal
AGA124
85
Engine Assembly
75. Install the oil line that goes from the cylinder 77. Install the water pump with a new O-ring, a
block to the fuel injection pump and the gear new thermostat, and new gaskets.
case cover.
NOTE: On later model engines the oil line 1
stops at the fuel injection pump and does not
go to the gear case cover. The hole in the
gear case cover is plugged with a screw
(P/N 55-5768). Tier 2 engines do not have
the hole in the gear case cover and do not use
the plug screw. 2
1. Coolant Hoses
Figure 172: Connect Coolant Hoses
on Tier 2 Engines
AGA126
86
Engine Assembly
78. Place a nozzle gasket and a nozzle protector in 79. Install the fuel injection nozzles.
each opening for the fuel injection nozzles.
80. Install the fuel injection nozzle retainers and
Install the nozzle gasket first, then install the
mounting nuts or bolts. Torque the mounting
nozzle protector. The nozzle protector is
nuts to 5.1 to 6.5 ft-lb (6.9 to 8.8 Nm) on
shaped like a cup, and the bottom of the cup
Tier 1 and earlier engines. Torque the
should face down.
mounting bolts to 18.0 to 21.0 ft-lb (24.4 to
28.4 Nm) on Tier 2 engines.
1 81. Install the lift brackets.
82. Install the intake manifold with a new gasket.
2
83. Install the fuel return lines. See Fuel Return
3 Line Replacement on page 113.
4
84. Install the fuel injection lines. Figure 177 on
page 88 shows the injection line connections
for Tier 2 engines.
1. Retainer
2. Fuel Injection Nozzle
3. Nozzle Protector
4. Nozzle Gasket 2
3
4
AGA02
1. Retainer
2. Fuel Injection Nozzle
3. Nozzle Protector
4. Nozzle Gasket
Figure 174: Install Fuel Injection Nozzles
Tier 2 Engines
87
Engine Assembly
1 3 4
88
Lubrication System
The TK482 and TK486 engine families use a On Tier 2 engines the oil pump is driven by the
pressure lubrication system. A trochoid type oil the boss on the crankshaft gear, and is located in
pump circulates the oil through the system to the gear case cover.
lubricate the engine components. The oil pump
The oil is picked up by a screened inlet near the
contains a pressure control valve that limits the oil
bottom of the oil pan. The inlet is positioned far
pressure to 45 to 57 psi (310 to 390 kPa).
enough from the bottom of the pan to avoid
On Tier 1 and earlier engines the oil pump is picking up any of the residue that tends to settle
driven by the crankshaft gear, and is attached to on the bottom of the pan. The oil then passes
the lower part of the gear case. through the intake pipe to the oil pump.
AGA129
89
Lubrication System
The oil pump forces a large volume of high Some of the oil supplied to the camshaft bearings
pressure oil through an oil gallery to the dual flows through passages in the cylinder block, the
element (full flow/bypass) oil filter. Dirt and other cylinder head, and the rocker arm supports to the
particles are trapped in the filter element as the oil rocker arm shaft. The rocker arm shaft supplies oil
passes through the oil filter. If the filter element to the rocker arm bushings and the rocker arms.
becomes clogged, a bypass valve built in the oil Some oil squirts out of holes in the rocker arms to
filter head allows the oil to bypass the filter lubricate the valve stem caps and the valve stems.
element. This keeps the engine components from The oil that is pumped up to the rocker arm
being starved for oil if the filter element is assembly flows back down through the push rod
clogged. openings and lubricates the tappets and the cam
lobes as it returns to the oil pan.
After passing through the oil filter, the oil enters
the main oil gallery. Oil passages connected to the The oil that flows to the fuel injection pump
main oil gallery supply oil to the idler gear shaft, returns to the oil pan after lubricating the injection
the camshaft bearings, and the main bearings. An pump components.
external oil line is connected to the main oil
Oil pressure is affected by oil temperature, oil
gallery and the fuel injection pump. On early
viscosity, and engine speed. Low oil pressure can
Tier 1 and earlier engines the external oil line also
usually be traced to the lack of oil, diluted oil, a
connects to the gear case cover. The external oil
faulty oil pressure control valve, loose
line supplies oil to the fuel injection pump. On
connections in the lubrication system, or worn
early Tier 1 and earlier engines the external oil
bearings. Low oil pressure is not normally caused
line also supplies oil to the fuel injection pump
by a faulty oil pump. Use the flow chart on the
gear.
following page to help diagnose low oil pressure.
Oil from the idler gear shaft lubricates the idler
gear bushing, the idler gear, the other timing
gears, and the fuel transfer pump before returning
to the oil pan. On early Tier 1 and earlier engines
oil is also delivered to the fuel injection pump
gear, the timing gears, and the fuel transfer pump
through the external oil line connected to the top
of the gear case cover.
Some of the oil supplied to the main bearings
flows through passages in the crankshaft to the
connecting rod bearings. This oil is thrown around
the bottom end of the engine as it flows out of the
bearings while the crankshaft rotates. Some of this
oil lubricates the cylinder walls. Some of this oil
lands in the holes on the top of the connecting
rods and lubricates the wrist pins and the
connecting rod bushings. The oil eventually
returns to the oil pan.
90
Lubrication System
Pull Engine
Remove Oil Pan
Check Inlet Screen, Intake Pipe,
and Intake Pipe Gasket or O-Ring
Pressure Check Engine for Internal Leaks
91
Lubrication System
92
Fuel System
93
Fuel System
4
5
94
Fuel System
1 2
8 5
95
Fuel System
96
Fuel System
Injection Pump Timing Tier 1 3. Remove the injection line for the number one
and Earlier Engines cylinder from the delivery valve on the
injection pump and from the injection nozzle.
This timing procedure requires fuel pressure at the
injection pump inlet. This can be accomplished by NOTE: The number one cylinder is the
pumping the priming pump by hand, or by using cylinder at the flywheel end of the engine.
an electric fuel pump to supply fuel to the fuel NOTE: Do not remove the delivery valve
pump inlet. spring to check the timing. OM636 and C201
1. If the engine is in the unit, make sure the unit engines must have the delivery valve spring
is turned off. removed for injection pump timing. TK482
and TK486 engines DO NOT!
2. Remove the round cover (plug) from the
timing mark access hole on the front of the 4. Remove the rocker arm cover.
bell housing. The index marks on either side 5. Place the engine at top dead center of the
of this hole and the timing marks on the compression stroke for the number one
flywheel are used to check the injection pump cylinder. Refer to steps a through d.
timing.
a. Rotate the engine in the normal direction
of rotation (clockwise viewed from the
1 water pump end) until the 1-4 timing mark
on the flywheel lines up with the index
mark in the timing mark access hole.
1 2
AEA701
2 1. Index Mark
2. Top Dead Center Mark for 1 and 4
AGA01
Figure 184: Top Dead Center One and Four
1. Number One Cylinder Injection Line
b. Check the rocker arms on the number one
2. Timing Mark Access Hole
cylinder to see if they are loose.
Figure 183: Component Location
c. If the rocker arms are loose the engine is at
CAUTION: Loosen all of the injection top dead center of the compression stroke
lines at the injection nozzles to prevent the for the number one cylinder.
possibility of the engine firing while it is
d. If the rocker arms are tight the engine is at
being rotated.
top dead center of the exhaust stroke for
the number one cylinder. Rotate the engine
360 degrees to place the engine at top dead
center of the compression stroke for the
number one cylinder.
97
Fuel System
6. Disconnect the 8S wire from the starter Tier 1 engines (TK482E, TK486E, and
solenoid to prevent the engine from cranking TK486EH) have an additional injection timing
when the unit is turned On. mark at 10 degrees BTDC. The 10 degree
BTDC timing mark is a horizontal line
7. Energize the fuel solenoid. If the engine is in
stamped on the flywheel approximately 1.0 in.
the unit, turn the unit On. Use the Service Test
(25 mm) before the top dead center mark. The
Mode to energize the fuel solenoid if the unit
TK482E and TK486E are timed at 10 degrees
has a microprocessor.
BTDC (see Figure 189 on page 99). The
If the engine is not in the unit, use jumper TK486EH is timed at 11 degrees BTDC (see
wires to energize the fuel solenoid at the three Figure 190 on page 99).
pin connector. Place a jumper between the
black wire (CH - pin C) and ground (). Place
1 2
a jumper between the red wire (8D - pin A)
and 12 Vdc (+). Momentarily place a jumper
between the white wire (8DP - pin B) and 12
Vdc (+).
CAUTION: Do not leave the jumper on
the white wire (8PD - pin B) for more than
3
a few seconds or the fuel solenoid will be
damaged.
