01 General: No. of Page

CONTENTS
No. of page
01 GENERAL ............................................................................................................ 01-1
11 STRUCTURE AND FUNCTION ........................................................... 11-1
12 TESTING AND ADJUSTING ................................................................. 12-1
14 MAINTENANCE STANDARD ............................................................... 14-1
15 REPAIR AND REPLACEMENT OF PARTS ................................... 15-1
102 SERIES 00-1

SAFETY SAFETY NOTICE
SAFETY
SAFETY NOTICE
IMPORTANT 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.
GENERAL PRECAUTIONS 6. Decide a place in the repair workshop to keep

tools and removed parts. Always keep the tools
Mistakes in operation are extremely dangerous. and parts in their correct places. Always keep
Read the Operation and Maintenance Manual care- the work area clean and make sure that there is
fully BEFORE operating the machine. no dirt or oil on the floor. Smoke only in the areas
1. Before carrying out any greasing or repairs, read provided for smoking. Never smoke while work-
all the precautions given on the decals which are ing.
fixed to the machine.
2. When carrying out any operation, always PREPARATIONS FOR WORK
wear safety shoes and helmet. Do not wear
loose work clothes, or clothes with buttons 7. Before adding oil or making any repairs, park the
missing. machine on hard, level ground, and block the
• Always wear safety glasses when hitting wheels or tracks to prevent the machine from
parts with a hammer. moving.
• Always wear safety glasses when grinding 8. Before starting work, lower blade, ripper, bucket
parts with a grinder, etc. or any other work equipment to the ground. If
3. If welding repairs are needed, always have a this is not possible, insert the safety pin or use
trained, experienced welder carry out the work. blocks to prevent the work equipment from fall-
When carrying out welding work, always wear ing. In addition, be sure to lock all the control
welding gloves, apron, hand shield, cap and levers and hang warning signs on them.
other clothes suited for welding work. 9. When disassembling or assembling, support the
4. When carrying out any operation with two or machine with blocks, jacks or stands before
more workers, always agree on the operating starting work.
procedure before starting. Always inform your 10.Remove all mud and oil from the steps or other
fellow workers before starting any step of the places used to get on and off the machine.
operation. Before starting work, hang UNDER Always use the handrails, ladders or steps when
REPAIR signs on the controls in the operator's getting on or off the machine. Never jump on or
compartment. off the machine. If it is impossible to use the
5. Keep all tools in good condition and learn the handrails, ladders or steps, use a stand to pro-
correct way to use them. vide safe footing.
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.
STRUCTURE AND FUNCTION

This section explains the structure and function of each component. It serves not only to give an under-
standing of the structure, but also serves as reference material for troubleshooting.
In addition, this section may contain hydraulic circuit diagrams, electric circuit diagrams, and mainte-
nance standards.
TESTING AND ADJUSTING

This section explains checks to be made before and after performing repairs, as well as adjustments to
be made at completion of the checks and repairs.
Troubleshooting charts correlating "Problems" with "Causes" are also included in this section.
DISASSEMBLY AND ASSEMBLY

This section explains the procedures for removing, installing, disassembling and assembling each com-
ponent, as well as precautions for them.
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
HOW TO READ THE SHOP MANUAL REVISED EDITION MARK
VOLUMES When a manual is revised, an edition mark

Shop manuals are issued as a guide to carrying out ( ....) is recorded on the bottom of the pages.
repairs. They are divided as follows:
Chassis volume: Issued for every machine model REVISIONS

Engine volume: Issued for each engine series
Each issued as one Revised pages are shown in the LIST OF REVISED
Electrical volume:
}
Attachments volume: · volume to cover all
models
PAGES next to the CONTENTS page.
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.
DISTRIBUTION AND UPDATING

Any additions, amendments or other changes will be
sent to KOMATSU distributors. Get the most up-to- Symbol Item Remarks
date information before you start any work.
Special safety precautions
Safety are necessary when per-
forming the work.
FILING METHOD
1. See the page number on the bottom of the page. Special technical precau-
File the pages in correct order. tions or other precautions
2. Following examples show how to read the page a Caution for preserving standards
number. are necessary when per-
forming the work.
Example 1 (Chassis volume):
Weight of parts of sys-
10 - 3 tems. Caution necessary
Weight when selecting hoisting
Item number (10. Structure and wire, or when working pos-
Function) ture is important, etc.
Consecutive page number for each
Places that require special
item. Tightening
attention for the tightening
torque
torque during assembly.
Example 2 (Engine volume):
Places to be coated with
12 - 5 Coat adhesives and lubricants,
etc.
Unit number (1. Engine) Places where oil, water or
Item number (2. Testing and Adjust- Oil, water fuel must be added, and
ing) the capacity.
Consecutive page number for each
item. Places where oil or water
Drain m u s t b e d r a i n ed , a n d
quantity to be drained.
3. Additional pages: Additional pages are indicated
by a hyphen (-) and number after the page
number. File as in the example.
Example:
10-4 12-203
10-4-1 12-203-1
Added pages
10-4-2 12-203-2
10-5 12-204
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
• If a part cannot be smoothly removed from the

