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01 General: No. of Page
01 General: No. of Page
No. of page
SAFETY
SAFETY NOTICE
Proper service and repair is extremely important for safe machine operation. The service and
repair techniques recommended by Komatsu and described in this manual are both effective
and safe. Some of these techniques require the use of tools specially designed by Komatsu for
the specific purpose.
To prevent injury to workers, the symbol ¤ is used to mark safety precautions in this manual.
The cautions accompanying these symbols should always be followed carefully. If any danger-
ous situation arises or may possibly arise, first consider safety, and take the necessary actions
to deal with the situation.
00-3
SAFETY SAFETY NOTICE
PRECAUTIONS DURING WORK 19.Be sure to assemble all parts again in their origi-
nal places.
11. When removing the oil filler cap, drain plug or Replace any damaged parts with new parts.
hydraulic pressure measuring plugs, loosen • When installing hoses and wires, be sure
them slowly to prevent the oil from spurting out. that they will not be damaged by contact
Before disconnecting or removing components with other parts when the machine is being
of the oil, water or air circuits, first remove the operated.
pressure completely from the circuit. 20.When installing high pressure hoses, make sure
12.The water and oil in the circuits are hot when the that they are not twisted. Damaged tubes are
engine is stopped, so be careful not to get dangerous, so be extremely careful when install-
burned. ing tubes for high pressure circuits. Also, check
Wait for the oil and water to cool before carry- that connecting parts are correctly installed.
ing out any work on the oil or water circuits. 21.When assembling or installing parts, always use
13.Before starting work, remove the leads from the the specified tightening torques. When installing
battery. Always remove the lead from the nega- protective parts such as guards, or parts which
tive (–) terminal first. vibrate violently or rotate at high speed, be par-
14.When raising heavy components, use a hoist or ticularly careful to check that they are installed
crane. correctly.
Check that the wire rope, chains and hooks are 22.When aligning two holes, never insert your fin-
free from damage. gers or hand. Be careful not to get your fingers
Always use lifting equipment which has ample caught in a hole.
capacity. 23.When measuring hydraulic pressure, check that
Install the lifting equipment at the correct places. the measuring tool is correctly assembled before
Use a hoist or crane and operate slowly to pre- taking any measurements.
vent the component from hitting any other part.
24.Take care when removing or installing the tracks
Do not work with any part still raised by the hoist
of track-type machines.
or crane.
When removing the track, the track separates
15.When removing covers which are under internal suddenly, so never let anyone stand at either
pressure or under pressure from a spring, end of the track.
always leave two bolts in position on opposite
sides. Slowly release the pressure, then slowly
loosen the bolts to remove.
16.When removing components, be careful not to
break or damage the wiring. Damaged wiring
may cause electrical fires.
17.When removing piping, stop the fuel or oil from
spilling out. If any fuel or oil drips onto the floor,
wipe it up immediately. Fuel or oil on the floor
can cause you to slip, or can even start fires.
18.As a general rule, do not use gasoline to wash
parts. In particular, use only the minimum of
gasoline when washing electrical parts.
00-4
FOREWORD GENERAL
FOREWORD
GENERAL
This shop manual has been prepared as an aid to improve the quality of repairs by giving the serviceman an
accurate understanding of the product and by showing him the correct way to perform repairs and make judge-
ments. Make sure you understand the contents of this manual and use it to full effect at every opportunity.
This shop manual mainly contains the necessary technical information for operations performed in a service
workshop. For ease of understanding, the manual is divided into the following chapters; these chapters are fur-
ther divided into the each main group of components.
MAINTENANCE STANDARD
This section gives the judgment standards for inspection of disassembled parts.
The contents of this section may be described in STRUCTURE AND FUNCTION.
OTHERS
This section mainly gives hydraulic circuit diagrams and electric circuit diagrams.
In addition, this section may give the specifications of attachments and options together.
NOTICE
The specifications contained in this shop manual are subject to change at any time and without any
advance notice. Use the specifications given in the book with the latest date.
00-5
FOREWORD HOW TO READ THE SHOP MANUAL
SYMBOLS
These various volumes are designed to avoid dupli-
cating the same information. Therefore, to deal with So that the shop manual can be of ample practical
all repairs for any model , it is necessary that chas- use, important safety and quality portions are
sis, engine, electrical and attachment volumes be marked with the following symbols.
available.
00-6
FOREWORD HOISTING INSTRUCTIONS
HOISTING INSTRUCTIONS
Slinging near the edge of the hook may cause
HOISTING the rope to slip off the hook during hoisting, and
a serious accident can result. Hooks have max-
imum strength at the middle portion.
Heavy parts (25 kg or more) must be lifted
with a hoist, etc. In the DISASSEMBLY
AND ASSEMBLY section, every part
weighing 25 kg or more is indicated clearly
with the symbol
Rope diameter (mm) Allowable load (tons) 4) Do not sling a heavy load with ropes forming a
10 1.0
wide hanging angle from the hook.
11.5 1.4 When hoisting a load with two or more ropes,
12.5 1.6 the force subjected to each rope will increase
14 2.2 with the hanging angles. The table below
16 2.8 shows the variation of allowable load kg when
18 3.6 hoisting is made with two ropes, each of which
20 4.4 is allowed to sling up to 1,000 kg vertically, at
22.4 5.6 various hanging angles.
30 10.0 When two ropes sling a load vertically, up to
40 18.0 2,000 kg of total weight can be suspended.
50 28.0
This weight becomes 1,000 kg when two ropes
60 40.0
make a 120° hanging angle. On the other
hand, two ropes are subjected to an excessive
force as large as 4,000 kg if they sling a 2,000
★ The allowable load value is estimated to be one- kg load at a lifting angle of 150°.
sixth or one-seventh of the breaking strength of
the rope used.
00-7
FOREWORD METHOD OF DISASSEMBLING, CONNECTING PUSH-PULL TYPE COUPLER
¤
tank.
Disconnection
1) Release the residual pressure from the hydrau-
lic tan k. Fo r d e tails , se e TES TIN G AN D
ADJUSTING, Releasing residual pressure from
hydraulic tank.
Connection
1) Hold hose adapter (1) or hose (5) and insert it in
mating adapter (3), aligning them with each
other. (See Fig. 4)
★ Do not hold rubber cap portion (4).
00-8
FOREWORD METHOD OF DISASSEMBLING, CONNECTING PUSH-PULL TYPE COUPLER
Type 2 Type 3
1) Hold the mouthpiece of the tightening portion 1) Hold the mouthpiece of the tightening portion
and push body (2) in straight until sliding pre- and push body (2) in straight until sliding pre-
vention ring (1) contacts contact surface a of vention ring (1) contacts contact surface a of
the hexagonal portion at the male end. the hexagonal portion at the male end.
2) Hold in the condition in Step 1), and turn 2) Hold in the condition in Step 1), and push
lever (4) to the right (clockwise). until cover (3) contacts contact surface a of
the hexagonal portion at the male end.
Disassembly
3) Hold in the condition in Steps 1) and 2), and 3) Hold in the condition in Steps 1) and 2), and
pull out whole body (2) to disconnect it. pull out whole body (2) to disconnect it.
• Hold the mouthpiece of the tightening portion • Hold the mouthpiece of the tightening portion
and push body (2) in straight until sliding pre- and push body (2) in straight until sliding pre-
vention ring (1) contacts contact surface a of vention ring (1) contacts contact surface a of
the hexagonal portion at the male end to con- the hexagonal portion at the male end to con-
nect it. nect it.
Connection
00-9
FOREWORD COATING MATERIALS
COATING MATERIALS
★ The recommended coating materials such as adhesives, gasket sealants and greases used for disassembly
and assembly are listed below.
★ For coating materials not listed below, use the equivalent of products shown in this list.
Category Komatsu code Part No. Q'ty Container Main applications, featuresr
00-10
FOREWORD COATING MATERIALS
Category Komatsu code Part No. Q'ty Container Main applications, featuresr
00-11
FOREWORD STANDARD TIGHTENING TORQUE
mm mm Nm kgm
mm mm Nm kgm
6 10 0
7.85 1.95 0.8 0 0.2
8 13 0
18.6 4.9 1.9 0 0.5
10 14 0
40.2 5.9 4.1 0 0.6
12 27 0
82.35 7.85 8.4 0 0.8
Sealing surface
mm mm Nm kgm
14 19 0
24.5 4.9 0
2.5 0.5
18 24 0
49 19.6 5 2 0
22 27 0
78.5 19.6 8 2 0
24 32 0
137.3 29.4 14 3 0
30 36 0
176.5 29.4 18 3 0
33 41 0
196.1 49 20 5 0
36 46 0
245.2 49 25 5 0
42 55 0
294.2 49 30 5 0
00-12
FOREWORD STANDARD TIGHTENING TORQUE
mm mm Nm kgm
10 14 0
65.7 6.8 0
6.7 0.7
12 17 112 9.80 11.5 1 0
16 22 279 290 28.5 3 0
02 14 0
34.3 4.9 3.5 0 0.5
03, 04 20 Varies depending 0
93.1 9.8 9.5 01
05, 06 24 on type of 0
142.1 19.6 14.5 02
10, 12 33 connector. 0
421.4 58.8 43 06
14 42 0
877.1 132.3 89.5 0 13.5
08 08 14 0
7.35 1.47 0.75 0.15 0
10 10 17 0
11.27 1.47 1.15 0.15 0
12 12 19 0
17.64 1.96 1.8 0.2 0
14 14 22 0
22.54 1.96 2.3 0.2 0
16 16 24 0
29.4 4.9 3 0.5 0
18 18 27 0
39.2 4.9 4 0.5 0
20 20 30 0
49 4.9 5 0.5 0
24 24 32 0
68.6 9.8 7 1 0
30 30 32 0
107.8 14.7 11 1.5 0
33 33 n 0
127.4 19.6 13 2 0
36 36 36 0
151.9 24.5 15.5 2.5 0
42 42 n 0
210.7 29.4 21.5 3 0
52 52 n 0
323.4 44.1 33 4.5 0
00-13
FOREWORD STANDARD TIGHTENING TORQUE
00-14
FOREWORD ELECTRIC WIRE CODE
CLASSIFICATION BY THICKNESS
Copper wire
Norminal Cable O.D. Current
number Dia. of Cross (mm) rating Applicable circuit
Number of strands section (A)
strands
(mm2) (mm 2)
Circuits
Priori-
ty Classi- Charging Ground Starting Lighting Instrument Signal Other
fication
Code W B B R Y G L
Pri-
1 mary
Color White Black Black Red Yellow Green Blue
Code WR n BW RW YR GW LW
2
Color White & Red n White & Black Red & White Rellow & Red Green & White Blue & White
Code WB n BY RB YB GR LR
3
Color White & Black n Black & Yellow Red & Black Yellow & Black Green & Red Blue & Yellow
Code WL n BR RY YG GY LY
4 Auxi-
liary
Color White & Blue n Black & Red Red & Yellow
Yellow &
Green
Green &
Yellow
Blue & Yellow
Code WG n n RG YL GB LB
5
Color White & Green n n Red & Green Yellow & Blue Green & Black Blue & Black
Code n n n RL YW GL n
6
Color n n n Red & Blue Yellow & White Green & Blue n
00-15
FOREWORD CONVERSION TABLE
CONVERSION TABLE
EXAMPLE
• Method of using the Conversion Table to convert from millimeters to inches
1. Convert 55 mm into inches.
A
(1) Locate the number 50 in the vertical column at the left side, take this as , then draw a horizontal line
A
from .
B
(2) Locate the number 5 in the row across the top, take this as , then draw a perpendicular line down
B
from .
C
(3) Take the point where the two lines cross as . This point C gives the value when converting from mil-
limeters to inches. Therefore, 55 mm = 2.165 inches.
2. Convert 550 mm into inches.
(1) The number 550 does not appear in the table, so divide by 10 (move the decimal point one place to the
left) to convert it to 55 mm.
(2) Carry out the same procedure as above to convert 55 mm to 2.165 inches.
(3) The original value (550 mm) was divided by 10, so multiply 2.165 inches by 10 (move the decimal point
one place to the right) to return to the original value. This gives 550 mm = 21.65 inches.