1. Index Mark
2. 12 Degree BTDC Timing Mark
3. 10 Degree BTDC Timing Mark
(Tier 1 Engines Only)
AEA633
Figure 186: Timing Mark Alignment
1. Red (8D) 9. Pump the priming pump by hand a few times,
2. White (8DP) or energize the electric fuel pump if an electric
3. Black (CH) fuel pump is being used.
Figure 185: Fuel Solenoid 10. Use a clean towel to wipe the fuel from the top
Connector Pin Identification end of the delivery valve holder.
8. Rotate the engine backwards
1
(counterclockwise viewed from the water
pump end) until the injection timing mark or
marks are positioned in the bottom of the
timing mark access hole (see Figure 186).
Early engines (TK482 and TK486) have one
injection timing mark at 12 degrees BTDC
(before top dead center). The 12 degree BTDC
timing mark is a horizontal line stamped on
the flywheel approximately 1.2 in. (30 mm)
before the top dead center mark. The TK482
and TK486 are timed at 12 degrees BTDC AEA759
(see Figure 188 on page 99).
1. Delivery Valve Holder
Figure 187: Injection Pump
98
Fuel System
11. Slowly turn the engine in the normal direction c. On TK486EH engines the index mark
of rotation until you see the fuel rise in the end should align with the midpoint between
of the delivery valve holder. Stop as soon as the two timing marks on the flywheel.
you see the fuel rise slowly.
12. Check position of the timing marks. 1
2
a. On TK482 and TK486 engines the
injection timing mark on the flywheel
should be aligned with the index mark on
the side of the timing mark access hole.
3
1 2
1. Index Mark
2. 12 Degree BTDC Timing Mark
3. 10 Degree BTDC Timing Mark
Figure 190: Correct Timing Mark Alignment
for TK486EH
AEA703
13. Repeat steps 8 through 12 to recheck the
1. Index Mark timing.
2. Injection Mark 14. If the timing is off by more than 1 degree (0.1
Figure 188: Correct Timing Mark Alignment in. [2.5 mm]), loosen the mounting nuts on the
for TK482 and TK486 studs that fasten the injection pump to the
engine and rotate the injection pump to change
b. On TK482E and TK468E engines the 10 the timing.
degree BTDC timing mark on the flywheel
should be aligned with the index mark on a. Pull the top of the injection pump away
the side of the timing mark access hole. from the engine to advance the timing.
b. Push the top of the injection pump toward
1 2 the engine to retard the timing.
15. Tighten the injection pump mounting nuts and
recheck the timing. Repeat steps 8 through 15
until the timing is correct.
3 16. Install the cover in the timing mark access
hole, install the injection line for the number
one cylinder, tighten the other injection lines,
and reconnect the 8S wire to the starter
solenoid when finished with the procedure.
1. Index Mark
2. 12 Degree BTDC Timing Mark
3. 10 Degree BTDC Timing Mark
Figure 189: Correct Timing Mark Alignment
for TK482E and TK468E
99
Fuel System
Attaching Injection Pump Gear 1. Find the timing mark on the injection pump
to Flange on Tier 1 Engines gear. The timing mark is the letter B
stamped between two teeth near the edge of
Tier 1 engines have a three-piece injection pump the gear. It is also marked with a dab of white
gear. The injection pump gear should not be paint. Remove the transfer pump cam if you
removed from the flange because that changes the are not sure where the timing mark is.
timing. However, if the injection pump gear was
removed from the flange, use the following
procedure to assemble them correctly.
2 1
3
4 1. Dab of White Paint
5 Figure 192: Timing Mark on Injection Pump Gear
with Transfer Pump Cam Installed
1
6
1. Letter B
Figure 193: Timing Mark on Injection Pump Gear
without Transfer Pump Cam Installed
100
Fuel System
2. Place the injection pump gear on the flange so 4. Install the injection pump gear mounting
the timing mark on the injection pump gear is screws and torque them to 25 ft-lb (34 Nm).
approximately 180 degrees from the keyway
5. Install the transfer pump cam if it was
in the flange.
removed.
3. Center the slots in the flange in the large holes
6. Install the injection pump gear assembly on
in the injection pump gear. The slotted
the fuel injection pump. Torque the mounting
adjustment is used to enable the factory to
nut to 43.4 to 50.6 ft-lb (58.8 to 68.6 Nm).
adjust the timing more rapidly during
The timing marks on the timing gears must be
assembly. If the flange and gear are
aligned as shown below with the Number 1
disassembled, the slot is centered in the hole
Cylinder at TDC (Top Dead Center) of the
and the injection pump must be flow timed.
compression stroke. It helps to install the idler
gear last when aligning the timing marks.
2
1 3
1 2
5
3 4
1. Keyway in Flange
2. Slot in Flange Centered in Hole in Gear*
3. Letter B
Figure 195: Flange and Injection Pump Gear
Alignment without Transfer Pump Cam Installed
101
Fuel System
1 2
0.5 Degrees
1
2
102
Fuel System
1
2
1
1
1
103
Fuel System
Examples
Injection Angle of New
8.5 6.1
Injection Pump (Degrees)
Injection Angle of Old 4
6.7 6.7
Injection Pump (Degrees)
= Injection Angle Difference
= +1.8 = 0.6 1. Fuel Injection Pump Gear
(Degrees)
2. Idler Gear
7. Install the new injection pump on the gear 3. Camshaft Gear
case and position it so the index mark on the 4. Crankshaft Gear
injection pump is aligned with the mark equal Figure 207: Timing Mark Alignment
to the injection angle difference on the
injection angle sticker (see the following NOTE: The oil pump is located in the timing
examples). Tighten the injection pump gear cover on Tier 2 engines. The inner rotor of
mounting nuts when the index mark is aligned the oil pump fits around the crankshaft gear.
as necessary with the injection angle sticker. Make sure that the flat sides of the inner rotor
are aligned with the flat sides on the crankshaft
gear when installing the timing gear cover.
1 1
2
5
3
4
6
1. Injection Pump Index Mark at 0.6 Degrees
2. Injection Pump Index Mark at +1.8 Degrees
Figure 206: Examples of Injection Pump Index
Mark Alignment with Injection Angle Sticker
1. Crankshaft Gear
8. Install the injection pump gear, lock washer, 2. Oil Pump Cover
and nut. Torque the nut to 58 to 65 ft-lb (78 to 3. Outer Rotor
88 Nm). 4. Inner Rotor
NOTE: If the timing gear cover was removed to 5. Timing Gear Cover
remove the injection pump gear, make sure the 6. Flat Sides on Inner Rotor
timing marks on the timing gears are aligned as 7. Flat Side on Crankshaft Gear
shown below. It helps to install the idler gear last
Figure 208: Align Flat Sides of Crankshaft Gear
when aligning the timing marks. with Flat Sides of Inner Rotor in Timing Gear Cover
104
Fuel System
1. Index Marks
Figure 211: Tier 2 Index Mark Location
1. Index Marks
Figure 209: Tier 1 and Earlier Index Mark Location
1 2
105
Fuel System
2. Remove the starter for clearance, remove 5. Align the threaded holes in the injection pump
throttle linkage, fuel lines, harness and gear with the two holes in the tool plate by
mounting hardware from the injection pump. rotating the engine crankshaft. Attach the gear
to the tool plate with the screws provided with
3. Remove the cover plate from the gear case
the tool plate.
cover. Remove the nut and lock washer which
secure the gear to the injection pump shaft. 6. Thread the long screw supplied with the tool
Use a shop rag to prevent the lock washer or plate into the small end of the adapter, also
nut from falling into the gear case. supplied with the tool plate. Insert the adapter
into the tool plate and rotate it to provide a
NOTE: On Tier 1 and Tier 2 engines the
injection pump gear assembly is made of solid position to force the injection pump shaft
three pieces; the flange, the gear, and the from the gear. Caution should be taken to
align the screw over the center of the injection
transfer pump cam. Do not loosen or remove
the four bolts that fasten the gear to the pump shaft.
flange because that changes the timing. 7. Remove the screw and adapter leaving the tool
4. Use the hardware from the cover plate to plate in place. This holds the gear in proper
attach the tool plate (with the marked side tooth alignment until the injection pump is
pointing up and out) to the gear case cover. reinstalled.
2 4
9 8 7
106
Fuel System
Installation
1
1. Position the injection pump shaft into the
injection pump gear, rotating the shaft to mate
the key with the keyway in the gear. Take care
to make sure the key mates with the keyway.
2. Secure the injection pump to the gear case
2
with previously removed hardware. Make sure
to align the index marks on the injection pump
and the gear case like they were in step 1 of
Removal on page 105.