machine by hoisting, the following checks
should be made:
1) Check for removal of all bolts fastening the
part to the relative parts.
2) Check for existence of another part causing
interference with the part to be removed.
3) Do not sling a heavy load with one rope alone,
WIRE ROPES
but sling with two or more ropes symmetrically
1) Use adequate ropes depending on the
wound onto the load.
weight of parts to be hoisted, referring to
the table below: Slinging with one rope may cause turning
of the load during hoisting, untwisting of
Wire ropes the rope, or slipping of the rope from its
(Standard "Z" or "S" twist ropes original winding position on the load, which
without galvanizing) can result in a dangerous accident.
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.
2) Sling wire ropes from the middle portion of the

hook.
00-7
FOREWORD METHOD OF DISASSEMBLING, CONNECTING PUSH-PULL TYPE COUPLER
METHOD OF DISASSEMBLING, CONNECTING PUSH-PULL TYPE COUPLER
¤ Before carrying out the following work, release

the residual pressure from the hydraulic tank.
Type 1
For details, see TESTING AND ADJUSTING,

Releasing residual pressure from hydraulic
¤
tank.
Even if the residual pressure is released from

the hydraulic tank, some hydraulic oil flows out
when the hose is disconnected. Accordingly,
prepare an oil receiving container.
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.
2) Hold adapter (1) and push hose joint (2) into

mating adapter (3). (See Fig. 1)
★ The adapter can be pushed in about 3.5
mm.
★ Do not hold rubber cap portion (4).
3) After hose joint (2) is pushed into adapter (3),

press rubber cap portion (4) against (3) until it
clicks. (See Fig. 2)
4) Hold hose adapter (1) or hose (5) and pull it out.

(See Fig. 3)
★ Since some hydraulic oil flows out, prepare
an oil receiving container.
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).
2) After inserting the hose in the mating adapter

perfectly, pull it back to check its connecting
condition. (See Fig. 5)
★ When the hose is pulled back, the rubber
cap portion moves toward the hose about
3.5 mm. This does not indicate abnormality,
however.
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
• Used to prevent rubber gaskets,

LT-1A 790-129-9030 150 g Tube rubber cushions, and cock plug
from coming out.
• Used in places requiring an imme-

diately effective, strong adhesive.
20 g Polyethylene Used for plastics (except polyeth-
LT-1B 790-129-9050
(2 pcs.) container ylene, polyprophylene, tetrafluor-
oet hl ene and vi nyl chl oride),
rubber, metal and non-metal.
• Features: Resistance to heat and

LT-2 09940-00030 50 g Polyethylene chemicals
container • Used for anti-loosening and seal-
ant purpose for bolts and plugs.
Adhesive: • Used as adhesive or sealant for

790-129-9060 metal, glass and plastic.
(Set of 1 kg
Hardenin
LT-3 adhesive and Can
hardening g
agent:
agent)
500 g
Adhesives
Polyethylene • Used as sealant for machined

LT-4 790-129-9040 250 g holes.
container
Holtz • Used as heat-resisting sealant for

MH 705 790-126-9120 75 g Tube repairing engine.
• Quick hardening type adhesive

Three bond Polyethylene • Cure time: within 5 sec. to 3 min.
790-129-9140 50 g
1735 container • Used mainly for adhesion of met-
als, rubbers, plastics and woods.
• Quick hardening type adhesive

• Quick cure type (max. strength af-
Aron-alpha Polyethylene
201 790-129-9130 2g container ter 30 minutes)
• Used mainly for adhesion of rub-
bers, plastics and metals.
Loctite Polyethylene • Resistance to heat, chemicals

79A-129-9110 50 cc • Used at joint portions subject to
648-50 container
high temperatures.
• Used as adhesive or sealant for

LG-1 790-129-9010 200 g Tube gaskets and packing of power
train case, etc.
• Used as sealant for various

threads, pipe joints, flanges.
LG-5 790-129-9070 1 kg Can • Used as sealant for tapered
Gasket plugs, elbows, nipples of hydrau-
sealant lic piping.
• Features: Silicon based, resist-

ance to heat, cold
• Used as sealant for flange sur-
LG-6 790-129-9020 200 g Tube
face, tread.
• mab Used as sealant for oil pan,
final drive case, etc.
00-10
FOREWORD COATING MATERIALS
Category Komatsu code Part No. Q'ty Container Main applications, featuresr
• Ftures: Silicon based, quick hard-

ening type
LG-7 790-129-9070 1g Tube • Used as sealant for flywheel
housing, intake manifold, oil an,
Adhesives thermostat housing, etc.
Three bond • Used as heat-resisting sealant for

790-129-9090 100 g Tube repairing engine.
1211
• Used as lubricant for sliding por-

LM-G 09940-00051 60 g Can
tion (to prevent from squeaking).
Molybdenum
disulphide • Used to prevent seizure or scuf-
lubricant fling of the thread when press fit-
LM-P 09940-00040 200 g Tube ting or shrink fitting.
• Used as lubricant for linkage,
bearings, etc.
SYG2-400LI • General purpose type