B
Millimeters to inches
1 mm = 0.03937 in
0 1 2 3 4 5 6 7 8 9
C
40 1.575 1.614 1.654 1.693 1.732 1.772 1.811 1.850 1.890 1.929
A 50
60
1.969
2.362
2.008
2.402
2.047
2.441
2.087
2.480
2.126
2.520
2.165
2.559
2.205
2.598
2.244
2.638
2.283
2.677
2.323
2.717
70 2.756 2.795 2.835 2.874 2.913 2.953 2.992 3.032 3.071 3.110
80 3.150 3.189 3.228 3.268 3.307 3.346 3.386 3.425 3.465 3.504
90 3.543 3.583 3.622 3.661 3.701 3.740 3.780 3.819 3.858 3.898
00-16
FOREWORD CONVERSION TABLE
Millimeters to Inches
1 mm = 0.03937 in
0 1 2 3 4 5 6 7 8 9
50 1.969 2.008 2.047 2.087 2.126 2.165 2.205 2.244 2.283 2.323
60 2.362 2.402 2.441 2.480 2.520 2.559 2.598 2.638 2.677 2.717
70 2.756 2.795 2.835 2.874 2.913 2.953 2.992 3.032 3.071 3.110
80 3.150 3.189 3.228 3.268 3.307 3.346 3.386 3.425 3.465 3.504
90 3.543 3.583 3.622 3.661 3.701 3.740 3.780 3.819 3.858 3.898
Kilogram to Pound
1 kg = 2.2046 lb
0 1 2 3 4 5 6 7 8 9
50 110.23 112.44 114.64 116.85 119.05 121.25 123.46 125.66 127.87 130.07
60 132.28 134.48 136.69 138.89 141.10 143.30 145.51 147.71 149.91 152.12
70 154.32 156.53 158.73 160.94 163.14 165.35 167.55 169.76 171.96 174.17
80 176.37 178.57 180.78 182.98 185.19 187.39 189.60 191.80 194.01 196.21
90 198.42 200.62 202.83 205.03 207.24 209.44 211.64 213.85 216.05 218.26
00-17
FOREWORD CONVERSION TABLE
0 1 2 3 4 5 6 7 8 9
50 13.209 13.473 13.737 14.001 14.265 14.529 14.795 15.058 15.322 15.586
60 15.850 16.115 16.379 16.643 16.907 17.171 17.435 17.700 17.964 18.228
70 18.492 18.756 19.020 19.285 19.549 19.813 20.077 20.341 20.605 20.870
80 21.134 21.398 21.662 21.926 22.190 22.455 22.719 22.983 23.247 23.511
90 23.775 24.040 24.304 24.568 24.832 25.096 25.361 25.625 25.889 26.153
0 1 2 3 4 5 6 7 8 9
50 10.998 11.281 11.438 11.658 11.878 12.098 12.318 12.528 12.758 12.978
60 13.198 13.418 13.638 13.858 14.078 14.298 14.518 14.738 14.958 15.178
70 15.398 15.618 15.838 16.058 16.278 16.498 16.718 16.938 17.158 17.378
80 17.598 17.818 18.037 18.257 18.477 18.697 18.917 19.137 19.357 19.577
90 19.797 20.017 20.237 20.457 20.677 20.897 21.117 21.337 21.557 21.777
00-18
FOREWORD CONVERSION TABLE
kgm to ft. lb
1 kgm = 7.233 ft. lb
0 1 2 3 4 5 6 7 8 9
50 361.7 368.9 376.1 383.4 390.6 397.8 405.1 412.3 419.5 426.8
60 434.0 441.2 448.5 455.7 462.9 470.2 477.4 484.6 491.8 499.1
70 506.3 513.5 520.8 528.0 535.2 542.5 549.7 556.9 564.2 571.4
80 578.6 585.9 593.1 600.3 607.6 614.8 622.0 629.3 636.5 643.7
90 651.0 658.2 665.4 672.7 679.9 687.1 694.4 701.6 708.8 716.1
100 723.3 730.5 737.8 745.0 752.2 759.5 766.7 773.9 781.2 788.4
110 795.6 802.9 810.1 817.3 824.6 831.8 839.0 846.3 853.5 860.7
120 868.0 875.2 882.4 889.7 896.9 904.1 911.4 918.6 925.8 933.1
130 940.3 947.5 954.8 962.0 969.2 976.5 983.7 990.9 998.2 1005.4
140 1012.6 1019.9 1027.1 1034.3 1041.5 1048.8 1056.0 1063.2 1070.5 1077.7
150 1084.9 1092.2 1099.4 1106.6 1113.9 1121.1 1128.3 1135.6 1142.8 1150.0
160 1157.3 1164.5 1171.7 1179.0 1186.2 1193.4 1200.7 1207.9 1215.1 1222.4
170 1129.6 1236.8 1244.1 1251.3 1258.5 1265.8 1273.0 1280.1 1287.5 1294.7
180 1301.9 1309.2 1316.4 1323.6 1330.9 1338.1 1345.3 1352.6 1359.8 1367.0
190 1374.3 1381.5 1388.7 1396.0 1403.2 1410.4 1417.7 1424.9 1432.1 1439.4
00-19
FOREWORD CONVERSION TABLE
kg/cm2 to lb/in2
1kg/cm2 = 14.2233 lb/in2
0 1 2 3 4 5 6 7 8 9
50 711.2 725.4 739.6 753.8 768.1 782.3 796.5 810.7 825.0 839.2
60 853.4 867.6 881.8 896.1 910.3 924.5 938.7 953.0 967.2 981.4
70 995.6 1010 1024 1038 1053 1067 1081 1095 1109 1124
80 1138 1152 1166 1181 1195 1209 1223 1237 1252 1266
90 1280 1294 1309 1323 1337 1351 1365 1380 1394 1408
100 1422 1437 1451 1465 1479 1493 1508 1522 1536 1550
110 1565 1579 1593 1607 1621 1636 1650 1664 1678 1693
120 1707 1721 1735 1749 1764 1778 1792 1806 1821 1835
130 1849 1863 1877 1892 1906 1920 1934 1949 1963 1977
140 1991 2005 2020 2034 2048 2062 2077 2091 2105 2119
150 2134 2148 2162 2176 2190 2205 2219 2233 2247 2262
160 2276 2290 2304 2318 2333 2347 2361 2375 2389 2404
170 2418 2432 2446 2460 2475 2489 2503 2518 2532 2546
180 2560 2574 2589 2603 2617 2631 2646 2660 2674 2688
190 2702 2717 2731 2745 2759 2773 2788 2802 2816 2830
200 2845 2859 2873 2887 2901 2916 2930 2944 2958 2973
210 2987 3001 3015 3030 3044 3058 3072 3086 3101 3115
220 3129 3143 3158 3172 3186 3200 3214 3229 3243 3257
230 3271 3286 3300 3314 3328 3343 3357 3371 3385 3399
240 3414 3428 3442 3456 3470 3485 3499 3513 3527 3542
00-20
FOREWORD CONVERSION TABLE
Temperature
Fahrenheit-Centigrade Conversion ; a simple way to convert a Fahrenheit temperature reading into a Cen-
tigrade temperature reading or vice versa is to enter the accompanying table in the center or boldface col-
umn of figures.
These figures refer to the temperature in either Fahrenheit or Centigrade degrees.
If it is desired to convert from Fahrenheit to Centigrade degrees, consider the center column as a table of
Fahrenheit temperatures and read the corresponding Centigrade temperature in the column at the left.
If it is desired to convert from Centigrade to Fahrenheit degrees, consider the center column as a table of
Centigrade values, and read the corresponding Fahrenheit temperature on the right.
1°C = 33.8°F
°C °F °C °F °C °F °C °F
00-21
FOREWORD UNITS
UNITS
In this manual, the measuring units are indicated with Internatinal System of units (SI).
As for reference, conventionally used Gravitational System of units are indicated in parentheses { }.
Example:
N {kg}
Nm {kgm}
MPa {kg/cm2}
kPa {mmH2O}
kPa {mmHg}
kW/rpm {HP/rpm}
g/kWh {g/HPh}
00-22
FOREWORD CAPSCREW MARKINGS AND TORQUE VALUES
Metric capscrews and nuts are identified by the grade number stamped on the head of the capscrew or
on the surface of the nuts. U.S. Customary capscrews are identified by radial lines stamped on the head
of the capscrew.
NOTES:
1. Always use the torque values listed in the following tables when specific torque values are not avail-
able.
2. Do not use the torque values in place of those specified in other sections of this manual.
3. The torque values in the table are based on the use of lubricated threads.
4. When the ft-lb value is less than 10, give consideration to converting the ft-lb value to in-lb to obtain
a better torque with an in-lb torque wrench. Example: 6 ft-lb equals 72 in-lb.
Body
Size Torque Torque Torque
Diam. Cast Iron Aluminum Cast Iron Aluminum Cast Iron Aluminum
mm kgm N•m ft-lb kgm N•m ft-lb kgm N•m ft-lb kgm N•m ft-lb kgm N•m ft-lb kgm N•m ft-lb
kgm N•m ft-lb kgm N•m ft-lb kgm N•m ft-lb kgm N•m ft-lb
SYMBOLS
The following symbols have been used in this
manual to help communicate the intent of the in-
structions. When one of the symbols appears, it
conveys the meaning defined below:
INSPECTION is required.
ILLUSTRATIONS
The illustrations used in the "Repair Sections" of
this manual are intended to give an example of a
problem, and to show what to look for and where
the problem can be found. Some of the illustra-
tions are 'generic" and will not look exactly like
the engine or parts used in your application. Some
illustrations contain symbols to indicate and ac-
tion required, and an acceptable or not accept-
able condition.
APPLICABLE MACHINE
FD35Z/40Z/35/40/45/50A-7,
6D102E-1 FD50/60/70-7, Forklift truck
26200929 SD23/25/30-5
and up
S6D102E-1 FD80-7 Forklift truck
26318973
SA6D102E-2 FD80-8 Forklift truck
and up
FD35Z/40Z/35/40/45/50A-8,
26319384
S6D102E-2 FD50/60/70-8, Forklift truck
and up
SD23/25/30-6
SPECIFICATIONS
Engine 6D102E-1
FD35Z/40Z/35/40/45/50A-7 FD35Z/40Z/35/40/45/50A-7
SD23/25/30-5 SD23/25/30-5
Applicable model
Distributor type fuel In-line type fuel in-
injection pump spec. jection pump spec.
No. of cylinders - Bore x Stroke mm 6–102 × 120 6–102 × 120
Total piston displacement l {cc} 5.88 {5,883} 5.88 {5,883}
Firing order 1–5–3–6–2–4 1–5–3–6–2–4
70/2,150 70/2,150
Flywheel horsepower kW{HP}/rpm {95/2,150} {95/2,150}
(Net) (Net)
343/1,500 343/1,500
Performance
Turbocharger — —
Air compressor — —
Others — —
Engine 6D102E-1
73/2,250 73/2,250
Flywheel horsepower kW{HP}/rpm {100/2,250} {100/2,250}
(Net) (Net)
353/1,600 353/1,600
Performance
Turbocharger — —
Air compressor — —
Others — —
6–102 × 120 6–102 × 120 6–102 × 120 6–102 × 120 6–102 × 120
5.88 {5,883} 5.88 {5,883} 5.88 {5,883} 5.88 {5,883} 5.88 {5,883}
1–5–3–6–2–4 1–5–3–6–2–4 1–5–3–6–2–4 1–5–3–6–2–4 1–5–3–6–2–4
— — — — —
9.0 (engine only) 9.0 (engine only) 9.0 (engine only) 9.0 (engine only) 9.0 (engine only)
24V, 35A 24V, 35A 24V, 35A 24V, 35A 24V, 35A
24V, 4.5kW 24V, 4.5kW 24V, 4.5kW 24V, 4.5kW 24V, 4.5kW
12V70Ah x 2 12V70Ah x 2 12V70Ah x 2 12V70Ah x 2 12V70Ah x 2
HOLSET HX35 HOLSET HX35 HOLSET HX35 HOLSET HX35 HOLSET HX35
type type type type type
— — — — —
— — — — —
FD35Z/40Z/35/40/45/50A-7
01-07
6D102E-1 SD23/25/30-5
26200929 FD50-7, FD60-7, FD70-7 01-08
and up
FD80-7 01-09
S6D102E-1
FD80-7 01-10
26319384 FD80-8 01-11
SA6D102E-2 and up
FD35Z/40Z/35/40/45/50A-8 01-12
S6D102E-2 26318973
and up FD50-8, FD60-8, FD70-8
01-13
SD23/25/30-6
S6D102E-1 (FD80-7)
(Distributor type fuel injection pump spec.)
Flywheel horsepower : 96 kW {130 HP} / 2,250 rpm (Net)
Maximum torque : 431 Nm {44 kgm} / 1,600 rpm (Net)
S6D102E-1 (FD80-7)
(In-line type fuel injection pump spec.)
Flywheel horsepower : 96 kW {130 HP} / 2,250 rpm (Net)
Maximum torque : 480 Nm {49 kgm} / 1,600 rpm (Net)
SA6D102E-2 (FD80-8)
(In-line type fuel injection pump spec.)
Flywheel horsepower : 96 kW {130 HP} / 2,250 rpm (Net)
Maximum torque : 431 Nm {44 kgm} / 1,600 rpm (Net)
WEIGHT TABLE
(Unit: kg)
1 Turbocharger 10 10 10 10
Cylinder block
3 assembly Cylinder block, bearing cap 150 150 150 150
4 Front cover 6 6 6 6
5 Oil pan 7 7 7 7
7 Flywheel housing 26 26 26 26
Crankshaft
8 assembly Crankshaft, crankshaft gear 67 67 67 67
11 Oil pump 3 3 3 3
ZEXEL A : 13 ZEXEL A : 13
12 Fuel injection pump ZEXEL VE : 5.8 ZEXEL VE : 5.8 ZEXEL A : 13 ZEXEL VE : 5.8
13 Water pump — — — —
14 Alternator
15 Starting motor
Aftercooler
16 assembly — — — —
GENERAL STRUCTURE
(S)4D102E-1
Î Depending on the machine model, the actual component may be different from the diagram.
(Exhaust device)
1. Turbocharger
2. Exhaust manifold
S6D102E-2
(Intake device)
Î Depending on the machine model, the actual component may be different from the diagram.
(Exhaust device)
SA6D102E-2
(Intake device)
Î Depending on the machine model, the actual component may be different from the diagram.
(Exhaust device)
OUTLINE OF AIR INTAKE AND EXHAUST SYSTEMS An engine with a turbocharger of a certain kind
uses an exhaust turbocharger and limits the maxi-
Although this engine is designed to be equipped
mum boost pressure to drive the turbocharger.
with a turbocharger, Model 102 engine without a
Exhaust operation is controlled by an actuator
turbocharger is available for industrial use.
which senses the compressor pressure and bal-
Air is sucked through the air filter into the engine. anced with the preset spring force. The exhaust
Clean air is necessary for longer service life of the valve is installed in the air intake path of the tur-
engine. If dust is sucked in, the cylinders are dam- bine. The shaft and boost pressure are controlled
aged soon. by opening the exhaust valve to let a part of the
exhaust gas bypass the turbine wheel.