NOTE: If a different injection pump is being 1. Trochoid Feed Pump Outlet Pressure Port
installed, see the appropriate injection pump 2. Trochoid Feed Pump
timing procedure to set the timing.
Figure 214: Trochoid Feed Pump Location
3. Remove hardware holding the gear to the tool
If the seal in the trochoid feed pump fails, it could
plate, then remove the tool plate.
allow some fuel to leak into the engine oil. A
4. Secure the gear to the injection pump shaft faulty injection nozzle or fuel transfer pump can
with the lock washer and nut. Use a shop rag, also dilute the engine oil with fuel. Replace the
as before, to prevent the lock washer or nut trochoid feed pump if the engine oil is being
from falling into the gear case. Torque the nut diluted with fuel and a faulty injection nozzle or
to 43 to 51 ft-lb (59 to 69 Nm) on the Tier 1 fuel transfer pump is not the cause. See Trochoid
or earlier engines, or 58 to 65 ft-lb (78 to Feed Pump Replacement on page 107.
88 Nm) on the Tier 2 engines.
If oil leaks from between the trochoid feed pump
5. Fasten cover plate to gear case cover and and the injection pump, replace the O-rings
reinstall all components removed previously between the trochoid feed pump and the injection
to facilitate injection pump removal. pump. If fuel leaks from the trochoid feed pump,
replace all the O-rings. See Trochoid Feed Pump
Trochoid Feed Pump Tier 2 O-Ring Replacement on page 108.
Engines
Trochoid Feed Pump Replacement
The Tier 2 engine has a trochoid feed pump on the
1. Remove the four hex head screws that attach
fuel injection pump. The trochoid feed pump
the trochoid feed pump to the injection pump.
supplies fuel to the injection pump at a pressure of
Do not remove the two Allen head screws.
65 to 87 psi (450 to 600 kPa). Check the outlet
pressure of the trochoid feed pump by removing
the plug and attaching a pressure gauge to the port
shown below. The plug has M12x1.25 threads.
You will have to make an adaptor to attach a
pressure gauge. Replace the trochoid feed pump if
the outlet pressure is below 59 psi (410 kPa) or
above 94 psi (650 kPa).
1 2 1
107
Fuel System
2. Remove the trochoid feed pump from the Trochoid Feed Pump O-Ring
injection pump. Replacement
NOTE: The gear on the trochoid feed pump 1. Remove the two Allen head screws that attach
is lubricated with engine oil. Some engine oil the trochoid feed pump cover to the trochoid
might leak out of the injection pump when feed pump body. It is not necessary to remove
the trochoid feed pump is removed. The the Allen head screws if you are not replacing
trochoid feed pump does not need to be timed the O-ring between the trochoid feed pump
when it is installed.Clean the area on the cover and the trochoid feed pump body.
injection pump from which the trochoid feed
2. Remove the four hex head screws that attach
pump was removed.
the trochoid feed pump to the injection pump.
3. Place new O-rings on the new trochoid feed
pump and make sure it is clean.
1 2 1
1
1 1. Allen Head Screws
2. Hex Head Screws
1. O-Rings Figure 217: Trochoid Feed Pump Removal
Figure 216: Trochoid Feed Pump
3. Remove the trochoid feed pump cover from
4. Place the new trochoid feed pump on the the trochoid feed pump body and remove the
injection pump. trochoid feed pump body from the injection
pump.
5. Install and tighten four hex head screws that
attach the trochoid feed pump to the injection NOTE: The gear on the trochoid feed pump
pump. Torque the hex head screws to 6 to is lubricated with engine oil. Some engine oil
7 ft-lb (8 to 10 Nm). might leak out of the injection pump when
the trochoid feed pump is removed. The
NOTE: The hex head screws have sealant on
trochoid feed pump does not need to be timed
the threads. The screws can be reused once,
when it is installed.Clean the area on the
but must be replaced if removed a second
injection pump from which the trochoid feed
time.
pump was removed.
4. Place a new O-ring for the trochoid feed pump
cover on the trochoid feed pump body and
make sure it is clean.
108
Fuel System
5. Place the trochoid feed pump cover on the Cold Start Device Tier 2
trochoid feed pump body and install the two Engines
Allen head screws. Torque the Allen head
screws to 6 to 7 ft-lb (8 to 10 Nm). The Tier 2 engine has a cold start device located
on the fuel injection pump. The cold start device
NOTE: The Allen head screws have sealant has a plunger that retracts at engine coolant
on the threads. The screws can be reused temperatures below 41 F (5 C) to advance the
once, but must be replaced if removed a injection timing approximately 2 degrees. The
second time. plunger controls the position of a piston in the
injection pump to change the timing. The plunger
is extended and the injection timing is normal at
engine coolant temperatures above 41 F (5 C).
Check the operation of the cold start device if it is
difficult to start the engine in cold weather.
NOTE: Do not pull the plunger out of a cold
start device because that will damage it.
4
3
2
1
5
1
1. Allen Head Screw 1. Plunger (Extended)
2. Trochoid Feed Pump Cover Figure 219: Cold Start Device
3. O-rings
4. Trochoid Feed Pump Body Checking Cold Start Device
5. Hex Head Screw Operation
Figure 218: Trochoid Feed Pump Components Use the following procedure to check the
6. Place the new O-rings on the trochoid feed operation of the cold start device. The engine
pump and make sure it is clean. coolant temperature must be below 32 F (0 C) to
start the procedure.
7. Place the trochoid feed pump on the injection
pump. 1. Check the coolant temperature to make sure it
is below 32 F (0 C).
8. Install and tighten four hex head screws that
attach the trochoid feed pump to the injection 2. Start the engine, then check the engine rpm.
pump. Torque the hex head screws to 6 to The engine rpm should be approximately 100
7 ft-lb (8 to 10 Nm). rpm higher than normal (see Specifications in
unit Maintenance Manual).
NOTE: The hex head screws have sealant on
the threads. The screws can be reused once,
but must be replaced if removed a second
time.
109
Fuel System
3
1
1. Banjo Bolt
2. Engine Coolant Fitting
3. Coolant Hoses to Cold Start Device
1. Piston
Figure 220: Remove Engine Coolant Fitting
Figure 222: Clean Piston
3. Remove the cold start device from the
5. Install the new cold start device with a new
injection pump fitting. Use a backup wrench
O-ring in the injection pump fitting. Torque
on the injection pump fitting if necessary.
the cold start device to 22 to 26 ft-lb (30 to
35 Nm).
6. Install the coolant fitting and banjo bolt on the
cold start device. Torque the banjo bolt to 16
to 18 ft-lb (22 to 25 Nm).
7. Refill the engine cooling system and make
sure to bleed the air from the cooling system.
110
Fuel System
Testing
1. Attach the injection nozzle to a nozzle tester
(P/N 204-290).
NOTE: Use only testing fluid or clean
filtered diesel fuel to test injection nozzles.
CAUTION: Keep your hands away from
the nozzle spray. The nozzle spray is at AEA698
such high pressure that it can break the Figure 224: Acceptable Spray Pattern
skin and penetrate into the underlying
tissue. Such an injury is very painful and
can lead to serious complications such as
blood poisoning.
AGA131
111
Fuel System
Repair
3
1. Clamp the nozzle body in a vise with the
nozzle nut up. Use a vise that has aluminum 4
jaws or jaw covers. 5
2. Loosen and remove the nozzle nut. 6
112
Fuel System
113
Fuel System
Use the following procedure to replace the fuel Fuel Transfer Pump
return lines and end cap.
1. Remove the clamps, the end cap, the short fuel Fuel Transfer Pump Operation
return lines between the injection nozzles, and The fuel transfer pump is driven by a cam on the
the long fuel return line from the injection fuel injection pump gear. The cam actuates the
nozzle to the banjo fitting on the injection piston through the tappet assembly and push rod.
pump. Fuel is forced through the outlet check valve to
the area behind the piston when the cam moves
1
towards the piston and compresses the spring. The
3 inlet check valve closes to prevent fuel from
2
flowing back through the inlet.
2
3
4 1
3
3
5 4
3
1. Piston 3. Outlet Check Valve
1. End Cap 4. Short Fuel Return Lines 2. Cam 4. Inlet Check Valve
2. Larger Clamp 5. Long Fuel Return Lines Figure 230: Outlet Stroke
3. Smaller Clamps
The spring pushes the piston towards the cam
Figure 229: Fuel Return Line Replacement when the cam moves away from the piston. This
2. Discard the old clamps, end cap, and fuel draws fuel through the inlet check valve and
return lines. forces fuel out of the outlet. The outlet check
valve closes to prevent fuel from flowing back
3. Install the end cap and clamp. Note that the behind the piston.
end cap has a larger OD than the other hoses
and requires the larger clamp. 2
4. Install the fuel return lines and clamps. It may
be necessary to adjust the banjo fitting slightly
to obtain the straightest routing for the long 1
return line.