SYG2-350LI
G2-LI SYG2-400LI-A Various Various
SYG2-160LI
SYGA-160CNLI
SYG2-400CA • Used for normal temperature,

Grease SYG2-350CA light load bearing at places in con-
G2-CA SYG2-400CA-A Various Various tact with water or steam.
SYG2-160CA
SYGA-160CNCA
Molybdenum 400 g • Used for places with heavy load

disulphide SYG2-400M (10 per Belows type
lubricant case)
00-11
FOREWORD STANDARD TIGHTENING TORQUE
STANDARD TIGHTENING TORQUE

STANDARD TIGHTENING TORQUE TABLE (WHEN USING TORQUE WRENCH)
★ In the case of metric nuts and bolts for which there is no special instruction, tighten to the torque given in
the table below.
Thread diameter Width across

of bolt flats
mm mm Nm kgm
6 10 13.2 0 1.4 1.35 0 0.15

8 13 31 03 3.2 0 0.3
10 17 66 07 6.7 0 0.7
12 19 113 0 10 11.501
14 22 177 0 19 1802
16 24 279 0 30 28.5 0 3
18 27 382 0 39 39 0 4
20 30 549 0 59 56 0 6
22 32 745 0 83 76 0 8.5
24 36 927 0 103 94.5 0 10.5
27 41 1320 0 140 135 0 15

30 46 1720 0 190 175 0 20
33 50 2210 0 240 225 0 25
36 55 2750 0 290 280 0 30
39 60 3290 0 340 335 0 35
Thread diameter Width across

of bolt flats
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
TABLE OF TIGHTENING TORQUES FOR FLARED NUTS

★ In the case of flared nuts for which there is no
special instruction, tighten to the torque given in
SAD00483
the table below.
Thread diameter Width across flat Tightening torque
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
TABLE OF TIGHTENING TORQUES FOR SPLIT FLANGE BOLTS

★ In the case of split flange bolts for which there is no special instruction, tighten to the torque given in the
table below.
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
TABLE OF TIGHTENING TORQUES FOR O-RING BOSS PIPING JOINTS

★ Unless there are special instructions, tighten the O-ring boss piping joints to the torque below.

Norminal No.
mm mm Nm kgm
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
TABLE OF TIGHTENING TORQUES FOR O-RING BOSS PLUGS

★ Unless there are special instructions, tighten the O-ring boss plugs to the torque below.

Norminal No.
mm mm Nm kgm
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
TIGHTENING TORQUE FOR 102 ENGINE SERIES

1) BOLT AND NUTS
Use these torques for bolts and nuts (unit: mm) of Cummins Engine.
Thread diameter Tightening torque
mm Nm kgm
6 0
10 2 1.02 0 0.20
8 0
24 4 2.45 0 0.41
10 0
43 6 4.38 0 0.61
12 0
77 12 7.85 0 1.22
2) EYE JOINTS
Use these torques for eye joints (unit: mm) of Cummins Engine.
mm Nm kgm
6 8 20 0.81 0 0.20
8 0
10 2 1.02 0 0.20
10 0
12 2 1.22 0 0.20
12 0
24 4 2.45 0 0.41
14 0
36 5 3.67 0 0.51
3) TAPERED SCREWS
Use these torques for tapered screws (unit: inch) of Cummins Engine.
inch Nm kgm
1 / 16 3 10 0.31 0 0.10
1/8 8 20 0.81 0 0.20
1/4 0
12 2 1.22 0 0.20
3/8 0
15 2 1.53 0 0.41
1/2 0
24 4 2.45 0 0.41
3/4 0
36 5 3.67 0 0.51
1 0
60 9 6.12 0 0.92
TIGHTENING TORQUE TABLE FOR HOSES (TAPER SEAL TYPE AND FACE SEAL TYPE)
★ Tighten the hoses (taper seal type and face seal type) to the following torque, unless otherwise specified.
★ Apply the following torque when the threads are coated (wet) with engine oil.
Taper seal
Tightening torque (Nm {kgm}) type Face seal type
Nominal size Width across
of hose flats Nominal thread
Range Target Thread size size - Threads per Root diameter
(mm) (mm) (Reference)
inch, Thread series
9
02 19 35 - 63 {3.5 - 6.5} 44 {4.5} 14 – - 18UNF 14.3
16
11
22 54 - 93 {5.5 - 9.5} 74 {4.5} – – - 16UN 17.5
03 16
24 59 - 98 {6.0 - 10.0} 78 {8.0} 18 – –
13
04 27 84 - 132 {8.5 - 13.5} 103 {10.5} 22 – - 16UN 20.7
16
05 32 128 - 186 {13.0 - 19.0} 157 {16.0} 24 1 - 14UNS 25.4
3
06 36 177 - 245 {18.0 - 25.0} 216 {22.0} 30 1 – - 12UNF 30.3
16
(10) 41 177 - 245 {18.0 - 25.0} 216 {22.0} 33 – –
(12) 46 197 - 294 {20.0 - 30.0} 245 {25.0} 36 – –
(14) 55 246 - 343 {25.0 - 35.0} 294 {30.0} 42 – –
00-14
FOREWORD ELECTRIC WIRE CODE
ELECTRIC WIRE CODE