Be sure to use a high-quality air cleaner and clean
or replace its element periodically according to Note: Since the turbocharger is a high-per-
the method recommended by its manufacturer. formance part, do not touch it unnec-
essarily. The exhaust bracket is made
In an engine without a turbocharger, sucked air
as a part of the turbocharger. If you
flows through the air cleaner to the air intake
touch the exhaust component unnec-
manifold. Then, the air is sucked in the cylinders
essarily, the pressure in the exhaust
and used for combustion. After the combustion
and air intake manifold may change
process, the exhaust gas is discharged through
and the cylinder pressure and thermal
the exhaust manifold.
load may be increased and the dura-
In an engine with a turbocharger, sucked air flows bility may be lowered. In addition, the
through the air cleaner into the compressor side fuel consumption may be increased
of the turbocharger, then it is sent by pressure and the engine may not conform to the
through the crossover tube to the air intake mani- emission regulations. Even if the tur-
fold. Then, the air is sent from the air intake mani- bocharger boost pressure is height-
fold to the cylinders and used for combustion. The ened, the engine output does not in-
exhaust gas flows in the exhaust gas side of the crease.
turbocharger and drives the turbine wheel of the
The turbine, compressor wheel, and shaft are sup-
turbocharger. The turbine wheel and shaft drive
ported on the two bearings installed in the bear-
the compressor wheel to send much air for com-
ing housing. The engine oil flowing along the path
bustion to the cylinders. If the air sent by the tur-
in the bearing housing is directly filtered and ap-
bocharger is increased, the fuel injection ratio can
plied to the shaft bearing and thrust bearing. The
be increased, or the engine output can be in-
oil is used to lubricate and cool the rotary compo-
creased.
nents for smooth operation. The oil drained
In an engine with a turbocharger and an through the bearing housing flows through the
aftercooler, the air sent from the turbocharger oil drain line and falls into the oil pan. If the drain
flows through the cooling fins of the aftercooler line has resistance or it is broken, pressure is ap-
into the air intake manifold. Since the cooled air plied to the turbocharger bearing housing and the
has higher density and contains more oxygen, the oil leaks through the seal.
fuel injection ratio can be increased, or the en-
Note: Oil of high quality and sufficient quantity is
gine output can be increased.
necessary for long service life of the turbo-
Automobile engines manufactured in 1991 charger. Be sure to use oil of high quality
through 1994 had charge air coolers installed to and replace it and its filter according the
the vehicle body, instead of the aftercoolers in- recommended maintenance method.
stalled to the engines. The cooled air was sent to
Note: Use catalyst for the engines of the au-
the engines to heighten the engine performance
tomobiles approved by EPA and CARB.
and reduce the quantity of the exhaust gas. In
Do not mix lubricating oil with fuel.
addition, pipes of larger diameters were used to
Mixture of lubricating oil fuel can blow
send the air from the engine turbochargers to the
off the plugs and damage the catalyst.
charge air coolers and return it from the charge
Do not use fuel containing much sul-
air coolers to the engine air intake manifolds.
fur together with the catalyst. Do not
Note: The manufacturers of the vehicles and their weld or modify the catalyst without
components are responsible for long-term permission of the catalyst manufac-
quality control of the charge air cooling sys- turer.
tems.
AIR CLEANER
★ Details may differ according to the machine
model.
TURBOCHARGER
S6D102E-1
S(A)6D102E-2
CYLINDER HEAD
(S) 6D102E-1
Î Depending on the machine model, the actual component may be different from the diagram.
S(A)6D102E-2
★ Depending on the machine model, the actual
component may be different from the diagram.
CYLINDER BLOCK
(S) 6D102E-1
Î Depending on the machine model, the actual component may be different from the diagram.
Cylinder block
• Crankshaft: 7 bearings
• Camshaft: 7 bearings
Cylinder
• Liner-less
• Machining of inside face: Honing
(S)6D102E-1
S(A)6D102E-2
★ Depending on the machine model, the actual com-
ponent may be different from the diagram.
Cylinder block
• Crankshaft: 7 bearings
• Camshaft: 7 bearings
Cylinder
• Liner-less
• Machining of inside face: Honing
Caution
Caution: The head surface of the block also influ-
ences the sealing of the cylinder bore.
When carrying out restoration work be-
fore assembling, check the surface care-
fully. It is possible to correct the varia-
tion in the cylinder head gasket at a re-
pair shop and to install a thicker cylin-
der head gasket to keep the same clear-
ance between the piston and head.
A - Standard None
Piston
• Entrant combustion chamber
for direct fuel injection type
• Toroidal combustion chamber
for direct fuel injection type
Keystone barrel Rectangular inner M type steel ring
• Aluminium piston
face, hard chrome cut taper face with coil expander,
plating parkerizing hard chrome plating
VALVE MECHANISM
(S)6D102E-1
S(A)6D102E-2
★ Depending on the machine model, the actual
component may be different from the diagram.
1. Intake valve
2. Exhaust valve
3. Push rod
4. Tappet
5. Camshaft
6. Thrust plate
7. Cam gear (No. of teeth: 72)
8. Cam bushing (No. 1 journal)
9. Rocker arm bracket
10. Adjustment screw
11. Locknut
Valve timing
c 53° 53°
Exhaust
d 19° 19°
The ball at the tip of the push rod fits into the ball
socket in the tappet. The other end of the push
rod forms a socket, and the ball at the tip of the
rocker lever adjustment screw fits into it.
OIL PAN
(S)6D102E-1
S(A)6D102E-2
★ Depending on the machine model, the actual
component may be different from the diagram.
1. Underplate
2. Oil pan
3. Drain plug
4. Drain hose
1. Flywheel housing
2. Starting motor
3. Ring gear (No. of teeth: 127)
4. Flywheel (No. of teeth: 118)
5. Rear seal
6. Rear seal housing
7. Seal ring
9. Speed sensor
Rear seal
• For dry type: Single lip with dust seal
• For wet type: Double lip
Regulator valve
Oil pressure regulator valve (2) is designed to keep
the engine oil pressure below 449 kPa {4.6 kg/cm2
}. If the oil pressure from the pump exceeds 449
kPa {4.6 kg/cm2 }, the valve opens and the cover of
the dump port comes off, so part of the oil flows
to the oil pan. The minimum permissible limit for
the oil pressure is the same for the 4-cycle engine
and 6-cycle engine. There is a tolerance for the
component and oil passage, so there is a possibil-
ity of a difference of a maximum oil pressure of 69
kPa {0.7 kg/cm2} appearing between engines.
Oil cooler
On this engine, a full-flow plate shape oil cooler
(3) is used. The oil flows through the passage cast
in the cooler cover and goes to the element, where
it is cooled in the element by the engine cooling
water flowing through the plate. On the 4-cycle
engine, element (A) with five plates is used, and
on the 6-cycle engine, element (B) with seven plates
is used.
There is a difference in the resistance and pump
volume of the plates, so there is no interchange-
ability in the oil cooler components between the
two engines. If the correct component is not used,
it will cause high temperature, low temperature,
or the formation of varnish or sludge.
Caution: Up to 10/21/86, a 9-plate oil cooler element
was used for the 6-cylinder engine.
Oil filter
After the oil is cooled, it is sent to full-flow oil filter
(4). The filter on the 6-cylinder engine is slightly
longer than the filter on the 4-cylinder engine.
Caution: Even if the 6-cylinder engine filter is
used on the 4-cylinder engine, there
will be no increase in the replace-
ment interval. Do not use a 4-cylin-
der engine filter on the 6-cylinder
engine under any circumstances.
This will cause a drop in the filtering
capacity and will cause an increase
in clogging.
OIL PUMP
(S)6D102E-1
S(A)6D102E-2
★ Depending on the machine model, the actual
component may be different from the diagram.
(S) 6D102E-1
Î Depending on the machine model, the actual component may be different from the diagram.
S(A)6D102E-2
Components of fuel system and flow of fuel Components of fuel system and flow of fuel
(Bosch VE, Lucas RSV) (Bosch A, Zexel A)
Almost all the engines are equipped with a fuel feed The cam driven piston style fuel feed pump
pump driven by a cam. Of the rotor type fuel injec- supplies normal fuel pressure to the fuel injec-
tion pumps, the following two types can be used tion pump. The flow of fuel starts from the fuel
as the fuel feed pump. supply pump, but the pump sucks in fuel from
1) Diaphragm style fuel feed pump the fuel tank. In this case, a prefilter or screen
2) Piston type fuel feed pump must be installed to remove the larger particles
The piston style pump is an option, and it is pos- of dirt from the fuel before it reaches the fuel
sible to disassemble, clean, and assemble the fuel feed pump. The fuel feed pump supplies low-
feed pump if the reassembly kit is used. The flow pressure fuel to the fuel injection pump at 172
of fuel starts from the fuel feed pump, but the pump kPa {1.7 kg/cm2} through the fuel filter head and
sucks in the fuel from the fuel tank through a forced filter.
prefilter. The pump sends the fuel to the fuel filter
head at a low pressure of 21 – 35 kPa. The fuel The fuel injection pump creates the high injec-
passes through the filter and is supplied to the dis- tion pressure needed for combustion, and force
tributor spray pump. feeds the fuel to the injectors through the high
pressure fuel line.
The distributor spray pump forms the high spray
pressure needed for combustion, and sends the fuel The B series engines use a closed nozzle, hole-
to each injector through the separate high-pressure type injector. When the high-pressure fuel
fuel line. reaches the injector, the needle valve is pushed
up by the pressure against the tension of the
When the high-pressure fuel reaches the injector, spring, and fuel is sent to the combustion cham-
the needle valve is pushed up by the pressure ber.
against the tension of the spring, and fuel is sent
to the combustion chamber. On engines equipped with the P7100 fuel in-
jection pump, the manifold sends the fuel leak-
The fuel leaking from the needle valve enters the ing from the injector to the fuel filter inlet port.
fuel drain manifold. The fuel drain manifold is con- On the engines equipped with the Nihon Denso
trolled by the air from the distributor injection EP-9 fuel injection pump, the manifold sends
pump, and the oil leaking from the injector is re- the fuel leaking from the injector to the fuel
turned to the fuel tank. tank.
Damper-proof bolt
FUEL FILTER
Î Depending on the machine model, the actual component may be different from the diagram.
1. Case Solenoid
2. Return spring Type: Synchrostart drip-proof type
3. Stop lever Rated voltage: DC24V
4. Fuel control lever Actuating current: Starting to pull: Approx. 25A
5. Solenoid Completing pulling: 0.5 A
Stroke: 25.4 mm
C1. Pull-in coil Weight: 1 kg
C2. Hold coil
1. Radiator 7. Piston
2. Thermostat 8. Cylinder block
3. Water pump 9. Oil cooler
4. Water temperature gauge
5. Corrosion resistor A. Oil inlet port, outlet port
(mounted depending on model)
6. Cylinder head
SA6D102E-1
SA6D102E-2
★ Depending on the machine model, the actual
component may be different from the diagram.
1. Radiator 7. Piston
2. Thermostat 8. Cylinder block
3. Water pump 9. Oil cooler
4. Water temperature gauge 10. After cooler
5. Corrosion resistor
(mounted depending on model) A. Oil inlet port, outlet port
6. Cylinder head
1. Cylinder block
The cooling water is sucked up from the radia-
tor by the built-in water pump (1). The water
leaving the water pump is sent to the oil cooler
cavity in the cylinder block.
A. Cooling water inlet port
B. To oil cooler
2. Cylinder head
The cooling water then passes around each cyl-
inder and flows to the fuel pump.
C. From cylinder block
D. To thermostat housing
WATER PUMP
(WITH ONE-PIECE BEARING, SHAFT, ONE-PIECE WATER SEAL)
Î Depending on the machine model, the actual component may be different from the diagram.
THERMOSTAT
Î Depending on the machine model, the actual component may be different from the diagram.
1. Piston 7. Ring
2. Valve 8. Spring
3. Case 9. Seat
4. Spring 10. Pellet
5. Spring 11. Seat
6. Bypass valve
FAN DRIVE
FD50-7
6D102E-1 FD60-7 84 165 73.9 176 88
FD70-7
FD40-8
FD50-8
S6D102E-2 77.5 182 73.9 173 88
FD60-8
FD70-8
AIR COMPRESSOR
Outline of air compressor system Caution: The cylinder head and unload compo-
Normally, the compressed air system consists of nents on the Holset SS161B air compres-
a gear driven air compressor, air governor, air tank, sor are used for various engines, so
and piping. maintenance can be carried out without
removing the air compressor. In this
manual, the explanation of the methods
for maintenance of the air compressor
unloader components are given for the
condition when the compressor is still
installed to the engine. When carrying
out maintenance on components or
other parts inside the air compressor, the
compressor must be removed from the
engine. For details of the procedure for
disassembly and assembly of the air
compressor, see SS192B shop manual,
Bulletin No. 3810433.
The Holset SS191 air compressor (1) is an engine The Holset SS296 air compressor is an engine
driven piston type compressor which supplies driven piston type compressor which supplies
compressed air to drive the air operated compo- compressed air to drive the air operated compo-
nents. The compressor operates continuously, but nents. The compressor operates continuously, but
it has two operating modes (“load” and “unload”). it has two operating modes (“load” and “unload”).