5. Be sure all the fittings are tight and check for 3
leaks.
6. Write the date and engine hours on the decal. 4
AGA136
114
Fuel System
115
Fuel System
4 5
2 3
2 3 AGA134
8
9
10
116
Fuel System
10
8
11
6
7
12
3
2
117
Fuel System
Fuel System Operation and If either of these pressure checks is incorrect, the
Diagnosis problem is usually caused by one of the check
valves.
The following section discusses some
characteristics of the fuel system and some things You can also check the transfer pump by cranking
to consider when troubleshooting the fuel system. the engine with the outlet line placed in a bucket
or can. There should be a good flow of solid fuel
Normal Fuel System Operation coming out of the pump when the engine is
cranked.
The transfer pump creates a vacuum in the supply
line and the atmospheric pressure in the tank Fuel Filter Assembly
pushes the fuel up the pickup tube and into the
3/8 in. plastic fuel supply line and on to the unit in The fuel filter assembly removes air, removes
the front of the trailer. It may travel directly to the water, and filters the fuel. There are four openings
transfer pump, or in later units, to fittings located on the filter housing; the inlet for fuel from the
at the bottom of the unit. These bulkhead fittings transfer pump, the outlet for clean fuel to the
were added so that the routing of fuel lines was injection pump, the inlet for fuel returning from
done at the factory and would be standardized on the injection pump and nozzles, and the outlet that
all units. The pressure in the pickup line should returns air, water, and excess fuel to the fuel tank.
always be negative when the engine is running. It 3
will be negative or at atmospheric pressure when 5 7
the engine is off. 2
4
Fuel Transfer Pump
1
The piston in the fuel transfer pump is driven by a
cam located on the front of the injection pump
gear. A return spring pushes the piston back out
against the cam. There are two check valves. One
is the inlet valve and the other is the outlet valve.
See Fuel Transfer Pump Operation on page 114
for a detailed description of the operation.
The important thing to remember is that it is not a
positive displacement pump and the outlet
pressure is limited to approximately 7 psi
(48 kPa). It is not the cam pushing on the piston,
but the spring pushing the piston back against the
cam that forces fuel out of the transfer pump.
You can use a compound gauge to check a transfer
pump.
6
Install a block off fitting on the transfer pump
1. Inlet from Transfer Pump
inlet with a compound gauge attached. Crank
the engine and check the gauge reading. The 2. Outlet to Injection Pump
compound gauge should show vacuum of at 3. Inlet for Return from Injection Pump and
least a 10 in. (-34 kPa). Nozzles
4. Outlet for Return to Fuel Tank
Install a block off fitting on the transfer pump
5. Air Outlet Hole
outlet with a compound gauge attached. Crank
the engine and check the gauge reading. The 6. Water Pickup Tube Inlet
compound gauge should show a pressure of at 7. Water Outlet (Bleed) Hole
least 7 psi (48 kPa). Figure 235: Fuel Filter Assembly
118
Fuel System
First, the air is removed. As the fuel is pushed in The second thing to be aware of is that the
to the filter assembly, any air in the fuel rises to pressure drop is proportional to the amount of dirt
the top. There is a small outlet hole drilled in the the filter has trapped in the media. If there is a lot
top of the assembly that allows air out into the of dirt, there is a lot of restriction, and more of a
return fuel passage where it returns to the fuel pressure drop. As the dirt builds up, the outlet
tank with the return fuel. There is a limit to the pressure keeps dropping, and eventually the
amount of air that can flow through the outlet engine dies. The outlet pressure from the fuel
hole, and eventually the engine will stop if enough filter is a good measurement of how clogged the
air passes through the filter assembly to the filter is.
injection pump. The small bleed hole also causes
a small drop in fuel pressure as it bleeds off air Injection Pump
and fuel. Under normal conditions there is plenty
of extra flow and the small reduction of flow (and Tier 1 and Earlier Engines
pressure) isn't significant. On Tier 1 and earlier engines, the clean fuel enters
Next, the water is removed. The filter media the injection pump at the fitting farthest from the
contains a coating that attracts water. It is called gear end of the pump. It then travels in the pump
coalescing media. The water builds up on the gallery and provides fuel to each plunger. The
coalescing media and forms drops that fall to the transfer pump provides more fuel than the engine
bottom of the filter can. The Thermo King filter needs so a return outlet port is provided at the gear
has a patented system to remove the water that end of the pump. Yanmar found that a problem
collects at the bottom of the filter. The filter has a called cavitation could occur in the pump gallery
long rubber tube that extends almost to the if the internal pressure in the pump falls below
bottom. The tube is sealed to the small metal pipe 5 psi (34 kPa). Cavitation can damage the
that protrudes down through the filter spud. The plungers. To prevent cavitation, Yanmar put a
pipe is screwed into the filter housing. There is a 5-psi (34-kPa) relief valve in the injection pump
small (0.030 in.) bleed hole drilled from the return outlet on units built before 1999. The relief
passage the pipe is screwed into up into the return valve will not open until the fuel pressure rises
fuel passage in the filter head. The water is pushed above 5 psi (34 kPa). That protects the injection
up the rubber tube, through the pipe and bleed pump. Unfortunately, it can also cause some
hole into the return fuel passage because the problems that are discussed later in this section.
pressure in the return fuel passage is lower than
1
the pressure in the filter. This also causes a small
drop in fuel pressure as it bleeds off water and
fuel. 2
119
Fuel System
Tier 2 Engines takes the return fuel from the injection pump and
On Tier 2 engines, the clean fuel enters the injection nozzles and transfers it to the return fuel
injection pump at the fitting on the side of the outlet in the filter head. The air and water bleed
pump farthest from the engine. The injection ports also empty into this passage so this
pump on the Tier 2 engine has a trochoid feed combines all the fuel, air, and water returning to
pump that supplies fuel to the pump gallery at a the fuel tank. The long length of the 1/4 in. return
pressure of 65 to 87 psi (450 to 600 kPa). The Tier line going back to the fuel tank acts as a natural
2 injection pump has only one plunger called a restriction and usually holds a pressure of 3 to
mono-plunger. The mono-plunger and a 5 psi (21 to 34 kPa) in the return system. You will
distributor head are used instead of individual usually see a pressure of about 5 psi (34 kPa) in
plungers. This design is less likely to experience the return line between the fuel injection pump
cavitation. The return outlet is located on side of and the fuel filter head. As long as the engine is
the injection pump nearest the engine and does running this system functions well, however,
not have a relief valve. when the engine is shut off some things can
happen that can cause the engine to be hard
2 starting.
1
Static Pressures
When the engine is shut off the return fuel that is
in the return line wants to drain back down into
the tank. To do that the drain-back fuel would
need to be replaced with air pulled into the system
or fuel pulled from the system. When the engine
stops there is positive pressure in the fuel system.
This pressure closes the inlet check valve in the
transfer pump. As long as the pressure in the
system stays positive, the inlet check valve stays
closed. The fuel in the supply line also tries to
1. Inlet from Transfer Pump drain back and it helps keep the inlet check valve
2. Return Outlet to Fuel Filter Assembly
closed. If there is no air and there is no fuel to
replace the drain-back fuel, a vacuum starts to
Figure 237: Tier 2 Injection Pump form in the system. The air and water bleed holes
in the filter head connect the pressure (supply
Return System (All Engines)
side) of the system to the return side of the system
There are three sources of return fuel that goes so when the vacuum occurs, it occurs throughout
back to the fuel tank: the whole system, right to the inlet check valve in
the transfer pump. If there are no air leaks in the
Excess fuel from the injection pump.
system, it will stay like this until the engine is
Fuel that leaks from the injection nozzles. started again. There is no air so the engine starts
easily.
Fuel that is bled through the air and water
bleed ports in the filter housing.
The excess fuel from the injection pump and the
leakage fuel from the injection nozzles are
combined at a fitting on the outlet of the injection
pump. This is located after the relief valve in the
early units. The combined return fuel from the
injection pump and injection nozzles travels
through a return line to the return passage in fuel
filter head. The return passage in the filter head
120
Fuel System
Static Air Leaks Tier 1 and Earlier This relief valve has been installed on production
Engines units since 1999 and many units have been
retrofitted with kit P/N 10-342.