In the wiring diagrams, various colors and symbols are employed to indicate the thickness of wires.
This wire code table will help you understand WIRING DIAGRAMS.
Example: 5WB indicates a cable having a nominal number 5 and white coating with black stripe.
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)
0.85 11 0.32 0.88 2.4 12 Starting, lighting, signal

etc.
2 26 0.32 2.09 3.1 20 Lighting, signal etc.
5 65 0.32 5.23 4.6 37 Charging and signal
15 84 0.45 13.36 7.0 59 Starting (Glow plug)
40 85 0.80 42.73 11.4 135 Starting
60 127 0.80 63.84 13.6 178 Starting
100 217 0.80 109.1 17.6 230 Starting
CLASSIFICATION BY COLOR AND CODE
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
METHOD OF USING THE CONVERSION TABLE

The Conversion Table in this section is provided to enable simple conversion of figures. For details of the
method of using the Conversion Table, see the example given below.
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
0 0 0.039 0.079 0.118 0.157 0.197 0.236 0.276 0.315 0.354

10 0.394 0.433 0.472 0.512 0.551 0.591 0.630 0.669 0.709 0.748
20 0.787 0.827 0.866 0.906 0.945 0.984 1.024 1.063 1.102 1.142
30 1.181 1.220 1.260 1.299 1.339 1.378 1.417 1.457 1.496 1.536
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
Millimeters to Inches
1 mm = 0.03937 in
0 1 2 3 4 5 6 7 8 9
0 0 0.039 0.079 0.118 0.157 0.197 0.236 0.276 0.315 0.354

10 0.394 0.433 0.472 0.512 0.551 0.591 0.630 0.669 0.709 0.748
20 0.787 0.827 0.866 0.906 0.945 0.984 1.024 1.063 1.102 1.142
30 1.181 1.220 1.260 1.299 1.339 1.378 1.417 1.457 1.496 1.536
40 1.575 1.614 1.654 1.693 1.732 1.772 1.811 1.850 1.890 1.929
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
0 0 2.20 4.41 6.61 8.82 11.02 13.23 15.43 17.64 19.84

10 22.05 24.25 26.46 28.66 30.86 33.07 35.27 37.48 39.68 41.89
20 44.09 46.30 48.50 50.71 51.91 55.12 57.32 59.53 61.73 63.93
30 66.14 68.34 70.55 72.75 74.96 77.16 79.37 81.57 83.78 85.98
40 88.18 90.39 92.59 94.80 97.00 99.21 101.41 103.62 105.82 108.03
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
Liter to U.S. Gallon

1l = 0.2642 U.S. Gal
0 1 2 3 4 5 6 7 8 9
0 0 0.264 0.528 0.793 1.057 1.321 1.585 1.849 2.113 2.378

10 2.642 2.906 3.170 3.434 3.698 3.963 4.227 4.491 4.755 5.019
20 5.283 5.548 5.812 6.076 6.340 6.604 6.869 7.133 7.397 7.661
30 7.925 8.189 8.454 8.718 8.982 9.246 9.510 9.774 10.039 10.303
40 10.567 10.831 11.095 11.359 11.624 11.888 12.152 12.416 12.680 12.944
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
Liter to U.K. Gallon

1l = 0.21997 U.K. Gal
0 1 2 3 4 5 6 7 8 9
0 0 0.220 0.440 0.660 0.880 1.100 1.320 1.540 1.760 1.980

10 2.200 2.420 2.640 2.860 3.080 3.300 3.520 3.740 3.950 4.179
20 4.399 4.619 4.839 5.059 5.279 5.499 5.719 5.939 6.159 6.379
30 6.599 6.819 7.039 7.259 7.479 7.969 7.919 8.139 8.359 8.579
40 8.799 9.019 9.239 9.459 9.679 9.899 10.119 10.339 10.559 10.778
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
kgm to ft. lb
1 kgm = 7.233 ft. lb
0 1 2 3 4 5 6 7 8 9
0 0 7.2 14.5 21.7 28.9 36.2 43.4 50.6 57.9 65.1

10 72.3 79.6 86.8 94.0 101.3 108.5 115.7 123.0 130.2 137.4
20 144.7 151.9 159.1 166.4 173.6 180.8 188.1 195.3 202.5 209.8
30 217.0 224.2 231.5 238.7 245.9 253.2 260.4 267.6 274.9 282.1
40 289.3 296.6 303.8 311.0 318.3 325.5 332.7 340.0 347.2 354.4
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
kg/cm2 to lb/in2
1kg/cm2 = 14.2233 lb/in2
0 1 2 3 4 5 6 7 8 9
0 0 14.2 28.4 42.7 56.9 71.1 85.3 99.6 113.8 128.0