The operating mode is controlled by a pres- The operating mode is controlled by a pressure
sure operated governor and compressor unload- operated governor and compressor unloading
ing assembly. When the air line reaches the set assembly.
pressure, the governor (2) sends an air signal to
the air compressor unloader assembly and sets The SS296 air compressor used on the B series
the unloader valve with the compressor suc- engine uses an (E type) unloader. The economy
tion valve open, so this stops the flow of com- (E type) unloader system is designed to reduce
pressed air into the air line. It uses the air in the the pumping loss and engine boost pressure loss
air line, so the pressure goes down. When the air by the compressor intake valve when operating
pressure reaches the set pressure, the governor in the unloader mode.
exhausts the air signal sent to the compressor
unloader assembly, so the compressor again When the air line reaches the set pressure, the
starts to send compressed air to the air line. governor sends an air signal to the air compres-
sor unloader assembly and sets the unloader valve
There are two types of cooling for the air com- with the compressor suction valve open, so this
pressor: air cooled and water cooled. The only stops the flow of compressed air into the air line.
difference between these two types of cooling is
that modification has been made to the cylinder Caution: The pressure inside the system must be
head to include a water passage. maintained by keeping the discharge
valve closed at the outlet port end of the
There are two types of installation for the air com- discharge valve.
pressor: one type is installed to the power steer-
ing pump housing, and the other is not installed It uses the air in the air line, so the pressure goes
to it. down. When the air pressure reaches the set pres-
sure, the governor exhausts the air signal sent to
On the 102 series engine, it is possible to use the compressor unloader assembly, so the com-
other brands of compressor. The troubleshoot- pressor again starts to send compressed air to
ing procedures for these air compressors is very the air line.
similar to the Holset SS191B. For details of the
torque value and repair methods, see the manual
issued by the air compressor manufacturer.
1. Compressor
2. Governor
3. Air dryer
4. Check valve
(normally built into dryer)
5. Reservoir (wet tank)
1. Compressor
2. Governor
3. Air conditioner valve
4. Air dryer
5. Check valve (normally built into dryer)
6. Reservoir (wet tank)
7. Check valve
ALTERNATOR
Alternator with built-in regulator (35A)
★ Depending on the machine model, the actual
component may be different from the diagram.
Pulley
Type Weight
Engine Machine model Specification (kg)
Outside
No. of steps diameter
FD35Z/40Z/35/40/45/50A-7 Polyethylene V-
6D102E-1 FD50/60/70-7 Nippon Denso, 24V, 35A 77.5 P.C.D 4.7
SD23/25/30-5 open type belt, 7 grooves
Pulley
Engine Type Specification Weight
Machine model (kg)
Outside
No. of steps diameter
FD35Z/40Z/35/40/45/50A-7
6D102E-1 FD50/60/70-7 Nippon Denso, 24V, 60A Polyethylene V- 77.5 P.C.D 6.3
SD23/25/30-5 open type belt, 7 grooves
Nippon Denso, 24V, 60A Polyethylene V- 6.3
S6D102E-1 FD80-7 belt, 7 grooves 77.5 P.C.D
open type
Nippon Denso, Polyethylene V-
SA6D102E-2 FD80-8 open type 24V, 60A 77.5 P.C.D 6.3
belt, 7 grooves
FD35Z/40Z/35/40/45/50A-8
S6D102E-2 FD50/60/70-8 Nippon Denso, 24V, 60A Polyethylene V- 77.5 P.C.D 6.3
SD23/25/30-6 open type belt, 7 grooves
STARTING MOTOR
(With separate safety relay) (4.5 kW) ★ Depending on the machine model, the actual
component may be different from the diagram.
Engine Machine model Type Specification No. of pinion teeth Weight (kg)
FD35Z/40Z/35/40/45/50A-7
6D102E-1 FD50/60/70-7 Nippon Denso, 24V, 4.5kW 10 8.4
SD23/25/30-5 sealed type
Engine Machine model Type Specification No. of pinion teeth Weight (kg)
FD35Z/40Z/35/40/45/50A-7
6D102E-1 FD50/60/70-7 Nippon Denso, 24V, 5.5kW 10 10.5
SD23/25/30-5 sealed type
STARTING AID
Electrical heater (electrical intake air heater)
★ Depending on the machine model, the actual
component may be different from the diagram.
1. Heater coil
2. Housing
3. Internal connection diagram
We recommend that you use the tools listed below. The tool to use is specified in the respective proce-
dure.
Depth gauge
This is used to measure the movement of the tur-
795-790-1800 bocharger in the axial direction.
Pressure gauge
This is used to measure the intake manifold pres-
795-790-1470 sure and the exhaust return pressure.
We recommend that you use the tools listed below. The tool to use is specified in the respective proce-
dure.
Gear
Brush
This is used to remove the carbon from the injec-
795-799-1140 tor bore.
We recommend that you use the tools listed below. The tool to use is specified in the respective proce-
dure.
Puller
795-799-1170
This is used to pull the injector.
Brush
795-799-1140
This is used to clean the injector bore.
We recommend that you use the tools listed below. The tool to use is specified in the respective proce-
dure.
Spring tester
795-790-2100 This is used to test the spring tension.
Socket
We recommend that you use the tools listed below. The tool to use is specified in the respective proce-
dure.
Multimeter
Commercially
available This is used to measure the voltage (Volts) and re-
sistance (Ohms) of the circuit.
We recommend that you use the tools listed below. The tool to use is specified in the respective proce-
dure.
Vacuum gauge
Pressure gauge
Wrench
Blowby tool
Manometer
Tachometer
799-203-8001 This is used to measure the engine speed (rpm).
TROUBLESHOOTING DEFEC-
TIVE ACTUATION OF INTAKE
AND EXHAUST SYSTEM
CLEAN AIR
To ensure good performance, it is necessary to provide
the specified amount of clean air. As explained in the
description of the flow in the intake and exhaust sys-
tems, dirt or dust sucked in with the air can damage the
engine cylinders, and can also damage the valve stems
and guides. In addition, it also causes wear of the tur-
bocharger compressor vanes, and this will reduce the
efficiency. Large particles of dirt may even break the
turbocharger blades.
MEASURING PLAY OF
TURBOCHARGER ROTOR IN
AXIAL AND RADIAL
DIRECTION (ENGINE WITH
TURBOCHARGER)
Measuring rotor assembly clearance
Measure the clearance in the axial direction of the
shaft.
Depth gauge (795-790-1800)
TESTING TURBOCHARGER
WESTGATE VALVE (ENGINE
WITH TURBOCHARGER)
Testing
Testing the lever pin.
If the wear of the turbine housing assembly is
excressive, replace the assembly. For details of the
procedure for reassembly.
TESTING TURBOCHARGER
WESTGATE CAPSULE
(ENGINE WITH
TURBOCHARGER)
Testing
Checking visually for cracks or holes in the westgate
actuator hose. If there is any damage, replace the
hose.
TESTING ACTUATION OF
TURBOCHARGER WESTGATE
(ENGINE WITH
TURBOCHARGER)
Testing
Using the procedure shown in the diagram, install
dial indicator (1) so that its axis is parallel to the
Westgate actuator rod. Set so that there is no air
pressure acting on the Westgate capsule, then set
the indicator to 0.
Connect clean, adjusted air pressure and pressure
gauge (2) to the capsule. Apply pressure at 200 kPa
{2 kg/cm2} and check that the Westgate functions
properly.
The rod must move approx. 5 mm without scuffing or
leakage of air.
Caution: There must be no sound of leaking air from
the Westgate capsule when it functions.
Caution: When air is first applied, it will move slightly.
This is not an abnormality.
REPLACING TURBOCHARGER
WESTGATE ACTUATOR BOOST
CAPSULE (ENGINE WITH
TUBOCHARGER)
Replacing
Caution: Before removing, note down the position and
length of the connecting rod from the boost
capsule housing and its direction in relation to
the mounting bracket of the boost capsule
hose connector.
Pressure test kit (795-790-1700)
Remove the stopper clip from the control lever.
ADJUSTING TURBO-
CHARGER WESTGATE ACTU-
ATOR (ENGINE WITH
TURBOCHARGER)
Adjusting
Caution: The westgate is set accurately at the factory.
It is unnecessary to adjust it if the capsule is
not removed.
Apply adjusted normal air pressure to boost capsule
(2).
Using table below, use air pressure to match the
westgate capsule.
Rated Pressure
MEASURING EXHAUST
RESISTANCE
Install a pressure gauge (795-790-1470) to the inlet
port where the pressure tap of the exhaust head pipe
passes through to the catalyst/muffler assembly.
Run the engine at rated speed and no load, and note
the exhaust resistance.
REPLACING TUBOCHARGER
(ENGINE WITH
TURBOCHARGER)
Cleaning and testing
Clean the seal surface. Check for damage to the
seal surface and mounting stud.
TROUBLESHOOTING DEFEC-
TIVE ACTUATION OF ENGINE
VALVE MECHANISM AND CYLINDER
HEAD
If noise comes from the overhead, there is a problem
in the valve train. If the rocker lever is loose, it will
make a clattering noise. A squeaking noise indicates
lack of oil on the adjustment screw or push rod
socket.
TESTING COMPRESSION
If the air system and fuel system are working cor-
rectly, check the compression. Locate the cause
from the following problems.
• Piston ring sealing
• Valve sealing
• Cylinder head gasket sealing or cracks in
cylinder head
Leakage from the valve seal will occur when the seal
material becomes hard or when the seal surface is
worn or damaged.
Machining Mark
A - Standard None
B - Machine 0.25 mm for the 1st oversize ×
gasket
C - Machine 0.25 mm for the 2nd oversize ××
gasket [Total: 0.50 mm]
VIBRATION DAMPER
During repair work, to make the new ring fit the cylin-
der wall properly, always remove the luster from the
cylinder liner. If the ring contact is not correct, the
blow-by will increase and this will lead to increased
oil consumption.
CYLINDER BLOCK
Details of the method for troubleshooting defective
actuation of the cylinder block related to the cooling
system and lubricating system has been given in the
respective sections. The explanation given here is
for problems with the cylinder, camshaft bore, and
crankshaft main journal.
ADJUSTING VALVE
CLEARANCE
Remove the valve cover (1).
Clearance gauge
Intake clearance: 0.25 mm
Exhaust clearance: 0.51 mm
Let the engine cool down before checking or install-
ing the valves - max. 60°C
Caution: When sliding the clearance gauge between
the valve stem and rocker lever, the clear-
ance is correct if some resistance is felt.
15 mm
Install the valve cover (1) and tighten the mounting
bolts.
: 24 Nm {2.4 kgm}
TROUBLESHOOTING DEFEC-
TIVE ACTUATION OF LUBRI-
CATING SYSTEM
OUTLINE
When carrying out troubleshooting, check the
gauges, high or low level of the oil, excessive con-
sumption of oil, oil viscosity, and the various items
related to the oil pressure.
HIGH PRESSURE
High oil pressure generally occurs immediately after
starting in cold areas. Generally speaking, the start-
ing pressure in approx. 552 - 689 kPa {5.6 - 7.0 kg/
cm2}. If the pressure adjustment plunger works prop-
erly, when the normal operating temperature is
reached, the pressure goes down to approx. 449
kPa {4.6 kg/cm2}.
REGULATOR VALVE
If the regulator sticks at the closed position, the oil
pressure will rise at the normal operating tempera-
ture. Check that the regulator is moving freely.
LOW PRESSURE
Defective operation of the equipment related to the
lubricating system is a cause of low oil pressure (or
no pressure). When low pressure is first observed,
that is after the service interval, the first step in
investigating is to know the operating condition of the
engine at idling only and when traveling uphill.
OIL LEVEL
If the oil level is too high, it will cause low pressure. If
the oil level is high enough for the connecting rod to
be submerged in the oil during operation, air will mix
with the oil and this will cause low oil pressure.
Low oil level is normally shown by low oil pressure.
OIL FILTER
If the filter becomes clogged, the oil pressure will
gradually go down until it reaches approx. 69 kPa
{0.7 kg/cm2}. When the filter bypass valve is opened,
the oil pressure returns to normal. If it does not
return to normal, unfiltered oil flows to the engine
when the bypass valve is open and the engine will
suffer wear.
2. Gradually goes down
3. Suddenly returns to normal
4. Replace
DILUTION OF OIL
Caution: Dilution of the oil will cause serious damage
to the engine.
Check the condition of the oil.
• If the viscosity is low and the oil is black,
there is fuel mixed in the oil.
• If the oil is milky white, there is cooling water
mixed in the oil.
6. Fuel is diluted (thin black color)
7. Good oil
8. Water in oil (milky color)
FUEL IN OIL
Dilution by fuel is caused by one of the following five
problems.
9. Fuel dilution
1. Defective shaft seal on injection pump
2. Leakage of fuel from ring
3. Defective fuel feed pump
4. Crack reaching from position of fuel filter on
head to intake port
5. Leakage from injector
Use the following chart to search for the cause of dilution of the oil by fuel.
Excessive
Drop in Drop in Excessive
– white smoke – Normal output
output output black smoke
when starting
The unused fuel inside the cylinder drops into the oil
pan and is drained.
This problem is caused by defective compression
because of the leakage from the injector or the poor
sealing of the piston ring.
If the element in the oil cooler breaks, the oil will mix
with the cooling water because of the pressure of the
oil. Oil in the cooling water can be detected when the
radiator cap is removed.
Engine model Pump assembly No. Engine serial No. Applicable machine Page
FD35Z/40Z/35/40/45/50A-7
6734-71-1231 SD23/25/30-5 12-46
(Distributor type fuel injection pump spec.)
FD35Z/40Z/35/40/45/50A-7
6734-71-1270 SD23/25/30-5 12-47
6D102E-1 (In-line type fuel injection pump spec.)
Inspection standards of inj. quantity & governing Timer pressure of pump chamber inspection
for supply standards Marks a are basic speed.