There are two places where air can leak into the
static fuel system: This solution provides a positive way to keep
5 psi (34 kPa) in the injection pump when the
One is the through the plungers in the
engine is running to answer Yanmar's
injection pump. It leaks from the pump
requirement, and prevents a vacuum from forming
camshaft and lifter area around the plungers
in the fuel system when the engine is off.
and into the fuel galley in the pump. Over the
years the plunger clearances have been NOTE: You must remove the original Yanmar
reduced to try to prevent air leaks. relief valve from the injection pump when
installing kit P/N 10-342. If not, it will take a
The other is anywhere else. pressure of at least 10 psi (69 kPa) to overcome
If air is leaking through the plungers the engine the relief valves. This will make it much harder
will not start, not even try to fire because the air is to prime the system with the hand pump.
in the injection pump.
If the air is getting in anywhere else, it will end up
FAQ (Frequently Asked Questions)
in the fuel filter and the engine will start, run for a If the unit is leaking air when its off, why
few seconds, and then die. In this case you may doesn't it leak fuel when it runs?
see an Alarm Code 63 on a unit with a It is probably a matter of time and size. Most of
microprocessor. the hard starting problems caused by air take a
long engine off period, usually days or weeks,
Solution for Static Air Leaks indicating they are extremely small. It could be
Understanding the problem helped find a solution. that the fuel boils off a warm engine before it is
The vacuum cannot be stopped from forming in even seen.
return line. The air leakage at the injection pump
Why can't I find the leaks when I pressurize
plungers can be minimized, but not stopped. The
the fuel system?
solution was to stop the vacuum from forming in
the whole system by moving the 5-psi (34-kPa) Again, it is time and size. If you pressurize the
relief valve from the outlet of the injection pump fuel tank, do not go over 5 to 10 psi (34 to 69
to the return fuel outlet in the fuel filter head. kPa). Never pressurize a fuel system without a
relief valve in the supply regulator set at 10 psi
NOTE: Even though it is often called a check
[69 kPa] maximum. A leak that pulls in 50 cc of
valve, it functions as a relief valve, not a check
air in a week (enough to affect starting) is going to
valve. A check valve would close when return
take hours or days to show under pressure.
fuel tried to go to the tank. This functions a 5-psi
(34-kPa) relief valve. When the return fuel How can I check the fuel return relief valve?
pressure reaches 3 to 5 psi (21 to 34 kPa), the
Probably the quickest way is to replace it. If that
spring in the relief valve allows the piston to
fixes it, then that was the problem. If not, it means
retract, which allows the return fuel to flow back
it is something else, or you have another faulty
to the fuel tank. When the engine stops, the
relief valve.
spring pushes the piston closed and traps a
positive pressure in the fuel system. The relief The only sure way of checking a relief valve is to
valve is not always a perfect seal, but as the take a clear hose at least 8 ft (2.4 m) long and
pressure side drops from leakage, the spring immerse it in water or fuel. Make sure the hose
pushes the piston closed tighter. By the time the fills completely with liquid. Keep the hose
pressure reaches zero, the piston is usually immersed and insert the outlet end of the valve
completely sealed. into the hose. Slowly raise the valve out of the
liquid with the hose following it. The liquid
should not drop out of the hose. Raise the valve
8 ft (2.4 m) in the air and keep the other end of the
121
Fuel System
hose in the container of liquid. Fasten the valve at Using Clear Fuel Lines To Diagnose
the 8 ft (2.4 m) level. Watch it to see how long it Problems
holds fluid. It should hold for an hour or more.
To use clear fuel lines most effectively use the
That why it is probably quicker to replace relief
following lines and gauges.
valve if there is a problem.
1. Remove the supply line from the fuel tank at
How do I know if air is leaking through the
the transfer pump. Add on about two or three
injection pump plungers?
feet of clear line and attach it to the inlet of the
If the engine does not fire at all, it is probably air transfer pump. This allows you to se if the fuel
leaking through the injection pump plungers. If drops down after the engine stops. If it does,
the engine starts, runs a little, and then and dies, either the transfer pump inlet check valve is
the air is in the fuel filter and the leak is not working, or air is being pulled in at the
somewhere other than the injection pump. Use banjo fitting. You do not normally need a
clear fuel lines to confirm the problem if it is not gauge at this point. This line is usually in a
obvious. vacuum when the engine is off or running.
What can I do if air is leaking through the 2. Install a clear line from the transfer pump
injection pump plungers? outlet to the fuel filter. It should have a
compound gauge in the middle of it. This line
Newer injection pumps, built in 2000 or later,
allows you to see air coming from the tank
rarely leak through the plungers. The best thing to
fittings, supply line, or transfer pump fittings.
do is to make sure the relief valve is functioning
The gauge shows the outlet pressure of
so the system will not go into a vacuum when the
transfer pump.
engine is not running.
3. Install a clear line from the fuel filter outlet to
What if there is air coming from somewhere
the injection pump. A compound gauge is
else and I just cannot find it?
optional. This line allows you to see fuel come
The best thing to do is to make sure the relief from the fuel filter to the injection pump when
valve is functioning so the system will not go into the engine starts. If a gauge is used it should
a vacuum when the engine is not running. The show a pressure a couple psi (or kPa) lower
system usually does not leak air if it does not go than the fuel filter inlet pressure because of
into a vacuum. Occasionally, changing the whole drop from the filter.
filter head has stopped an air leak. It may have
4. Install a clear line from the return outlet of the
been porosity in the fuel filter head casting, or it
injection pump to the fuel filter head. A gauge
may have been a fitting. That would be a last
is optional. This line allows you to see air that
resort. Pressurizing the system for 24 hours, if
comes from the pump when the engine starts.
possible, may show a small leak. Use clear fuel
The gauge should show the 3 to 5 psi (21 to
lines fuel lines and pressure gauges to diagnose
34 kPa) of return line back pressure.
problems that are difficult to find.
5. You can also add a foot or two of clear line to
Why doesn't other diesel-powered equipment
the return line right after the relief valve. A
have air leakage problems when they are off?
gauge is optional. About the only thing to see
Refrigeration units on trailers are one of the few in this line is that if the relief valve leaks, you
pieces of equipment that mount the fuel tank so will see the air form as the return fuel drops to
far below the engine. the fuel tank. A gauge would show the
vacuum form and then disappear as the fuel
system allows air in.
By observing the formation and travel of air and
the gauge pressures, along with some basic
knowledge of the fuel system, you should be able
to diagnose and repair most problems.
122
Electrical
Battery Cables
Units with Tier 2 engines typically use 0-gauge
battery cables to ensure reliable starting in
extremely cold weather. Units with Tier 1 and
earlier engines typically use 2-gauge negative
battery cables and 4-gauge positive battery cables.
Make sure to use the 0-gauge battery cables when
replacing the battery cables for a Tier 2 engine.
Refer to the unit Parts Manual for the correct part
numbers. Do not use the 0-gauge battery cables on
Tier 1 and earlier engines because the battery
cables are sized to match the starter performance.
Figure 238: Tier 1 and Earlier Starter
Cold Weather Battery
Recommendation for Tier 2
Engines
Thermo King recommends that units with Tier 2
engines be equipped with a 950 CCA (cold
cranking amp) battery for operation at
temperatures below -15 F (-26 C).
Starter
The Tier 1 and earlier engines and Tier 2 engines
use different starters. The Tier 2 engine has a
more powerful starter to ensure reliable starting in
extremely cold weather. Identify the starters by
looking at the through bolts. The Tier 2 starter has 1
external through bolts, but the Tier 1 starter does
1. External Through Bolt
not.
Figure 239: Tier 2 Starter
Other than the through bolts, the basic design is
the same. Therefore, except where noted, the
service procedures are the same.
Do not try to put a Tier 1 starter on a Tier 2
engine. The Tier 1 starter does not fit on the Tier 2
engine because it is too long. The Tier 2 starter
does fit on the Tier 1 engine. The Tier 2 starter
requires heavier battery cables (see Battery
Cables above).
123
Electrical
124
Electrical
Description
The major components of the starter are the starter 2
motor, the starter solenoid, and the pinion 1
assembly. The starter motor turns the pinion
assembly with a small gear on the end of the 3
armature. 4
5
2
1
3
4 AGA138
7 6
5
125
Electrical
10
9
11
8
7 12
6 13
5
4 14
15
3
2 16
1 17
18
19
20
AGA140 21
126
Electrical
127
Electrical
1 2
AEA373
AEA373
128
Electrical
1
AEA377
Pinion Assembly
1. Inspect each part of the pinion assembly and
3
replace any part that shows significant wear or
damage. Push the stop ring off the snap ring
and remove the snap ring from the end of the
pinion shaft to disassemble the pinion
assembly.
AGA142
2. Check the overrunning clutch.
1. Correct
a. Hold the pinion clutch assembly.
2. 0.02 to 0.03 in. (0.5 to 0.8 mm)
3. Incorrect b. Place the pinion shaft in the pinion clutch
and try to rotate the pinion shaft in both
Figure 251: Check Commutator Undercut
directions.