10 142.2 156.5 170.7 184.9 199.1 213.4 227.6 241.8 256.0 270.2
20 284.5 298.7 312.9 327.1 341.4 355.6 369.8 384.0 398.3 412.5
30 426.7 440.9 455.1 469.4 483.6 497.8 512.0 526.3 540.5 554.7
40 568.9 583.2 597.4 611.6 625.8 640.1 654.3 668.5 682.7 696.9
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
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
–40.4 –40 –40.0 –11.7 11 51.8 7.8 46 114.8 27.2 81 117.8

–37.2 –35 –31.0 –11.1 12 53.6 8.3 47 116.6 27.8 82 179.6
–34.4 –30 –22.0 –10.6 13 55.4 8.9 48 118.4 28.3 83 181.4
–31.7 –25 –13.0 –10.0 14 57.2 9.4 49 120.2 28.9 84 183.2
–28.9 –20 –4.0 –9.4 15 59.0 10.0 50 122.0 29.4 85 185.0
–28.3 –19 –2.2 –8.9 16 60.8 10.6 51 123.8 30.0 86 186.8

–27.8 –18 –0.4 –8.3 17 62.6 11.1 52 125.6 30.6 87 188.6
–27.2 –17 1.4 –7.8 18 64.4 11.7 53 127.4 31.1 88 190.4
–26.7 –16 3.2 –7.2 19 66.2 12.2 54 129.2 31.7 89 192.2
–26.1 –15 5.0 –6.7 20 68.0 12.8 55 131.0 32.2 90 194.0
–25.6 –14 6.8 –6.1 21 69.8 13.3 56 132.8 32.8 91 195.8

–25.0 –13 8.6 –5.6 22 71.6 13.9 57 134.6 33.3 92 197.6
–24.4 –12 10.4 –5.0 23 73.4 14.4 58 136.4 33.9 93 199.4
–23.9 –11 12.2 –4.4 24 75.2 15.0 59 138.2 34.4 94 201.2
–23.3 –10 14.0 –3.9 25 77.0 15.6 0 140.0 35.0 95 203.0
–22.8 –9 15.8 –3.3 26 78.8 16.1 61 141.8 35.6 96 204.8

–22.2 –8 17.6 –2.8 27 80.6 16.7 62 143.6 36.1 97 206.6
–21.7 –7 19.4 –2.2 28 82.4 17.2 63 145.4 36.7 98 208.4
–21.1 –6 21.2 –1.7 29 84.2 17.8 64 147.2 37.2 99 210.2
–20.6 –5 23.0 –1.1 30 86.0 18.3 65 149.0 37.8 100 212.0
–20.0 –4 24.8 –0.6 31 87.8 18.9 66 150.8 40.6 105 221.0

–19.4 –3 26.6 0 32 89.6 19.4 67 152.6 43.3 110 230.0
–18.9 –2 28.4 0.6 33 91.4 20.0 68 154.4 46.1 115 239.0
–18.3 –1 30.2 1.1 34 93.2 20.6 69 156.2 48.9 120 248.0
–17.8 0 32.0 1.7 35 95.0 21.1 70 158.0 51.7 125 257.0
–17.2 1 33.8 2.2 36 96.8 21.7 71 159.8 54.4 130 266.0

–16.7 2 35.6 2.8 37 98.6 22.2 72 161.6 57.2 135 275.0
–16.1 3 37.4 3.3 38 100.4 22.8 73 163.4 60.0 140 284.0
–15.6 4 39.2 3.9 39 102.2 23.3 74 165.2 62.7 145 293.0
–15.0 5 41.0 4.4 40 104.0 23.9 75 167.0 65.6 150 302.0
–14.4 6 42.8 5.0 41 105.8 24.4 76 168.8 68.3 155 311.0

–13.9 7 44.6 5.6 42 107.6 25.0 77 170.6 71.1 160 320.0
–13.3 8 46.4 6.1 43 109.4 25.6 78 172.4 73.9 165 329.0
–12.8 9 48.2 6.7 44 111.2 26.1 79 174.2 76.7 170 338.0
–12.2 10 50.0 7.2 45 113.0 26.7 80 176.0 79.4 175 347.0
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
CAPSCREW MARKINGS AND TORQUE VALUES

Caution: When replacing capscrews, always use a capscrew of the same measurement and strength
as the capscrew being replaced. Using the wrong capscrews can result in engine damage.
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.
The following examples indicate how capscrews are identified:
Metric - M8 – 1.25 × 25 U.S. Customary (5/16 × 18 × 1-1/2)

M8 1.25 25 5/16 18 1-1/2
Major Distance Length Major Number Length
Thread Between in Thread Threads in
Diameter in Threads in Millimeters Diameter per Inch Inches
Millimeters Millimeters in Inches
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.
102 SERIES 00-23

Capscrew Markings and torque values - Metric
Commercial Steel Class

8.8 10.9 12.9
Capscrew Head Markings
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
6 0.92 9 5 0.71 7 4 1.2 12 9 0.71 7 4 1.4 14 9 0.71 7 4