Average inj. kal speed Fuel Pressure or pump
Pump speed quantity in delivert tewperature Pump speed Timer stroke chamber
(rpm) (mm3/st) (mm3/st) (˚C) (rpm) (mm) (kPa {mmHg})
500 (68.9 ± 4.5) — 48 ± 2
650 (Max. 0.5) —
Full load
— — — —
a 1,125 50.6 ± 4.5 — 50 ± 2 Load timer standard specification
— — — — Marks a are basic volume.
— — — — Pump Average inj. Fuel
a 100 97.3 ± 5.0 — 48 ± 2 speed quantity Timer stroke tewperature
(rpm) (mm3/st) (mm) (˚C)
Injection volume
Marks a are basic speed.
Plunger prestroke (mm) 2.90 ± 0.05 Low idling speed (rpm) 750 ± 25
Delivery valve 3 Pump tester capacity
retraction volume (mm /st) 59 Motor: 7.5 kW
for Service standard
Inspection standards of inj. quantity & governing Timer pressure of pump chamber inspection
for supply standards Marks a are basic speed.
Average inj. kal speed Fuel Pressure or pump
Pump speed quantity in delivert tewperature Pump speed Timer stroke chamber
(rpm) (mm3/st) (mm3/s)t (˚C) (rpm) (mm) (kPa {mmHg})
500 (70.8 ± 4.5) — 48 ± 2
800 (0.9 ± 0.5) —
Full load
—
a 1,250 20.3 ± 4.5 — 50 ± 2 Load timer standard specification
— Marks a are basic volume.
— Pump Average inj. Fuel
a 100 97.3 ± 5.0 — 48 ± 2 speed quantity Timer stroke tewperature
(rpm) (mm3/st) (mm) (˚C)
VE ZEXEL
Inspection standards of inj. quantity & governing Timer pressure of pump chamber inspection
for supply standards Marks a are basic speed.
Average inj. kal speed Fuel Pressure or pump
Pump speed quantity in delivert tewperature Pump speed Timer stroke chamber
(rpm) (mm3/st) (mm3/st) (˚C) (rpm) (mm) (kPa {mmHg})
500 (70.2 ± 3.5) — 48 ± 2
800 (0.6 ± 0.4)
Full load
Injection volume
Marks a are basic speed.
PES-A ZEXEL
RUNNING IN STANDARD
Î The table gives the standard values for machines without fan.
Î The loads for the dynamometer are at an arm's length of 716 mm.
Î This table gives the standard values using the JIS compensation
factor.
Î The values in the table are the standard values for machines with
the muffler installed, air cleaner installed, alternator under no load,
and air compressor opened (if installed).
Î The loads for the dynamometer are at an arm's length of 716 mm.
TROUBLESHOOTING
DEFECTIVE ACTUATION OF
FEED PUMP (DIAPHRAGM TYPE)
Defective actuation of the pump is a cause of low
engine output. The diaphragm type pump cannot
be cleaned or reassembled.
The feed pump is driven mechanically by the cam
shaft lobe. Lever where or damage to the lobe will
reduce the pump actuation capacity.
The fuel system must not be actuated if the resis-
tance at the intake side (A) is more than 100 mmHg.
If the diaphragm breaks, the fuel will return through
the housing breather hole (B).
Min. pressure
21kPa{0.2kg/cm2}
TROUBLESHOOTING
DEFECTIVE ACTUATION OF
FEED PUMP (PISTON TYPE)
Min. pressure
172kPa{1.8kg/cm2}
1. Supply line
2. Pre-filter
3. Supply line
4. Supply tank
5. Tank vent
A - Idling screw
B - High idling screw
The high-speed adjustment screw on the fuel in-
jection pump is fitted with an all-speed stopper. The
high-speed adjustment screw is sealed. Have any
adjustment made to this screw at an authorized fuel
injection pump service center and reseal the
screw. The high-speed adjustment screw can also
be used to reduce the engine output.
12 9 at 22ºC 9
24 36 at 22ºC 18
12 7.4+0.5 2
24 29.5+2.5 1
TESTING HIGH-PRESSURE
FUEL PIPING
Caution: Tighten the high-pressure line securely
and arrange the piping so that the pipes
do not touch each other and do not touch
any other component.
10 mm
3 : 9 Nm{0.92 kg/cm2}
Tighten the bleed screw.
17 mm, 19 mm
Run the engine and vent the air from one line at a
time until the engine rotates smoothly.
Look at the table and check that the timing for the
fuel injection pump and engine is correct. Use the
important parts list (CPL) given in the control parts
list manual in bulletin No. 3379133-20 and the en-
gine data plate. Check if the engine is certified or
not, and if it is certified, check the time and the
relevant authority (EPA or CARB).
According to the above information, look at the next
chart and determine which letter on the fuel injec-
tion pump drive gear to align with the camshaft
gear.
4-cylinder = A
6-cylinder = D
Firing order
4-cylinder 6-cylinder
A=1 D=1
B=3 E=5
C=4 F=3
D=2 A=6
B=2
C=4
12 mm
13 mm
3 : 24 Nm{2.4 kgm}
12 mm
3 : 10 Nm{0.1 kgm}
Rotate the timing indicator. Install the plug.
Rust penetrant
Puller (795-799-1170)
Brush (795-799-1140)
3 : 60 Nm{6.1 kgm}
tor with the notched portion of the bore.
17 mm, 19 mm
TROUBLESHOOTING
DEFECTIVE ACTUATION OF
COOLING SYSTEM
TROUBLESHOOTING
RADIATOR CAP
System Cap
WATER PUMP
THERMOSTAT
TESTING BATTERY
Add distilled water to the battery cells.
See the instructions from the manufacturer.
• Fuse
• Voltage applied to ignition switch and mag-
netic switch. For details, see “Checking start-
ing switch and magnetic switch” in this sec-
tion
• Application safety shut-off system
STARTING MOTOR
Energize the starting switch and check the system
voltage at terminal M of the starting motor.
TESTING ALTERNATOR
The alternator terminals are shown in the diagram.
Terminal R (Delco) and terminal W (Bosch) are 1/2
of the system voltage and if the tachometer is set
to the generator, use the accessory to actuate.
∗ On the heater control module/electronic control module with serial number 008000A and below,
there is no preheating cycle in this cycle.
OUTLINE OF ENGINE
PERFORMANCE TEST
The engine test is a combination of the running-
in operation and performance test. The procedure
for the running-in operation is the operating pe-
riod to make it possible to carry out overall finish-
ing and installing of the engine parts. The per-
formance test also provides an opportunity to carry
out final adjustment needed for giving the most
suitable engine performance.
BLOW-BY MEASUREMENT
AND REPLACEMENT TABLE
The blow-by is normally recorded in liters/min, but
it is also possible to use a manometer and to as-
semble the components below to measure the
blow-by from the breather tube.
1 27 19 121
2 40 20 124
3 49 21 128
4 58 22 131
5 64 23 135
6 71 24 137
7 76 25 140
8 81 26 144
9 86 27 147
10 90 28 150
11 94 29 154
12 98 30 157
13 102 31 160
14 105 32 163
15 109 33 166
16 112 34 169
17 115 35 172
18 118
ENGINE DYNAMOMETER
INSTALLING ENGINE
Let the oil drain to the oil pan, then measure the oil
level with the dipstick.
If necessary, add oil to the high level mark.
Screw the fuel filter into the filter head until the
gasket contacts the filter head surface.
Tighten the filter a further 1/2 to 3/4 turns.
ENGINE PAINTWORK
Remove the belt from the engine.
Cover the following parts of the engine.
• Date plate
• Valve and injector match marks
• Exhaust manifold
• Turbocharger turbine housing
• Flywheel
• Flywheel housing transmission mounting sur-
face
Engine speed
Low idling speed rpm 700 ± 25 700 ± 25 750 ± 25 750 ± 25
Nessary stating 0ºC (without starting aid) rpm Min. 170 170 Min. 170 170
speed -20º (with starting aid) rpm Min. 120 120 Min. 120 120
Quick acceleration
(low idle → high idle) Max. 4.0 6.0 Max. 4.0 6.0
Bosch
Exhaust gas color At rated flywheel horsepower index Max. 2.0 3.0 Max. 2.0 3.0
Oil temperature: 40 – 60ºC MPa Min. 3.53 2.47 Min. 3.53 2.47
Compression pressure {kg/cm2} {Min. 36.0} {25.2} {Min. 36.0} {25.2}
(SAE30 or SAE15W-40)
(engine speed) (rpm)
Blow-by pressure At rated flywheel horsepower kPa Max. 0.49 0.98 Max. 0.49 0.98
(SAE30 or SAE15W-40) (water temp. : Min. 70ºC) {mmH2O} {Max. 50} {100} {Max. 50} {100}
At rated flywheel horsepower kPa 340 – 590 250 340 – 590 250
SAE 30 or SAE15 W–40 oil {kg/cm2} {3.5 – 6.0} {2.5} {3.5 – 6.0} {2.5}
kPa 290 – 590 210 290 – 590 210
Oil pressure SAE10W oil
Lubrication system
All speed
Oil temperature (Oil in oil pan) ºC 80 – 110 120 80 – 110 120
0 0
Fan speed At rated engine speed rpm 1,820 ± 55 1,820 ± 55 1,820 ± 55 1,820 ± 55
2,250 ± 50 2,250 ± 50 2,250 ± 50 2,250 ± 50 2,250 ± 50 2,250 ± 50 2,250 ± 50 2,250 ± 50 2,500 ± 50 2,500 ± 50
700 ± 25 700 ± 25 750 ± 25 750 ± 25 700 ± 25 700 ± 25 750 ± 25 750 ± 25 400 ± 25 400 ± 25
Min. 170 170 Min. 170 170 Min. 170 170 Min. 170 170 Min. 170 170
Min. 120 120 Min. 120 120 Min. 120 120 Min. 120 120 Min. 120 120
Max. 2.94 7.47 Max. 2.94 7.47 Max. 2.94 7.47 Max. 2.94 7.47 Max. 3.92 7.47
{Max. 300} {762} {Max. 300} {762} {Max. 300} {762} {Max. 300} {762} {Max. 400} {762}
— — — — Max. 112 107 Max. 112 107 Max. 133 120
{Max. 845} {805} {Max. 845} {805} {Max.1,000} {900}
— — — — Max. 96 90 Max. 96 90 Max. 140 127
{Max. 725} {675} {Max. 725} {675} {Max. 1,050} {950}
Max. 650 700 Max. 650 700 Max. 650 700 Max. 650 700 Max. 650 700
Max. 4.0 6.0 Max. 4.0 6.0 Max. 4.0 6.5 Max. 4.0 6.5 Max. 3.0 Max. 5
Max. 2.0 3.0 Max. 2.0 3.0 Max. 3.0 4.0 Max. 3.0 4.0 Max. 1.0 Max. 2.0
Max. 1.0 2.0 Max. 1.0 2.0 Max. 1.0 2.0 Max. 1.0 2.0 Max. 1.0 Max. 2.0
Min. 3.53 2.47 Min. 3.53 2.47 Min. 2.41 1.69 Min. 2.41 1.69 Min. 2.41 1.69
{Min. 36.0} {25.2} {Min. 36.0} {25.2} {Min. 24.6} {17.2} {Min. 24.6} {17.2} {Min. 24.6} {17.2}
Max. 0.49 0.98 Max. 0.49 0.98 Max. 0.49 0.98 Max. 0.49 0.98 Max. 0.49 0.98
{Max. 50} {100} {Max. 50} {100} {Max. 50} {100} {Max. 50} {100} {Max. 50} {100}
340 – 590 250 340 – 590 250 340 – 590 250 340 – 590 250 340 – 590 250
{3.5 – 6.0} {2.5} {3.5 – 6.0} {2.5} {3.5 – 6.0} {2.5} {3.5 – 6.0} {2.5} {3.5 – 6.0} {2.5}
290 – 590 210 290 – 590 210 290 – 590 210 290 – 590 210 290 – 590 210
{3.0 – 6.0} {2.1} {3.0 – 6.0} {2.1} {3.0 – 6.0} {2.1} {3.0 – 6.0} {2.1} {3.0 – 6.0} {2.1}
80 – 110 120 80 – 110 120 80 – 110 120 80 – 110 120 80 – 110 120
Max. 0.5 1.0 Max. 0.5 1.0 Max. 0.5 1.0 Max. 0.5 1.0 Max. 0.25 0.6
21.6 +0.8
0 18.0 21.6 +0.8
0 18.0 21.6 +0.8
0 18.0 21.6 +0.8
0 18.0 22 +1.4
0 18.0
{220 +80 } {184} {220 +80 } {184} {220 +80 } {184} {220 +80 } {184} {224 +15 {184}
0 }
2±1 — 18 ± 1 — 6±1 — 18 ± 1 — 10 ± 1 —
— — — — — — — — — —
2,480 ± 75 2,480 ± 75 2,480 ± 75 2,480 ± 75 2,140 ± 65 2,140 ± 65 2,140 ± 65 2,140 ± 65 2,140 ± 65 2,140 ± 65
Auto-
9.5 – 12.7 9.5 – 12.7 9.5 – 12.7 9.5 – 12.7 9.5 – 12.7 9.5 – 12.7 9.5 – 12.7 9.5 – 12.7 tensioner —
Engine speed
Low idling speed rpm 700 ± 25 700 ± 25 700 ± 25 700 ± 25
Nessary stating 0ºC (without starting aid) rpm Min. 170 170 Min. 170 170
speed -20º (with starting aid) rpm Min. 120 120 Min. 120 120
Quick acceleration
(low idle → high idle) Max. 3.5 5.5 Max. 3.5 5.5
Bosch
Exhaust gas color At rated flywheel horsepower index Max. 2.0 3.0 Max. 2.0 3.0
Oil temperature: 40 – 60ºC MPa Min. 2.41 1.69 Min. 2.41 1.69
Compression pressure {kg/cm2} {Min. 24.6} {17.2} {Min. 24.6} {17.2}
(SAE30 or SAE15W-40)
(engine speed) (rpm)
Blow-by pressure At rated flywheel horsepower kPa Max. 0.49 0.98 Max. 0.49 0.98
(SAE30 or SAE15W-40) (water temp. : Min. 70ºC) {mmH2O} {Max. 50} {100} {Max. 50} {100}
At rated flywheel horsepower kPa 340 – 590 250 340 – 590 250
SAE 30 or SAE15 W–40 oil {kg/cm2} {3.5 – 6.0} {2.5} {3.5 – 6.0} {2.5}
kPa 290 – 590 210 290 – 590 210
Oil pressure SAE10W oil
Lubrication system
All speed
Oil temperature (Oil in oil pan) ºC 80 – 110 120 80 – 110 120
MPa 22 +1.4
0 18.0 22 +1.4
0 18.0
Fuel injection pressure Nozzle tester
system
0 0
Fan speed At rated engine speed rpm 2,050 ± 65 2,050 ± 65 2,150 ± 65 2,150 ± 65
[Questions]
Sections A + B in the chart on the right corre-
sponds to the items where answers can be ob-
tained from the user. The items in B are items
that can be obtained from the user, depending
on the user’s level.