129
Electrical
c. The pinion shaft should rotate freely in 3. Push the plunger in and check the continuity
one direction and should not rotate in the between the B terminal and the M terminal on
other direction. the starter solenoid. Replace the starter
solenoid if there is no continuity or high
d. Replace the pinion clutch if the pinion
resistance.
shaft does not rotate smoothly in the
proper direction, or if it rotates in both
directions.
Starter Solenoid
1. Check the continuity between the S terminal
and the chassis on the starter solenoid.
Replace the starter solenoid if there is no
continuity or high resistance.
AGA145
Assembly
1. Place the pinion assembly in the gear housing
AGA143 and install the three 5x16 mm screws.
2. Place the shims and the shift lever spring over
Figure 253: Check Shunt Coil
the plunger in the starter solenoid.
3. Place the shift lever in the hole in the end of
2. Check the continuity between the S terminal
the plunger, and place the shift lever spring in
and the M terminal on the starter solenoid.
the notch in the shift lever.
Replace the starter solenoid if there is no
continuity or high resistance.
AGA146
130
Electrical
No Load Test
CAUTION: Do not run the starter without
a load for more than 30 seconds.
AEA693
131
Electrical
Check the current draw of the air heater with a make a definite click when the pull-in coil is
clamp-on ammeter at the H1 wire near the M6 energized and should click again when the
terminal on the front of the air heater. During pull-in coil is de-energized.
preheat the current draw should be approximately NOTE: The pull-in coil will draw 35 to 45
70 amps. amps so do not leave the jumper connected to
The air heater is defective if the resistance is more the white wire (8DP - pin B) for more than a
than 0.2 ohms and the current draw is less than 60 few seconds.
amps, or if the current draw is more than 100 a. If the pull-in coil does energize, go to
amps. step 3.
132
Electrical
133
Electrical
During the time the fuel solenoid relay is 2. Turn the unit on to energize the fuel solenoid
momentarily energized, the fuel solenoid pull-in circuits. If the unit has a microprocessor, use
coil is energized by the 2A circuit through the the microprocessor keypad to enter the Relay
normally open contacts of the fuel solenoid relay Board Test Mode. Energize the fuel solenoid
and the 8DP circuit. circuits by energizing the run relay [RUNR]
with the Relay Board Test Mode.
When power is removed from the 8D circuit the
fuel solenoid hold-in coil is de-energized, and the 3. Check the voltage on the 8D circuit (pin A) in
fuel solenoid resets. the main wire harness connector for the fuel
solenoid. Refer to the following illustrations
1 to identify the pins in the wire connectors.
a. If battery voltage is not present on the 8D
2 circuit, check the 8D circuit and the
related circuits and components for a fault.
b. If battery voltage is present on the 8D
circuit, go to step 4.
3
AGA310 AEA704
134
Electrical
5. Place a jumper wire between the black wire c. De-energize the hold-in coil by removing
(CHpin C) in the fuel solenoid connector the jumper from the red wire (8Dpin A)
and a good chassis ground. and the positive battery terminal. The fuel
solenoid should make a definite click
6. Test the pull-in coil by momentarily placing a
when the hold-in coil is de-energized.
jumper between the white wire (8DPpin B)
in the fuel solenoid connector and the positive d. If the hold-in coil does not function
battery terminal. The fuel solenoid should properly, check the resistance of the
make a definite click when the pull-in coil is hold-in coil by placing an ohmmeter
energized and should click again when the between the red wire (8Dpin A) and the
pull-in coil is de-energized. black wire (CHpin C) in the fuel
NOTE: The pull-in coil will draw 35 to 45 solenoid connector. The resistance of the
amps so do not leave the jumper connected to hold-in coil should be 24 to 29 ohms. If
the white wire (8DPpin B) for more than a the resistance of the hold-in coil is not in
few seconds. this range, replace the fuel solenoid.
a. If the pull-in coil does not energize, check e. If the hold-in coil does function properly,
the resistance of the pull-in coil by placing go to step 8.
an ohmmeter between the white wire 8. Reconnect the fuel solenoid connector and the
(8DPpin B) and the black wire (CH main wire harness connector.
pin C) in the fuel solenoid connector. The
resistance of the pull-in coil should be 0.2 9. Remove the fuel solenoid relay from its socket
to 0.3 ohms. If the resistance of the pull-in and make sure the unit is turned on, and is in
coil is not in this range, replace the fuel the Relay Board Test Mode [RUNR] if it has a
solenoid. microprocessor.
NOTE: If the pull-in coil fails, make sure to 10. Check the voltage on the 8D circuit at the 86
replace the fuel solenoid relay with relay terminal in the fuel solenoid relay socket.
P/N 41-893. This particular relay is needed Refer to the following illustration to identify
for the high current flow through the hold-in the terminals in the relay socket.
coil. a. If battery voltage is not present on the 8D
b. If the pull-in coil does energize, go to circuit, check the 8D circuit and the
step 7. related circuits and components for a fault
(minimum voltage is 10 volts).
7. Test the hold-in coil.
b. If battery voltage is present on the 8D
a. Energize the hold-in coil by placing a circuit, go to step 11.
jumper between the red wire (8Dpin A)
in the fuel solenoid connector and the 1 2
positive battery terminal.
b. Momentarily energize the pull-in coil by
placing a jumper between the white wire
(8DPpin B) in the fuel solenoid
connector and the positive battery 4
terminal. The fuel solenoid should make a 3
definite click when the pull-in coil is 1. 30 Terminal2A Circuit
energized, but should not click when the 2. 86 Terminal8D Wire
pull-in coil is de-energized.
3. 87 Terminal8DP Wire
4. 85 Terminal to Capacitor and Diode
Figure 265: Relay Socket Terminal Identification
135
Electrical
136
Run In
The run in of a rebuilt engine will often determine
CAUTION: DO NOT run a newly rebuilt
the oil consumption, power output, and other
engine without a load for a long period of
variables during the service life of the engine. It is
time. This can cause the engines oil
important to run in a rebuilt engine properly. How
consumption to be higher than normal.
an engine will be run in is determined by the type
of equipment and the time that is available. 2. Mount the engine in a unit and run the unit on
Thermo King recommends an engine be run in on high speed heat for 2 hours. Occasionally
a dynamometer if possible. place the unit in low speed heat to vary the
compression pressures and engine
Dynamometer Run In temperatures.
Procedure 3. Mount the unit on a truck and run the unit in
high speed heat with truck doors open for 2 to
1. Pressurize the lubrication system of the engine
10 hours.
with an oil pressure tank if the engine has
been stored for any length of time. This
prevents a dry start. Valve Clearance Adjustment
2. Start the engine and run it at 1450 rpm with a 1. Remove the rocker arm cover.
load that is 6 to 8% of the engines rated 2. Remove the round cover (plug) from the
output for a short time. timing mark access hole on the front of the
3. Run the engine at 1450 rpm with a load that is bell housing.
15% of the engines rated output for 15
CAUTION: Loosen all of the injection
minutes.
lines at the injection nozzles to prevent the
4. Run the engine at 2200 rpm with a load that is possibility of the engine firing while it is
22 to 25% of the engines rated output for 30 being rotated.
minutes.
3. Place the engine at top dead center of the
5. Run the engine at 1450 rpm with a load that is compression stroke for the number one
15% of the engines rated output for 30 cylinder. The number 1 cylinder is on the
minutes. flywheel (rear) end of the engine.
6. Run the engine at 2200 rpm with a load that is a. Rotate the engine in the normal direction
30 to 35% of the engines rated output for 10 of rotation (clockwise viewed from the
minutes. water pump end) until the 1-4 timing mark
on the flywheel lines up with the index
7. If time permits, additional run in time is
mark in the timing mark access hole.
desirable. Vary the speed and load in ranges
between 1450 to 2200 rpm and 10 to 25% of 1 2
the engines rated output.
137
Run In
b. Check the rocker arms on the number one 5. Adjust the valves if necessary by loosening
cylinder to see if they are loose. the lock nut and turning the adjustment screw
until the valve clearance is correct.
c. If the rocker arms are loose, the engine is
at top dead center of the compression 1
stroke for the number one cylinder.
2
d. If the rocker arms are tight, the engine is at
top dead center of the exhaust stroke for
the number one cylinder. Rotate the engine
360 degrees to place the engine at top dead
center of the compression stroke for the
number one cylinder.
AGA148
4. Use a feeler gauge to check the valve
clearance on both valves for the number one 1. Adjustment Screw
cylinder, the intake valve for the number two 2. Lock Nut
cylinder, and the exhaust valve for the number Figure 267: Valve Clearance
three cylinder. The valve clearance for both
the intake valves and the exhaust valves 6. Hold the adjustment screw in place and
should be 0.006 to 0.010 in. (0.15 to tighten the lock nut.