7 1.4 14 9 1.1 11 7 1.8 18 14 1.1 11 7 2.3 23 18 1.1 11 7
8 2.5 25 18 1.8 18 14 3.4 33 25 1.8 18 14 4.1 40 29 1.8 18 14
10 4.6 45 33 3.1 30 25 6.1 60 45 3.1 30 25 7.1 70 50 3.1 30 25
12 8.2 80 60 5.6 55 40 10.7 105 75 5.6 55 40 12.7 125 95 5.6 55 40
14 12.7 125 90 9.2 90 65 16.8 165 122 9.2 90 65 19.9 195 145 9.2 90 65
16 18.4 180 130 14.3 140 100 24.5 240 175 14.3 140 100 29.6 290 210 14.2 140 100
18 23.5 230 170 18.4 180 135 32.6 320 240 18.4 180 135 40.8 400 290 18.4 180 135
00-24 102 SERIES

Capscrew Markings and torque values - U.S. Customary
SAE grade number 5 8

Capscrew Head Markings
These are all SAE Grade 5 (3) line.
Capscrew Torque - Grade 5 Capscrew Capscrew Torque - Grade 8 Capscrew
Capscrew Body Size Cast Iron Aluminum Cast Iron Aluminum
kgm N•m ft-lb kgm N•m ft-lb kgm N•m ft-lb kgm N•m ft-lb
1/4 - 20 0.92 9 7 0.82 8 6 1.5 15 11 0.82 8 6

- 28 1.2 12 9 0.92 9 7 1.8 18 13 0.92 9 7
5/16 - 18 2.0 20 15 1.6 16 12 3.1 30 22 1.6 16 12
- 24 2.3 23 17 1.9 19 14 3.4 33 24 1.9 19 14
3/8 - 16 4.1 40 30 2.5 25 20 5.6 55 40 2.5 25 20
- 24 4.1 40 30 3.6 35 25 6.1 60 45 3.6 35 25
7/16 - 14 6.1 60 45 4.6 45 35 9.2 90 65 4.6 45 35
- 20 6.6 65 50 5.6 55 40 9.7 95 70 5.6 55 40
1/2 - 13 9.7 95 70 7.6 75 55 13.3 130 95 7.6 75 55
- 20 10.2 100 75 8.2 80 60 15.3 150 110 8.2 80 60
9/16 - 12 13.8 135 100 11.2 110 80 19.4 190 140 11.2 110 80
- 18 15.3 150 110 11.7 115 85 21.4 210 155 11.7 115 85
5/8 - 11 18.4 180 135 15.3 150 110 26 255 190 15.3 150 110
- 18 21.4 210 155 16.3 160 120 29.6 290 215 16.3 160 120
3/4 - 10 33.1 325 240 26 255 190 46.9 460 340 26 255 190
- 16 37.2 365 270 29.1 285 210 52.5 515 380 29.1 285 210
7/8 - 9 50 490 360 38.7 380 280 76 745 550 38.7 380 280
- 14 54 530 390 42.8 420 310 84.1 825 610 42.8 420 310
1-8 73.4 720 530 58.1 570 420 112.2 1100 820 58.1 570 420
- 14 81.6 800 590 66.3 650 480 122.4 1200 890 66.5 650 480
102 SERIES 00-25

FOREWORD PIPE PLUG TORQUE VALUES
PIPE PLUG TORQUE VALUES

Size Torque Torque
In Cast Iron or
Thread Actual Thread O.D. In Aluminum Components Steel Components
in in kgm N•m ft-lb kgm N•m ft-lb
1/16 0.32 0.51 5 45 in-lb 1.5 15 10

1/8 0.41 1.5 15 10 2.0 20 15
1/4 0.54 2.0 20 15 2.5 25 20
3/8 0.68 2.5 25 20 3.7 35 25
1/2 0.85 3.7 35 25 5.6 55 40
3/4 1.05 4.6 45 35 7.6 75 55
1 1.32 6.1 60 45 9.7 95 70
1 - 1/4 1.66 7.6 75 55 11.7 115 85
1 - 1/2 1.90 8.7 85 65 13.8 135 100
00-26 102 SERIES

FOREWORD SYMBOLS
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:
WARNING - Serious personal injury or ex-

tensive property damage can result if the
warning instructions are not followed.
CAUTION - Minor personal injury can re-

sult or a part, an assembly, or the engine
can be damaged if the caution instructions
are not followed.
Indicates a REMOVAL or DISASSEMBLY

step.
Indicates an INSTALLATION or ASSEM-

BLY step.
INSPECTION is required.
CLEAN the part or assembly.
PERFORM a mechanical or time MEA-

SUREMENT.
LUBRICATE the part or assembly.
Indicates that a WRENCH or TOOL SIZE

will be given.
TIGHTEN to a specific torque.
PERFORM an electrical MEASUREMENT.
Refer to another location in this manual

or another publication for additional in-
formation.
The component weights 23 kg (50 lb) or

more. To avoid personal injury, use a hoist
or get assistance to lift the component.
102 SERIES 00-27