[Check items]
The serviceman carries out simple inspection to
narrow down the causes. The items under C in
the chart on the right correspond to this.
The serviceman narrows down the causes from
information A that he has obtained from the Causes
user and the results of C that he has obtained
from his own inspection.
[Troubleshooting]
Troubleshooting is carried out in the order of
probability, starting with the causes that have
been marked as having the highest probability
from information gained from [Questions] and
(b) (2) (3)
[Check items].
(a)
Questions
A (b)
(c)
(d)
(e)
Check items
B
C
i
shooting
Trouble-
ii
iii
on)
jecti
However, do not use this when making cal-
ve in
culations to narrow down the causes.
k2. Use the » in the Cause column as reference
si
renc
zle
xces
for [Degree of use (Operated for long pe-
noz
t
erfe
p (e
e
riod)] in the [Questions] section as reference.
der
tion
lem
ing
, int
pum
cylin
As a rule, do not use it when calculating the
n tim
er e
injec
rger
tion
points for locating the cause, but it can be
lean
ing,
ectio
cha
ized
injec
included if necessary to determine the order
r
air c
urbo
ston
, se
r inj
for troubleshooting.
ctive
ged
ged
rope
ed t
n pi
Defe
Clog
Clog
Seiz
Wor
Imp
1 Confirm recent repair history
2 Degree of use Operatred for long period
d)
d
hea
)
eize
ction
er s
e, va rger and
e inje
lung
eat
essiv
lve s
leme nce
ck, p
a
zle
boch
re
(exc
ction tion noz
p (ra
nt
terfe
r
en tu
der
ance
ler
ming
valv
pum
er, in
pum
ff
n
er e
jec
u
etwe
, cyli
lear
dm
ct of
ti
ction
ed in
harg
tion
lean
lve c
g
gge
b
conta
n rin
injec
Legend
f air
e inje
rboc
seiz
air c
r inje
, clo
r va
: Possible causes (judging from Questions and check items)
to
o
ed tu
ctive
ctive
,
n pis
ectiv
kage
hed
ged
ged
rope
rope
: Most probable causes (judging from Questions and check items)
: Possible causes due to length of use (used for a long period)
Defe
Crus
Defe
Clog
Clog
Seiz
Wor
Deff
Imp
Imp
Lea
: Items to confirm the cause.
Confirm recent repair history
Degree of use Operated for long period
Suddenly became black
Color of exhaust gas Gradually became black
Questions
Replace
Replace
Replace
Replace
Replace
Repair
Clean
Adjust
Adjust
Adjust
Remedy
Five causes
Step 1
Clarify the relationship between the three
symptoms in the [Questions] and [Check items]
section and the five Cause items in the vertical
column.
Three symptoms
Step 2
Add up the total of and marks where the
horizontal lines for the three symptoms and the
vertical columns for the causes intersect.
(1) Clogged air cleaner element:
(2) Air leakage between turbocharger
and head:
(3) Clogged, seized injection nozzle:
(4) Defective contact of valve, valve seat:
(5) Worn piston ring, cylinder:
Step 3
The calculation in Step 2 show that the closest
relationship is with [Clogged air cleaner
element]. Follow this column down to the
troubleshooting area and carry out the
troubleshooting item marked . The Remedy is
given as [Clean], so carry out cleaning, and the
exhaust gas color should return to normal.
102 SERIES
Defe or d
ctiv e ete r
io r a
Adjust Defe in je c te d
tio n b atte
tiv e n o zz ry
Replace Defe
in je c
tio n le
tiv e t im in g
Correct Leak in je c
tio n
ag e, pum
Clean c
TROUBLESHOOTING
Clo g lo g g p (r a
g ed in g , ck, p
air in lu n g
Replace Defe air b
re at fu el er st
ctiv e h er p ip in u ck)
Replace Defe f e e d pu
h o le g
in fu
Causes
ctiv e mp el ta
boo nk
st co
m pe
n sa t
or c
a n ce
l
S-1
12-257
TROUBLESHOOTING S-2
n
witc
ctio
it
Î If internal parts of the engine are seized, carry out
nne
ery
ircu
ty s
batt
al co
troubleshooting for "Engine stops during opera-
safe
ng c
id
tions".
ated
itch
leno
tarti
rmin
or
y or
ay
o t
g sw
rior
of s
t so
rela
l
gm
e
e
t
r
• Defective electrical system
ttery
dete
ttery
el cu
ar
artin
iring
artin
fety
g ge
• Failure in power train
e ba
e ba
e sa
e or
e fu
e st
e st
ew
r in
ctiv
ctiv
ctiv
ctiv
ctiv
ctiv
ctiv
ctiv
ken
Defe
Defe
Defe
Defe
Defe
Defe
Defe
Defe
Bro
Confirm recent repair history
Questions
Remedy —
d)
• Supply of fuel is extremely small
eize
• Improper selection of fuel (particularly in winter)
er s
key
lung
nk
el ta
!
aft,
Standards for use of fuel
ck, p
on
e sh
in fu
pist
AMBIENT TEMPRATURE
p (ra
ng
iner
KIND
driv
d
ump
hole
-4 14 32 50 68ºF
pipi
i
OF FLUID
leno
rain
stra
pum
-20 -10 0 10 20ºC
nk
mp
ed p
fuel
r, st
her
t so
in ta
mp
n pu
ed
ion
reat
e
filte
king
l cu
l us
u
en f
ASTM D975 No.2
fuel
ject
p
ctio
air b
feed
e
r fue
Diesel fuel
fuel
, lea
brok
e fu
e in
inje
ent
ASTM D975 No.1
ged
rope
ged
ged
ged
ctiv
ctiv
ffici
ed,
ken
Clog
Defe
Clog
Defe
Clog
Clog
Insu
Seiz
Imp
Bro
Confirm recent repair history
Degree of use of machine Operated for long period
Questions
Remedy
.)
being injected)
r, etc
)
tuck
leve
cap
er s
pray
General causes why exhaust smoke comes out but
cker
lung
tank
engine not start
stem
ve s
ater
e, ro
k, p
ttery
fuel
i
ir he
(valv
el sy
t
r
c
line
defe
• Lack of rotating force due to defective electri-
(rac
ent
iner
le in
d ba
ke a
in fu
tem
r
cal system
der
aine
ump
zle,
lem
stra
r ho
rate
e sys
inta
n
• Insufficient supply of fuel
r
noz
r
i
i
er e
, cyl
a
on p
s
ump
terio
e
valv
ed
• Insufficient intake of air
ical
i ng,
h
lter,
i on
n
reat
ring
l us
a
ecti
ectr
• Improper selection of fuel and oil
ed p
e
ken
ogg
e
el fi
ject
d
l
air b
air c
r fue
j
ston
e or
, bro
e in
e el
e, cl
u
e
n
f
f
rope
ged
ged
ged
ged
ged
ctiv
ctiv
ctiv
ctive
n pi
kag
Defe
Defe
Defe
Clog
Clog
Clog
Clog
Clog
Wor
Defe
Imp
Lea
Confirm recent repair history
Degree of use of machine Operated for long period
Questions
When fuel lever is placed at FULL position, it does not contact stopper
When engine is cranked with starting motor,
1) Little fuel comes out even when injection pump sleeve nut
is loosened
2) No fuel comes out even when fuel filter air bleed plug is
loosened
There is leakage from fuel piping
When exhaust manifold is touched immediately after starting
engine, temperature of some cylinders is low
When fuel filter is drained, no fuel comes out
found to be clogged
When feed pump strainer is inspected directly, it is found to
be clogged
When air cleaner element is inspected directly, it is found to be clogged
Heater mount does not become warm
Either specific gravity of electrolyte or voltage of battery is low
When feed pump is operated, there is no response, or
operation is too heavy
Speed does not change when operation of certain cylinders is stopped
When fuel cap is inspected directly, it is found to be clogged
Replace
Replace
Replace
Replace
Correct
Correct
Clean
Clean
Clean
Clean
Clean
Remedy
ap
y
seat
spra
nk c
• Insufficient supply of fuel
lve
el ta
tive
• Improper condition of fuel injction
d va
renc
r
efec
ger
• Improper fuel used
i n fu
line
e an
ent
ng
erfe
er
n
d
r
u
der
rain
aine
pipi
e
hole
lem
zle,
p pl
valv
anc
, int
cylin
p st
noz
r
er e
fuel
pum
r, st
r
her
rger
clea
t of
pum
n
lean
ng,
reat
filte
king
ntac
ctio
cha
tion
lve
r i
air b
eed
air c
urbo
uel
, lea
inje
r va
ston
e co
njec
f
f
rope
ged
ged
ged
ged
ged
ged
ctiv
ed t
ed i
n pi
Clog
Clog
Clog
Defe
Clog
Clog
Clog
Seiz
Seiz
Wor
Imp
Confirm recent repair history
Degree of use of machine Operated for long period
Questions
clogged
Speed does not change when operation of certain cylinders
is stopped
When control rack is pushed, it is found to be heavy, or does not return
When compression pressure is measured, it is found to be low
When turbocharger is rotated by hand, it is found to be heavy
When valve clearance is checked directly, it is found to be
outside standard value
When fuel tank cap is inspected directly, it is found to be clogged
When feed pump is operated, operation is too light or too heavy
Replace
Replace
Replace
Replace
Correct
Correct
Adjust
Clean
Clean
Clean
Clean
Remedy
c.)
r, et
Î If there is overheating and the engine stops,
)
tuck
leve
carry out troubleshooting for overheating.
er s
c k er
• Failure in power train
rod
l ung
tank
e, ro
ent
key
g
ting
Î If the engine stops because of a failure in
k, p
ston
fuel
arin
(valv
ipm
aft,
nec
c
p pi
ft be
the power train, carry out troubleshooting
p (ra
g
le in
er
equ
n
tem
er
e sh
rain
con
pi pi
for the chassis.
pum
train
in
ksha
r ho
pum
s
nk
r tra
liary
driv
y
p st
in
on,
fuel
in ta
er, s
r tra
athe
alve
feed
cran
gea
ion
pist
pum
i
p
x
king
pum
p au
v
owe
e
fuel
ject
l
zed
i
c
zed
zed
r
zed
f
i
air b
feed
ynam
fuel
, lea
pum
e in
in p
fuel
, sei
ent
, sei
, sei
, sei
ged
ged
ged
ged
ctiv
en d
ffici
ken
ure
ken
ken
ken
ken
ken
Clog
Clog
Defe
Clog
Clog
Insu
Brok
Fail
Bro
Bro
Bro
Bro
Bro
Bro
Replace
Replace
Replace
Correct
Clean
Clean
Clean
Remedy —
Add
p
zzle
pum
• Defective governor mechanism
d no
• Defective electric governor mechanism
eed
p an
(engine with electric governor)
nd f
pum
nk a
nk
Î If hunting stops when electric governor rod is
el ta
k
el ta
r
c
erno
feed
ol ra
rnor
disconnected, carry out troubleshooting for the
in fu
n fu
iner
gov
een
ontr
chassis.
ove
in ta low
er
twee
hole
betw
rain
stra
of g
t of
of c
o
k
it be
o
n
r, st
her
men
ump
rcuit
ion
ion
d is
circu
reat
filte
erat
erat
just
i
fuel
ed p
c
e
air in
air b
g sp
air in
fuel
e ad
e op
e op
ent
f e
idlin
ged
ged
ged
ged,
ctiv
ged,
ctiv
ctiv
ffici
Clog
Clog
Clog
Defe
Defe
Defe
Clog
Insu
Clog
Low
Confirm recent repair history
Degree of use of machine Operated for long period
Occurs at a certain speed range
Occurs at low idling
Condition of hunting
Questions
improperly adjusted
When control rack is pushed, it is found to be heavy, or
does not return
When fuel cap is inspected directly, it is found to be clogged
When feed pump strainer is inspected directly, it is
found to be clogged
When fuel filter, strainer are inspected directly, they are
found to be clogged
Correct
Correct
Adjust
Adjust
Adjust
Adjust
Clean
Clean
Clean
Remedy
Add
ent
• Improper condition of fuel injection
stm
m
y
seat
spra
• Improper fuel used
hrag
adju
tank
lve
(if non-specified fuel is used, output drops)
tive
diap or diap
e
d va
fuel
renc
• Lack of output due to overtaking
ctiv
efec
m
er
e an
hrag
ung
g
e in
ent
defe
er
erfe
sat
e, d
i pi n
pum ainer
r
rain
Î If there is overheating and lack of output,
e
inde
lem
p pl
valv
l
pen
ranc
, int
o
ozzl
p
ge,
er h
p st
tr
carry out troubleshooting for overheating.