0.25 mm).
NOTE: Check to make sure that the valve
stem cap is in good condition and is
positioned squarely on the top of the valve
stem. Replace the valve stem cap if it shows
significant wear.
AGA114
138
Run In
139
Run In
140
Special Procedures
Checking Oil Pump 5. Remove the sound shield and gear case cover.
Use the following procedure to check the oil
pump without removing the engine from the unit.
1. Remove the belts.
2. Remove the fuel transfer pump.
3. Early engines have an oil line connected to the
gear case cover. Disconnect the oil line from
the gear case cover or remove it from the
engine.
2
AGA01
141
Special Procedures
6. Remove the oil pump from Tier 1 and earlier NOTE: On Tier 1 and earlier engines you
engines. can sometimes see if the intake pipe gasket is
out of place by using a light to look between
the gear case and the engine block below
where the oil pump mounts.
7. Inspect the oil pump. See Oil Pump for Tier 1 8. Install the oil pump on Tier 1 and earlier
and Earlier Engines on page 61, or Oil engines.
Pump for Tier 2 Engines on page 62. Replace
the oil pump if it is defective. If the oil pump 9. Coat the lip of the front seal with engine oil.
is not defective, pull the engine and remove 10. Place new O-rings (Tier 2 engines only) in the
the oil pan. Check the inlet screen, the intake gear case.
pipe, the intake pipe gasket or o-ring, and
pressure check engine for internal leaks. NOTE: Tier 1 and earlier engines do not use
these O-rings.
1. Dowel Pins
2. O-Rings (Tier 2 Engines Only)
Figure 275: Gear Case
142
Special Procedures
11. Place a thin layer of sealant on the sealing 16. Install the crankshaft pulley and align it with
surface of the gear case cover. the dowel pin in the crankshaft gear. Torque
the mounting bolt to 83.2 to 90.4 ft-lb (112.8
12. Place the gear case cover in position and make
to 122.6 Nm).
sure to align the dowel pins.
NOTE: Make sure to align the dowel pin
NOTE: The oil pump is located in the timing
with the mating hole in the crankshaft pulley.
gear cover on Tier 2 engines. The inner rotor
If not, the pulley will not pull down on the
of the oil pump fits around the crankshaft
tapered end of the crankshaft and will be
gear. Make sure that the flat sides of the
loose. The pulley can also crack where it
inner rotor are aligned with the flat sides on
contacts the dowel pin. This can cause the
the crankshaft gear when installing the
front seal to leak oil. Check the pulley for
timing gear cover.
cracks if the front seal leaks. Replace the
1 dowel pin if it is damaged.
2
5
3
1 2
4
1. Crankshaft Gear
2. Oil Pump Cover
3. Outer Rotor
4. Inner Rotor 1. Dowel Pin
AGA124
143
Special Procedures
17. On early engines, attach or install the oil line 16. Remove the oil pump from Tier 1 and earlier
that goes from the cylinder block to the fuel engines. On Tier 2 engines the oil pump is
injection pump to the gear case cover. located in the gear case cover (see page 36).
18. Install the fuel transfer pump. 17. Remove the two bolts from the idler gear shaft
(see page 36).
19. Install and tighten the belts.
18. Remove the idler gear and the idler gear shaft
Gear Case Replacement from the cylinder block (see page 36).
The following outlines the procedure to replace a 19. Turn the engine upside down to make the
broken gear case. See the Engine Disassembly tappets move off the camshaft and to prevent
Chapter and the Engine Assembly Chapter for the tappets from interfering with the removal
details about removing and installing the of the camshaft.
components. 20. Remove the mounting bolts from the camshaft
1. Remove the engine from the unit. thrust plate by turning the camshaft gear to
access the bolts through the holes in the gear
2. Remove the valve cover (see page 31). (see page 38).
3. Remove the rocker arm assembly (see 21. Carefully remove the camshaft to avoid
page 31). scratching or marring the camshaft bearings.
4. Remove the valve stem caps (see page 31). The engine must be upside down to prevent
the tappets from interfering with the removal
5. Remove the push rods (see page 31). of the camshaft (see page 39).
6. Remove the oil line that goes from the NOTE: Make sure to keep the engine upside
cylinder block to the fuel injection pump and down until the camshaft is reinstalled. The
the gear case cover (see page 32). tappets will fall out of the block if the engine
7. Remove the fuel transfer pump from the gear is turned right side up after the camshaft is
case cover (see page 32). removed.
8. Remove the front crankshaft bolt (see 22. Remove the lower part of the oil pan (see
page 32). page 38).
9. Remove the crankshaft pulley by using a 23. Remove the four bolts that fasten the upper
suitable puller (see page 32). part of the oil pan to the gear case.
10. Remove the gear case cover and sound shield 24. Remove the gear case. Also remove the two
(see page 33). O-rings from the oil passages between the
gear case and the cylinder block on Tier 1 and
11. Note the timing marks on the timing gears. earlier engines (see page 39).
The timing marks must be aligned when the
engine is assembled. 25. Clean all gasket and sealing surfaces.
12. Remove the fuel injection pump gear nut and 26. Place new O-rings (Tier 1 and earlier engines
lock washer (see page 33). only) on the front of the engine block and
make sure the dowel pins are in place (see
13. Remove the fuel injection pump gear by using page 75).
a suitable puller (see page 33).
NOTE: Tier 2 engines do not use these
14. Note the alignment of the index marks on the O-rings.
injection pump and the gear case (see
page 35). 27. Place a thin layer of silicone sealant on the
back and the bottom sealing surfaces of the
15. Remove the fuel injection pump from the gear gear case (see page 75).
case (see page 36).
144
Special Procedures
28. Install the gear case. Make sure to align the 42. Place new O-rings (Tier 2 engines only) in the
dowel pins and tighten the mounting bolts (see gear case (see page 84).
page 75).
NOTE: Tier 1 and earlier engines do not use
29. Install and tighten the four bolts that fasten the these O-rings.
upper part of the oil pan to the gear case.
43. Place a thin layer of sealant on the sealing
30. Place a thin layer of sealant on the sealing surface of the gear case cover.
surface of the lower part of the oil pan.
44. Place the gear case cover in position and make
31. Install the lower part of the oil pan (see sure to align the dowel pins (see page 84).
page 81). NOTE: The oil pump is located in the timing
32. Lubricate the camshaft bearing, journals, and gear cover on Tier 2 engines. The inner rotor
lobes with engine assembly compound or of the oil pump fits around the crankshaft
engine oil. gear. Make sure that the flat sides of the
inner rotor are aligned with the flat sides on
33. Carefully install the camshaft to avoid the crankshaft gear when installing the
damaging the camshaft bearings (see timing gear cover.
page 75).
45. Install and tighten the gear case cover
34. Install and tighten the camshaft thrust plate mounting bolts that are covered by the sound
mounting bolts (see page 76). shield (see page 84).
35. On Tier 1 and earlier engines, install the oil 46. If the sponge on the back of the sound shield
pump with a new gasket and tighten the is damaged, replace it before installing the
mounting bolts. On Tier 2 engines the oil sound shield.
pump is located in the gear case cover and is
installed with the gear case cover (see 47. Place the sound shield in position and install
page 76). and tighten the mounting bolts (see page 84).
36. Install a new O-ring for the fuel injection 48. Install the crankshaft pulley and align it with
pump in the gear case. the dowel pin in the crankshaft gear. Torque
the mounting bolt to 83.2 to 90.4 ft-lb (112.8
37. Install the fuel injection pump, align the index to 122.6 Nm) (see page 85).
marks as they were when the fuel injection
pump was removed, and tighten the mounting 49. Install the oil line that goes from the cylinder
nuts (see page 76). block to the fuel injection pump and the gear
case cover (see page 86).
38. Install the fuel injection pump gear, lock
washer, and mounting nut. Make sure the key 50. Install the fuel transfer pump in the gear case
is aligned properly. Torque the mounting nut cover (see page 86).
to 43.4 to 50.6 ft-lb (58.8 to 68.6 Nm) on 51. Place the valve stem caps on the valve stems
Tier 1 and earlier engines, or 57.9 to 65.1 ft-lb (see page 79).
(78.5 to 88.3 Nm) on Tier 2 engines (see
page 77). 52. Install the push rods in their respective
openings. Make sure the push rods are seated
39. Install the idler gear and the idler shaft and properly in the tappets. Lubricate the socket in
align the timing marks (see page 78). the top end of each push rod with engine oil
40. Install and tighten the idler shaft mounting (see page 79).
bolts (see page 78). 53. Place the rocker arm assembly in position.