FOREWORD ILLUSTRATIONS
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.
The illustrations are intended to show repair or

replacement procedures with the engine "in-chas-
sis". The illustration can differ from your applica-
tion, but the procedure given will be the same.
00-28 102 SERIES

01 GENERAL
Applicable machine ...................................... 01- 2

Specifications ............................................... 01- 3
Engine performance curve ........................... 01- 6
Weight table .................................................. 01-14
102 SERIES 01-1

GENERAL APPLICABLE MACHINE
APPLICABLE MACHINE
Engine Serial No. 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
01-2 102 SERIES

GENERAL SPECIFICATIONS
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
Overall length mm 1,047 1,047

Dimensions
Overall width mm 718 718

Overall height
(excluding exhaust pipe) mm 820 820
Overall height
(including exhaust pipe) mm — —
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
Max. torque Nm{kgm}/rpm {35/1,500} {35/1,500}

(Net) (Net)
High idling speed rpm 2,350 ± 50 2,350 ± 50
Low idling speed rpm 700 ± 25 750 ± 25
Min. fuel consumption ratio g/kW•h 216 216
{g/HP•h} {161} {161}
Dry weight kg 470 470
Fuel injection pump BOSCH VE BOSCH PES-A type

Governor BOSCH VE BOSCH RSV centrifugal,
all speed type
Lubricating oil amount 12.5 12.5

l
(refil capacity) (11.5) (11.5)
Coolant amount l 9.0 (engine only) 9.0 (engine only)
Alternator 24V, 35A 24V, 35A

Starting motor 24V, 4.5kW 24V, 4.5kW
Battery 12V70Ah x 2 12V70Ah x 2
Turbocharger — —
Air compressor — —
Others — —
102 SERIES 01-3

Engine 6D102E-1
FD50-7, FD60-7, FD70-7  FD50-7, FD60-7, FD70-7 

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
Overall length mm 1,072 1,072

Dimensions
Overall width mm 670 670

Overall height
(excluding exhaust pipe) mm 888 888
Overall height
(including exhaust pipe) mm — —
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
Max. torque Nm{kgm}/rpm {36/1,600} {36/1,600}

(Net) (Net)
High idling speed rpm 2,500 ± 50 2,500 ± 50
Low idling speed rpm 700 ± 25 750 ± 25
Min. fuel consumption ratio g/kW•h 211 211
{g/HP•h} {157} {157}
Dry weight kg 470 470
Fuel injection pump BOSCH VE BOSCH PES-A type

Governor BOSCH VE BOSCH RSV centrifugal,
all speed type
Lubricating oil amount 16.5 16.5

l
(refil capacity) (15.5) (15.5)
Coolant amount l 9.0 (engine only) 9.0 (engine only)
Alternator 24V, 35A 24V, 35A

Starting motor 24V, 4.5kW 24V, 4.5kW
Battery 12V70Ah x 2 12V70Ah x 2
Turbocharger — —
Air compressor — —
Others — —
01-4 102 SERIES

S6D102E-1 SA6D102E-2 S6D102E-2

FD35Z/40Z/35/40/45/50A-8
FD80-7  FD80-7  FD80-8 SD23/25/30-6 FD50-8, FD60-8, FD70-8
 Distributor type fuel  In-line type fuel in-

 In-line type fuel in-  Distributor type fuel  Distributor type fuel
 
  
 injection pump spec.  jection pump spec.  jection pump spec.  injection pump spec.  injection pump spec.
 
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
1,046 1,046 1,107 1,075 1,075
670 670 670 663 663
870 870 921 870 870
— — — — —
96/2,250 96/2,250 96/2,250 70/2,150 77/2,250

{130/2,250} {130/2,250} {130/2,250} {95/2,150} {103/2,250}
(Net) (Net) (Net) (Net) (Net)
431/1,600 480/1,600 431/1,600 372/1,000 392/1,000
{44/1,600} {49/1,600} {44/1,600} {38/1,000} {40/1,000}
(Net) (Net) (Net) (Net) (Net)
2,500 ± 50 2,500 ± 50 2,500 ± 50 2,350 ± 50 2,500 ± 50
700 ± 25 750 ± 25 900 ± 25 700 ± 25 700 ± 25
208 219 217 242 242

{155} {163} {162} {178} {178}
480 480 480 470 470
BOSCH VE BOSCH PES-A type BOSCH PES-A type BOSCH VE BOSCH VE

BOSCH VE BOSCH RSV centrifugal, BOSCH RSV centrifugal, BOSCH VE BOSCH VE
all speed type all speed type
16.5 16.5 16.5 16.5 16.5

(15.5) (15.5) (15.5) (15.5) (15.5)
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
— — — — —
— — — — —
102 SERIES 01-5

GENERAL ENGINE PERFORMANCE CURVE
ENGINE PERFORMANCE CURVE
Engine Serial No. Applicable machine Page
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
01-6 102 SERIES

6D102E-1 (FD35Z/40Z/35/40/45/50A-7, SD23/25/30-5)