fuel
er e
pum
, cyl
com
rger
nka
t of
clea
on n
ate
eath
r ,
lean
filte
king
ring
ntac
er li
estg
cha
tion
ost
lve
ecti
ir br
feed
air c
l lev
fuel
urbo
, lea
e bo
e co
r va
ston
njec
ew
n j
a
i
t fue
rope
ged
ged
ged
ctiv
ged
ged
ctiv
ged
ctiv
ed t
n pi
ed i
Defe
Clog
Clog
Clog
Defe
Defe
Clog
Clog
Clog
Seiz
Seiz
Wor
Ben
Imp
Confirm recent repair history
Degree of use of machine Operated for long period
Suddenly
Power was lost
Gradually
Questions
Replace
Replace
Replace
Replace
Correct
Correct
Adjust
Adjust
Clean
Clean
Clean
Clean
Remedy
d)
ad
)
tion
eize
d he
• Excessive injection of fuel
njec
er s
at
ray
r an
e se
lung
e sp
ve i
arge
valv
essi
e
ctiv
ck, p
renc
och
and
(exc
defe
p (ra
ent
t ur b
erfe
lve
g
r
ce
inde
mp
lem
zle,
uffle
imin
, int
pum
een
aran
f va
u
z
er e
, cyl
n no
ed m
rger
on t
w
ct o
e cle
ion
ion
t
lean
ir be
ring
ctio
cha
ecti
onta
ject
ject
logg
valv
air c
a
inje
urbo
r inj
ston
e in
e in
c
e of
d, c
e
r
rope
rope
ged
ctiv
ctiv
ged
ctiv
n pi
ed t
she
kag
Defe
Defe
Defe
Clog
Clog
Wor
Seiz
Imp
Imp
Cru
Lea
Confirm recent repair history
Degree of use of machine Operated for long period
Suddenly became black
Color of exhaust gas Gradually became black
Questions
Replace
Replace
Replace
Replace
Replace
Correct
Adjust
Adjust
Adjust
Clean
Remedy
r
arge
General causes why oil consumption is excessive
och
Turb
al
d
• Abnormal combustion of oil
hea
n se
ce
m
e
oler
urfa
• External leakage of oil
hos
yste
der
oke
er
o
• Wear of lubrication system
s
r lin
cylin
her
), br
ke s
seal
plug
r oil
reat
inde
d
nd
uide
inta
n or
ter o
ping
eal,
n
ain
e
er e
or b
, cyl
bine
m, g
om
ar s
il pa
il dr
il pi
il fil
ing
low
ther
r
ring
in fr
n re
oole
t tur
(ste
mo
mo
mo
mo
on r
at b
brea
roke
ston
cked
al a
oil c
e fro
e fro
e fro
e fro
lve
pist
a l
n va
n se
n se
ged
n, b
n pi
t su
kag
ken
kag
kag
kag
ken
Clog
Wor
Wor
Wor
Wor
Wor
Dus
Lea
Bro
Lea
Lea
Lea
Bro
Confirm recent repair history
Degree of use of machine Operated for long period
Oil consumption suddenly increased
Engine oil must be added more frequently
Questions
Replace
Replace
Replace
Correct
Correct
Correct
Correct
Correct
Correct
Correct
Clean
Remedy
d
• Improper oil used
e en
• Operation under excessive load
in
turb
pe
ose
er
n pi
e r
r lin
er h
harg
drai
inde
e a th
id e
boc
lack
rger
e gu
, cyl
r, br
t tur
is b
r
cha
o o le
ring
valv
ilter
al a
h
oke
urbo
t
brea
oil c
oil f
ston
e se
lve,
t sm
t
ged
n va
ged
ged
ged
ctiv
n pi
aus
Clog
Defe
Clog
Clog
Clog
Wor
Wor
Exh
Confirm recent repair history
Questions
None
When oil filter is inspected, metal particles are found
When exhaust pipe is removed, inside is found to be dirty
with oil
Engine oil temperature rises quickly
Replace
Replace
Replace
Clean
Clean
Clean
Remedy —
• Leakage of fuel
• Improper condition of fuel injection
• Excessive injection of fuel
)
tion
ge
ter
on)
njec
linka
el fil
(pist
ive i
g, fu
trol
mp
er
ger
cess
l con
pipin
d pu
o v
n
ng
y
c
p plu
p (ex
spra
f fue
ead
timi
e fee
fuel
pum
h
pum
lder
nt o
tion
insid
from
side
le ho
stme
injec
tion
ction
el in
l
age
e a
injec
nozz
adju
oil s
fuel
e
of fu
leak
i n j
ctive
ctive
ctive
ctive
ctive
ctive
age
rnal
Defe
Defe
Leak
Defe
Defe
Defe
Defe
Exte
Confirm recent repair history
Questions
Correct
Correct
Correct
Adjust
Adjust
Adjust
Remedy
et
gask
k
bloc
ing
ler
h ead
l coo
, O-r
der
g
cylin
ittin
core
ead ,
in oi
by p
er h
r tra
oler
s in
ylind
rack
used
owe
il co
nal c
en o
en p
en c
s ca
Brok
Brok
Hole
Brok
Inter
Confirm recent repair history
Questions
Remedy
SAE30CD
g
Engine oil SAE10WCD
ipin
n
n
il pa
sor
l pa
lic p
ing
SAE10W-30CD
n
e oi
sor
alve
de o
drau
braz
e se
l
l sen
d
urna
e
tor v
ssur
insi
insi
d hy
n
SAE15W-40CD
pipe
valv
mp
il pa
eve
g, jo
il
ilter
iner
l pre
gula
ipe
she
l pu
in o
lief
ion
in o
l
oil p
stra
oil f
l
arin
, cru
e re
e re
e oi
e oi
e oi
suct
uel
i l
of o
n be
ctiv
ctiv
ged
ged
ctiv
ged
ctiv
ctiv
king
er, f
ken
Defe
Defe
Defe
Defe
Defe
Lack
Clog
Clog
Clog
Wor
Wat
Lea
Bro
Replace
Replace
Correct
Correct
Adjust
Adjust
Clean
Clean
Clean
Clean
Remedy —
Add
ber)
General causes why oil level rises
er
ham
cov
ion c
al
ead
• Water in oil (milky white)
t se
bust
de h
p
• Fuel in oil (diluted, and smells of diesel fuel)
pum
com
e
uipm
e
• Entry of oil from other component
insi
t (pre
a
e
ion
surf
-ring
leev
y eq
ping
k
aske
ject
bl oc
seal
er s
re, O
iliar
ad g
i
e in
p
g
der
hold
from
ittin
t
rear
osta
aux
d, he
r co
nsid
cylin
by p
zzle
oole
ged
r hea
erm
mp
uel
art i
side
e no
e pu
f
ama
ade
linde
e th
oil c
p
e of
e
ks in
sm
ctiv
ctiv
ctiv
ctiv
en cy
n, d
kag
ken
Defe
Hole
Defe
Defe
Defe
Crac
Wor
Lea
Brok
Bro
Confirm recent repair history
Questions
Replace
Replace
Replace
Replace
Correct
Correct
Correct
Remedy
re
ratu
• Defective cooling circulation system
en)
e
ket
• Rise in oil temperature in power train
mpe
t op
aug
ey
gas
pull
re g
ns
s no
il te
or fi
ead
Î Carry out troubleshooting for chassis.
fan
u
er o
doe
oole
t
alve
pera
diat
d, h
orn
tat (
vert
g
core
oil c
ittin
e
v
d ra
hea
ump
tem
g, w
wat
e
mos
con
r
ator
by p
essu
ken
she
der
ater
er p
ppin
ling
rque
ther
, bro
radi
, cru
cylin
e pr
ade
ew
wat
o
li
o
s
in to
e
of c
ged
ged
ged
sm
ctiv
ctiv
ctiv
belt
ken
ken
Clog
Defe
Hole
Clog
Defe
Lack
Clog
Defe
Rise
Bro
Bro
Fan
Confirm recent repair history
Degree of use of machine Operated for long period
Questions
Suddenly overheated
Condition of overheating
Always tends to overheat
Water temperature Rises quickly
gauge Does not go down from red range
Radiator water level sensor lights up
Fan belt whines under sudden load
Cloudy white oil is floating on cooling water
Cooling water flows out from overflow hose
Excessive air bubbles inside radiator, water spurts back
Engine oil level has risen, oil is cloudy white
Check items
is excessive
Temperature difference between top and bottom radiator tanks
is slight
Troubleshooting
Replace
Replace
Replace
Replace
Replace
Replace
Correct
Correct
Correct
Remedy —
Add
etc.)
General causes why abnormal noise is made
)
ition
d
d)
ion)
hea
ver,
eize
r
f pos
line
ject
er le
• Abnormality due to defective parts
and
er s
ce
n
out o
der
• Abnormal combustion
rock
aran
lung
rger
ive
nce
ylin
• Air sucked in from intake system
oard
e cle
cess
alve
a
ck, p
renc
och
pum ozzle
fere
g, c
m (v
ing b
ash
x
valv
p (ra
turb
erfe
n rin
r
p (e
e
n
ackl
yste
lt in
ion
divid
, int
t of
pum
een
isto
n
ject
b
lve s
i
n be
ush
men
rger
fler (
train
etw
of p
ion
ion
n
ic va
ed b
n, fa
i
cha
just
air b
muf
ized
ject
ject
ear
a r
ynam
z
urbo
r ge
d fa
e ad
ve w
e in
side
, sei
e in
e
e of
, s
rme
rope
ctiv
ged
ctiv
ct in
en d
ctiv
ed t
sing
essi
kag
Defe
Defo
Defe
Defe
Clog
Defe
Brok
Seiz
Imp
Lea
Mis
Exc
Confirm recent repair history
Degree of use of machine Operated for long period
Questions
stopped
When control rack is pushed, it is found to be heavy, or does
not return
Injection pump test shows that injection amount is incorrect
Fan is deformed, belt is loose
When valve clearance is checked, it is found to be outside
standard value
Remove cylinder head cover and inspect directly
When muffler is removed, abnormal noise disappears
Replace
Replace
Replace
Replace
Replace
Replace
Replace
Replace
Replace
Correct
Correct
Correct
Remedy
)
stuck
normal noise is made”.
ion
n)
, etc.
d
ctio
gne
ush
lever
General causes why vibration is excessive
r)
inje
isali
e
en c
p
cker
dam
sive
ring
nm
brok
• Defective parts (abnormal wear, breakage)
e, ro
aft (
xces
bea
a i
• Improper alignment
(valv
r
lts,
t
h
ing
t sh
r
klas
ain
p (e
e
g bo
• Abnormal combustion
tem
h
utpu
d, m
bus
o
bac
pum
p
s
ntin
y
d
s
de o
cam
g ro
n
rain
alve
u
ion
a
o
gine
mic v
m
ctin
insi
ject
cer,
a r
e
e
nne
ngin
f en
dyna
e in
part
n
g
a
r
l
n ba
n co
rope
ter o
ctiv
se e
ctive
ken
Defe
Wor
Wor
Imp
Cen
Loo
Defe
Bro
Confirm recent repair history
Degree of use of machine Operated for long period
Questions
Suddenly increased
Condition of vibration
Gradually increased
Non-specified oil is being used
Metal particles are found in oil filter
Metal particles are found when oil is drained
Oil pressure is low at low idling
Check items
Replace
Correct
Correct
Adjust
Remedy
ENGINE PROPER
Cylinder head .............................................. 14- 6
Valve, valve guide ....................................... 14- 8
Rocker arm shaft, push rod, tappet ........... 14-10
Cylinder block ............................................. 14-12
Cylinder ....................................................... 14-14
Crankshaft ................................................... 14-16
Camshaft ..................................................... 14-20
Timing gear ................................................. 14-22
Piston, piston ring, piston pin ................... 14-24
Connecting rod ........................................... 14-26
Vibration damper ........................................ 14-28
Flywheel, flywheel housing ....................... 14-30
Fan hub ....................................................... 14-32
LUBRICATING SYSTEM
Oil pump ..................................................... 14-33
COOLING SYSTEM
Water pump, thermostat ............................ 14-34
FUEL SYSTEM
Fuel injection pump ................................... 14-35
Fuel injection nozzle ................................... 14-36
TURBOCHARGER
Unit : mm
C 10.97 – 10.98
Outside diameter of wheel
shaft
4 D 10.97 – 10.98
E 15.875 – 15.885
Inside diameter of
6 center housing
F 19.305 – 19.330
EXHAUST MANIFOLD
Unit : mm
CYLINDER HEAD
Unit : mm
Unit : mm
Replace valve
1 Sunk depth of valve 0.99 – 1.52 or valve seat
Replace
2 Thickness of valve head 0.79
Repair limit
45º(Exhaust) Correct or re-
Angle of valve seat Judge condition of contact place valve,
3 30º(Intake) valve seat
surface with vacuum test
4b
Intake 0.039 – 0.099 Replace valve
Clearance between valve or correct
guide and valve stem valve guide of
Exhaust 0.039 – 0.099 cylinder head
Unit : mm
Replace
1a Outside diameter of rocker 18.938 – 18.975 rocker arm
arm shaft shaft
Inner diameter of rocker Replace
1b 19.000 – 19.051 rocker arm
arm shaft hole
Replace
1c Clearance between rocker 0.025 – 0.083 rocker arm
arm shaft and rocker arm or shaft
2 Curvature of push rod Repair limit: Max. 0.38 (total indicator range) Replace push
rod
CYLINDER BLOCK
k1.