41. Coat the lip of the front seal with engine oil. Make sure all the valve adjustment screws are
loose and have been backed out a few turns
(see page 79).
145
Special Procedures
146
Engine History
1
2
4
3
5
1. Flywheel Housing
2. Rear Seal
3. Rear Seal Housing
4. Axial Rear Seal Installation Tool P/N 204-952
5. Axial Rear Seal Removal Tool P/N 204-994
Figure 280: Front Pulley and Spacer
1. Front Pulley
2. Pulley Spacer Flywheel Housing
3. Fan Belt Pulley
The flywheel housing (bellhousing) was changed
Figure 279: Front Pulley and Spacer to be universally compatible. The positions of the
threaded holes for the engine mounting and
snubber brackets were changed slightly. TK482
engines start using the universal flywheel housing
at serial number K00203. TK486 engines start
using the universal flywheel housing at serial
number K00409.
147
Engine History
3
1
1. High Mount Water Pump P/N 11-9451
2. Low Mount Water Pump P/N 11-9499 2
Figure 281: Water Pumps
148
Engine History
An ELC compatible high mount water pump EMI 3000 Oil Filter
(P/N 11-9451) is available, but no engines were
The oil filter (P/N 11-7382) and oil filter head
made with ELC compatible high mount water
(P/N 11-8962) were changed to an EMI 3000 oil
pumps.
filter (P/N 11-9182) and EMI 3000 oil filter head
A unit can be retrofitted with ELC by flushing the (P/N 11-9354). TK482E engines start using the
cooling system with hot water until all traces of EMI 3000 oil filter and filter head at serial
the precious coolant are gone and then filling the number A08750. TK486E/EH engines start using
cooling system with ELC. The water pump must the EMI 3000 oil filter and filter head at serial
also be replaced on engines that are not equipped number L32014.
with an ELC compatible water pump. Replace the
An engine can be retrofitted to EMI 3000 by
water pump and water pump gasket on engines
replacing the oil filter head and oil filter with the
with a high mount water pump. Replace the parts
EMI 3000 oil filter head and EMI 3000 oil filter.
listed in Figure 283 (below) on engines with a low
Use EMI 3000 Oil Filter Kit P/N 90-336. Engine
mount water pump.
oil of API classification CI-4 (ACEA rating E3 in
1
Europe) or better is also required to allow 3000
hour oil change intervals.
1 3
2
4
149
Engine History
Screw-In Oil Level Switch Oil Pump Oil pump is mounted in the front
gear case cover and is driven by the crankshaft
The oil level switch was changed from a push-in
oil level switch to a screw-in oil level switch. Front Gear Case Cover Oil pump is mounted
TK482E engines start using the screw-in oil level in the front gear case cover
switch at serial number A15446. TK486E and
Pistons Have a different profile and contain
TK486E engines start using the screw-in oil level
steel inserts for the top ring
switch at serial number L49456.
Piston Rings Have different dimensions
Valve Cover Has a new design
Starter Has higher torque, but is smaller in
size than the Tier 1 and earlier starter
Water Pump Has extra ports to provide
coolant to the cold start device
1 2
Engine Coolant Thermostat - Opens at 160 F
(71 C)
950 CCA battery required for 15 F (26 C)
ambient or below starting.
The most noticeable difference between a Tier 1
(and earlier) engine and a Tier 2 engine is the fuel
1. Push-In Oil Level Switch P/N 41-402 injection pump (see the following photographs).
2. Screw-In Oil Level Switch P/N 41-4470
The Tier 1 and earlier engines use an in-line
injection pump. The Tier 2 engines use a
Figure 285: Oil Level Switches mono-plunger and distributor injection pump. The
mono-plunger and distributor injection pump uses
EPA Tier 2 Compliance a higher injection pressure than the in-line
The engines were changed to comply with EPA injection pump. The higher injection pressure
Tier 2 regulations. The EPA Tier 2 compliant atomizes the fuel more efficiently, which reduces
engines are called the TK482V, TK486VB (Bus), the emissions.
and TK486VH (2600 rpm high speed). The
TK486V has a new serial number range that starts
at V00151. The TK486VH have a new serial
number range that starts at V00153.
The Tier 2 engines share many common parts 1
with the earlier engines, however the following
major parts are new on the Tier 2 engines:
Cylinder Head Assembly Compression ratio
is slightly higher and the injection nozzles are
at a different angle
Injection Nozzles Injection nozzles have a
higher popping pressure and use a different
mounting system
Injection Pump Injection pump is a rotary
head design 1. In-Line Injection Pump
Trochoid Feed Pump Raises the pressure of Figure 286: Tier 1 (and Earlier) Engine
the fuel before it enters the injection pump
150
Engine History
Injection Pump P/N 101-296 101-322 101-297 101-321 101-331 101-355 101-353 101-354
Injection Timing
12 10 12 10 11 NA NA NA
Degrees BTDC
151
Engine History
152
Engine History
1
1 2
153
Engine History
Alternator Mounting Brackets for The alternator mounting brackets used on some
Model 30 Trailer Units Model 30 trailer units with low mount water
pumps were changed to improve reliability. The
The alternator mounting brackets used on some
secondary alternator bracket is not used with the
Model 30 trailer units were changed in March of
late style alternator brackets. Refer to the unit
1998 when the high mount water pump was
Parts Manual for more specific information.
changed to a low mount water pump.
2
1
1. Alternator Bracket
Figure 294: Alternator Mounting Brackets
for High Mount Water Pump 2. Alternator Adjusting Bracket
3. Secondary Alternator Bracket
Figure 295: Early Style Alternator Mounting
Brackets for Low Mount Water Pump
1 2
1. Alternator Bracket
2. Alternator Adjusting Bracket
Figure 296: Late Style Alternator Mounting
Brackets for Low Mount Water Pump
154
Index
A F
air heater, 131 fuel filter assembly, 118
alternator mounting brackets, 154 fuel injection nozzle
installation, 87
B repair, 112
battery cables, 123 testing, 111
battery, cold weather recommendation for tier 2 engine, fuel injection pump see injection pump
123 fuel return line replacement, 113
bleeding air from fuel system, 96 fuel solenoid
history, 153
C replacement, 133
camshaft testing, 132
inspection and measurement, 50 fuel solenoid timer, 133
installation, 75 history, 153
specifications, 13, 18 operation, 133
camshaft bearing troubleshooting, 134
installation, 69 fuel system, 93
measurement, 43 air leaks, static, 121
cold start device, 109 bleeding air from, 96
checking operation, 109 description, 93
replacement, 110 FAQ (frequently asked questions), 121
compression test, 139 normal operation, 118
connecting rod operation and diagnosis, 118
inspection and measurement, 48 return system, 120
specifications, 14 solution for static air leaks, 121
connecting rod bearing static pressures, 120
installation, 73, 74 using clear fuel lines to diagnose problems, 122
crankcase breather system fuel transfer pump, 114
Tier 1 and earlier engines, 65 inspection, 115
Tier 2 engine, 66 operation, 114
crankcase pressure, checking, 67 testing, 115
crankshaft
inspection and measurement, 45 G
specifications, 14, 20 gear case replacement, 144
crankshaft bearings general specifications, 11, 17
specifications, 14, 20
cylinder I
boring, 41, 43 idler gear bushing, measurement, 49
measurement, 41 idler gear shaft, measurement, 49
sleeve installation, 42 idler gear, installation, 78
cylinder block injection nozzle see fuel injection nozzle
inspection and measurement, 41 injection pump
specifications, 15, 20 installation, 76
cylinder head removal and installation, 105
assembly, 56 timing, Tier 1 and earlier engines, 97
disassembly, 51 timing, Tier 2 engines, 102
inspection and measurement, 51
installation, 78 L
specifications, 15, 20 low oil pressure, diagnosis, 90, 91
cylinder head bolts, torque sequence, 79 lubrication system, 89
pressure check, 80
E
engine M
assembly, 69 main bearing bores
disassembly, 27 checking alignment, 44
history, 147 measurement, 44
model identification, 152 main bearing, installation, 69
exhaust gas specifications, 22 manifolds, inspection and measurement, 65
155
Index
S
special tools, 24
specifications, 11
exhaust gas, 22
Tier 1 and Earlier - TK482, TK482E, TK486,
TK486E, and TK486EH, 11
Tier 2 - TK486V, TK486VB, and TK486VH, 17
starter, 123
assembly, 130
description, 125
disassembly, 125
motor inspection, 127
no load test, 131
pinion assembly, inspection, 129
solenoid, inspection, 130
specifications, 16, 21
T
tappet
inspection and measurement, 60
installation, 75
tappet bores, measurement, 44
156