S6D102E-1 Engine Serial No.: 26200929 – 26222207
k2.
S6D102E-1 Engine Serial No.: 26222208 and up
S6D102E-2 Engine Serial No.: 26318973 and up
SA6D102E-2 Engine Serial No.: 26319384 and up
Unit : mm
CYLINDER
Unit : mm
CRANKSHAFT
Unit : mm
Correct to undersize or
replace
4 Curvature of crankshaft Repair limit: Max. 0.15 (total indicator range) Note: It is impossible to
correct tufftride crank-
shaft to undersize.
CAMSHAFT
6D102
Unit : mm
TIMING GEAR
Unit : mm
Backlash of fuel
D injection pump gear 0.081 – 0.363
102E-1 Unit : mm
102E-2 Unit : mm
CONNECTING ROD
Unit : mm
Replace
Inside diameter of connect- bushing
1 ing rod bushing (when 40.019 – 40.042 (spare part is
bushing is installed) semi-finished
part)
Inside diameter of connect- Replace con-
2 ing rod bushing mounting 42.987 – 43.013
necting rod
hole
Inside diameter of connect-
3 ing rod bearing mounting 72.987 – 73.013 —
hole
Inside diameter of connect- 69.051 – 69.103
4 ing rod bearing Replace
connecting
Thickness of connecting rod bearing
5 rod bearing 1.955 –1.968
VIBRATION DAMPER
Unit : mm
Unit : mm
Tightening torque of
3 flywheel housing mounting 77 Nm {7.9 kgm} Tighten
bolt
Tightening torque of
flywheel mounting bolt 137 Nm {14.0 kgm} Tighten
6
Coat bolt thread with
engine oil
FAN HUB
Unit : mm
OIL PUMP
Unit : mm
Unit : mm
Unit : mm
Standard: — Replace
Spray angle nozzle
1
Standard Repair limit
Nozzle cracking pressure Adjust or re-
(injection pressure) place
— —
102E-2
Unit : mm
OUTLINE
REPAIR GUIDELINE TO ENSURE SAFETY, FOLLOW ALL
INSTRUCTIONS IN MANUAL
The 102 engine uses the latest diesel technology,
but it is designed to make it possible for repairs to For cleaning solvents and other substances used
be carried out at a high level of quality using exist- during repair of the engine, always keep to the rec-
ing repair practices. ommendations of the manufacturer. With regard
to tools and maintenance facilities, always observe
WHEN SHOULD SUBSTITUTE REPAIRS practices that ensure complete safety.
BE CARRIED OUT
FOLLOW WASHING METHODS GIVEN
In the following explanation of the procedures, IN MANUAL
mention is also made of a separate repair method
to use instead of large-scale replacement of engine When repairs have been completed, check that all
parts. The decision is governed by various condi- metal particles produced by the machining have
tions, such as technical demands, possibility of been completely removed and that the applicable
use, cost, and considerations related to the length parts have been completely cleaned.
of the downtime of the equipment.
FOLLOW INSPECTION METHODS GIVEN
INSPECTION IN MANUAL
This procedure manual assumed that the compo- After completing repairs, carry out the necessary
nent parts have already been checked, and that the inspections to check that the applicable parts fulfill
points which do not match the standard have been the technological requirements needed to with-
checked during repair or overhaul. This manual stand future continued use as an engine compo-
covers only inspection requirements related di- nent.
rectly to the alternative repair procedures.
M8 X 1.25 — 25
Length in mm
Distance between threads in mm
Main thread diameter in mm
The coil insert is a precision made thread repair liner made of stainless steel wire in a coil shape. These
coils are designed so that the diameter becomes larger than the stepped hole when they are not ma-
chined. After an insert is installed, it expands to the outer wall of the stepped hole. When the insert
expands in this way it becomes fixed in position.
The standard insert is made of stainless steel wire, but other materials can also be used in order to fulfill
special requirements.
Only four steps are needed to repair the thread by this method: making holes, steps, peeling off tang, and
removal. In parts using thin wall surface material, the insert can be used to restore any damaged or
broken thread to its original size. One more advantage of these inserts is that they do not wear even with
repeated use.
REPAIR PROCEDURE
There is a special tap drill size and tap size for each
size of taper thread plug. Check that you are using
the correct size of tap drill and tap to match the
size of the taper thread plug.
Ironite X Y Cummins
Part Diameter at Thread Drill Ironite tap
No. small end length size tap No. Part No.
mm mm
1. Using a portable disc grinder or wire brush, re- Caution: The thickness of the wall of the casting at
move all paint and rust from the defective area. the problem point must be at least 3.97
mm {5/32 in}.
Caution: If repair is carried out with the engine still
installed to the machine, be careful not to 4. Use the correct size of taper to cut the thread
let any chips or particles enter the engine. in the hole. A minimum of at least four com-
plete threads is necessary to seal the plug. Be
2. Make a hole with the correct size of tap drill to
sure to remove all chips and particles after
match the plug that is used. Make sure that
grinding.
the size of the drill bit is large enough to com-
pletely remove the problem area. Do not use a 5. Coat the plug thread with Loctite 601 ST-1272-
drill bit that is larger than necessary. After mak- 12 Loctite compound or the equivalent.
ing the hole, remove all the chips and particles.
6. Insert the plug and tighten it.
3. Check the hole made by the drill. If there is any
7. Using a metal saw, cut off the plug. Leave at
problem with the wall of the hole, make a hole
least 0.794 mm of the plug from the surface.
for the next largest plug. Repeat this proce-
dure until there is a hole with no defects in the
wall. Do not forget that the maximum diam-
eter of the hole is 25.4 mm.
Limit
Variation value: 0.010 mm (0.0004 in) for area of
any radius of 50.8 mm (2.0 in)
The limit for the overall variation value from one
edge to the other edge is as shown below.
0.20 mm - 4-cylinder engine
0.30 mm - 6-cylinder engine
D = 8.029±0.010 mm
Caution: For the final bore after assembly, carry out
centering with the valve seat to a diam-
eter of within 0.35 mm. It must be at right
angles to the combustion face within 0.10
mm at a radius of 50.0 mm.
CALCULATING GRINDING
DEPTH OF VALVE SEAT
Install the valve to the specified position, then mea-
sure the depth of the valve.
METHOD OF GRINDING
VALVE SEAT
Grind the valve seat to remove any scratches or
heat damage.
Seat angle
Intake valve: 30°
Exhaust valve: 45°
Limit
GD: 0.254 mm
Remove the valve and wipe off all the lapping com-
pound from the valve and seat.
METHOD OF INSTALLING
VALVE SEAT tion on the valve guide. If it is necessary to
When installing a seat to a cylinder head without a install the valve guide, install the valve guide
valve seat, it is necessary to modify as follows. before installing the service seat.
Staking tool
Push the valve seat into the valve seat pocket. For
details of the current valve seat part number, see
the parts.
Push the valve seat into the pocket.
Seat angle
Remove the valve, and wipe off all the lapping com-
pound from the valve and seat.
No. Part No. Part Name Q’ty 1. Removing valve seat insert
A 795-100-4801 Puller (valve seat) 1 Û Before carrying out the grinding operation, test
run the grinder for 1 minute to check that there
Push tool 1 is no abnormality.
B 795-744-1110
(for intake valve)
• If the grindstone has been replaced, test run
Push tool 1 for 3 minutes.
C 795-744-1120
Û Check that the grindstone is not damaged, in-
(for exhaust valve)
795-100-3005 Seat cutter (kit) 1 stall so that there is no play in the grinder shaft,
795-100-3100 • Body assembly 1 and use safety glasses when using the grinder.
795-100-3200 • Micrometer 1
1
795-100-3300 • Gauge 1
795-100-3401 • Tool head 1
795-100-3601 • Head support 1
D 2 795-100-3710 Cutter 1
Cutter 1
3 795-100-3740
(for intake valve)
Cutter 1
4 795-100-3750
(for exhaust valve)
795-100-4731 Pilot (ø8.01) 1
METHOD OF GRINDING
VALVE
Inspect to check that there is no abnormal wear at
any place on the head or stem.
Limit
Min. value for diameter: 7.935 mm
Seat angle
Intake valve: 30°
Exhaust valve: 45°
ASSEMBLY OF CYLINDER
HEAD
Caution: Before starting assembly, make sure that
the component parts of the cylinder head are clean.
Install the valve stem seal.
The seal for the intake and exhaust sides is differ-
ent.
COMBUSTION DECK
Simple straight edge and clearance straight edge
Using a simple straight edge and clearance straight
edge, measure the flatness of the whole block. The
flatness of the whole block, that is the flatness from
edge to edge and from side face to side face, must
not exceed 0.075 mm.
Check the combustion deck visually and check for
local dents or incomplete condition. If any such
places are found, that block deck must be reground.
It is possible to regrind the combustion deck up to
2 times. The initial amount of correction by grind-
ing shall be 0.25 mm.
If it is necessary to grind further, it is possible to
grind another 0.25 mm. The total permissible
amount of grinding is 0.50 mm.
A. 0.25 mm Amount to remove in
1st grinding
0.25 mm Amount to remove
in 2nd grinding
0.25 mm Total permissible
amount to remove
in grinding
B. 323.00 mm±0.10 Standard
322.75 mm±0.10 Amount to remove in
1st grinding
322.50mm±0.10 Amount to remove
in 2nd grinding
Conditions for surface finishing =
1.5 - 3.2 micrometres
CAM BORE
It is possible to grind the front cam bushing bore
by the fairly large amount of 57.734±0.018. (The
intermediate and rear journal must not be ground
to the front journal oversize dimension.) The in-
termediate journal and rear journal can be ground
to a large 57.240±0.018 mm. The surface finishing
of 2.3 micrometres must be maintained. Any bore
can reach 3.2 micrometres, but the area must be
less than 20%.
Caution: The journals can be repaired individually.
To repair damaged journals individually,
there is no need to grind the bore of the
undamaged journal unnecessarily.
Install all the cam bushings so that they are level
or below the surface of the front journal. Align-
ment must be made so that a 3.2 mm rod can pass
freely through the oil hole.
The intermediate journal and rear journal cannot
be repaired using a standard front bushing. For
details of the correct oversize cam bushing, see the
parts book.
CYLINDER BORE
Before it becomes necessary to use a repair sleeve
for the block cylinder bore, the hole can be made
again twice. The first time should be a large 0.50
mm. 15
When making the 2nd hole, it should be a large
1.00 mm.
Diameters when making holes
A. 102.469 mm Diameter when making
1st new hole
102.969 mm Diameter when making
2nd new hole
Dimension of honing
B. 102.020±0.020 mm Standard bore
102.520±0.020 mm Diameter when making
1st new hole
103.020±0.020 mm Diameter when making
2nd new hole
After making the hole, use a honing grindstone to
grind the edge of the bore to give dimension C.
C = Approx. 1.25 mm x 15°
Measurement mm
Journal
0.25 mm 82.750±0.013 mm
0.50 mm 82.500±0.013 mm
0.75 mm 82.250±0.013 mm
1.00 mm 82.000±0.013 mm
Make the front and rear journals parallel within 0.03 mm.
Circularity: Max. 0.005 mm
Taper: Max. 0.005 mm
Grind all the journals in the opposite direction to the rotation of the engine (grind clockwise as seen from
the front face of the crankshaft). Polish the journals in the same direction as the direction of rotation.
0.25 mm 68.750±0.013 mm
0.50 mm 68.500±0.013 mm
0.75 mm 68.250±0.013 mm
1.00 mm 68.000±0.013 mm
Make all rod journals parallel to the front and rear journals.
Tolerance ............................................................................................................................................. 0.03 mm
Circularity ................................................................................................................................. Max. 0.005 mm
Taper ......................................................................................................................................... Max. 0.005 mm
Grind the journal in the opposite direction to the direction of rotation. (Clockwise as seen from the front
face of the crankshaft)
Polish the journal in the same direction as the direction of rotation.
OPTIONAL PROCEDURE
Join the 1.25±0.020 mm radius smoothly to the
reground diameter.
Surface finishing
A = 0.4 micrometres
(Journal surface)
B = 0.8 micrometres in minimum 45° range at fillet
on opposite side of journal surface
C = 1.6 micrometres compared with remaining part
of fillet
D = Basic dimension
E = New undercut dimension
Regrinding width of undercut radius
F = 34.790±0.025 mm
1 3823903 Anvil 1
2 3823904 Cup 1
3 3823905 Mandril 1
4 3823906 Stop ring (thick) 1
5 3823907 Removal/installation 1
Ring (thin)
6 Hair pin cotter 1
7 3377676 Instruction manual 1
Diameter
mm
42.987 MIN
43.013 MAX
Install the cap and secure with the hair pin cotter.
Align the oil holes in the bushing and rod (use the
groove in the mandril), and push in the mandril
and component parts until they contact the rod pin
bore. By bringing into contact in this way, the oil
hole alignment can be maintained.
Slit
40.053 MIN
40.067 MAX
40.019 MIN
40.033 MAX
Clearance
mm
0.050 MIN
0.077 MAX
191.975 MIN
192.025 MAX
0.150 MAX
0.150 MAX
4 795-100-3750 Cutter 1
(for exhaust valve)
795-100-4731 Pilot (ø8.01) 1
5 795-100-4741 Pilot (ø8.02) 1
795-100-4751 Pilot (ø8.03) 1
2. Knocking in insert
1) Using push tool B, press fit insert (2) which
is appropriate for the size of the mounting
hole.
! Use the inside diameter of valve guide (4)
as a guide and be careful not to let the in-
sert fall when press fitting.
! The point where there is a tight fit at bot-
tom surface of a of the insert can be judged
by the change in the sound of the hammer
and the springing back of the push tool.