(Distributor type fuel injection pump spec.)
(In-line type fuel injection pump spec.)
Flywheel horsepower : 70 kW {95 HP} / 2,150 rpm (Net)
Maximum torque : 343 Nm {35 kgm} / 1,500 rpm (Net)
102 SERIES 01-7

6D102E-1 (FD50-7, FD60-7, FD70-7)

01-8 102 SERIES

S6D102E-1 (FD80-7)
102 SERIES 01-9

S6D102E-1 (FD80-7)
01-10 102 SERIES

SA6D102E-2 (FD80-8)
102 SERIES 01-11

S6D102E-2 (FD35Z/40Z/35/40/45/50A-8, SD23/25/30-6)

01-12 102 SERIES

S6D102E-2 (FD50-8, FD60-8, FD70-8)

102 SERIES 01-13

GENERAL WEIGHT TABLE
WEIGHT TABLE
(Unit: kg)
No. Item Main component 6D102E-1 S6D102E-1 SA6D102E-2 S6D102E-2
1 Turbocharger 10 10 10 10
Cylinder head Cylinder head, valve, rocker

2 assembly arm, valve spring 53 53 53 53
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
6 Flywheel assembly Flywheel, ring gear 25.4 32 32 32
7 Flywheel housing 26 26 26 26
Crankshaft
8 assembly Crankshaft, crankshaft gear 67 67 67 67
Camshaft, camshaft gear,

9 Camshaft assembly thrust plate 11 11 11 11
Piston, connecting Piston, piston ring, piston

10 rod assembly pin, connecting rod 6 6 6 6
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 — — — —
01-14 102 SERIES

11 STRUCTURE AND FUNCTION
General structure ......................................... 11- 2

Intake and exhaust devices ......................... 11- 4
Air cleaner .................................................... 11-11
Turbocharge ................................................. 11-12
Cylinder head ............................................... 11-16
Cylinder block .............................................. 11-22
Main moving parts ...................................... 11-28
Timing gear portion ..................................... 11-33
Front gear cover ........................................... 11-34
Camshaft timing pin .................................... 11-35
Valve mechanism ......................................... 11-36
Oil pan .......................................................... 11-39
Flywheel, flywheel housing ........................ 11-40
Lubrication system diagram ....................... 11-43
Oil pump ....................................................... 11-49
Oil filter, oil cooler ....................................... 11-50
Regulator valve, safety valve ...................... 11-51
Fuel system diagram ................................... 11-52
Fuel injection pump ..................................... 11-58
Timing lock pin for fuel injection pump ..... 11-60
Fuel filter ...................................................... 11-61
Fuel injection nozzle .................................... 11-62
Fuel cut solenoid ......................................... 11-63
Cooling system diagram ............................. 11-64
Water pump ................................................. 11-67
Thermostat ................................................... 11-68
Fan drive ....................................................... 11-69
Air compressor ............................................ 11-70
Flow diagrams-compressed air system ..... 11-72
Alternator ..................................................... 11-74
Starting motor ............................................. 11-76
Starting aid ................................................... 11-78
102 SERIES 11-1

STRUCTURE AND FUNCTION GENERAL STRUCTURE
GENERAL STRUCTURE
(S)4D102E-1
Î Depending on the machine model, the actual component may be different from the diagram.
1. Crankshaft pulley 11. Oil ring 21. Rocker arm bracket

2. Crankshaft 12. 2nd ring 22. Cylinder head
3. Crankshaft gear 13. Top ring 23. Cylinder block
4. Front seal 14. Fan pulley 24. Push rod
5. Connecting rod 15. Piston 25. Flywheel housing
6. Front cover 16. Intake valve 26. Ring gear
7. Cam gear 17. Exhaust valve 27. Flywheel
8. Gear housing 18. Fan 28. Tappet
9. Connecting rod bushing 19. Valve spring 29. Thrust bearing
10. Piston pin 20. Head cover 30. Main bearing
11-2 102 SERIES

STRUCTURE AND FUNCTION GENERAL STRUCTURE
31. Rear seal 41. Oil filler cap Engine

32. Oil pan 42. Rocker cam Name: (S)4D102-2
33. Camshaft 43. Electrical heater Type: In-line, 4 cylinder,
34. Connecting rod cap (electrical intake air heater) water cooled
35. Starting motor 44. Fuel injection pump Direct injection type
36. Oil filter 45. Oil level gauge 4-cycle diesel engine
37. Oil cooler 46. Oil strainer
38. Exhaust manifold
39. Turbocharger (S4D102-1)
40. Fuel injection nozzle
102 SERIES 11-3

STRUCTURE AND FUNCTION INTAKE AND EXHAUST DEVICES
INTAKE AND EXHAUST DEVICES

(S)6D102E-1
(Intake device)
1. Air connector A: Air supply inlet

2. Electrical heater (electrical intake air heater)
3. Cylinder head
(forms one unit with intake manifold)
4. Cover
11-4 102 SERIES

(Exhaust device)
1. Turbocharger
2. Exhaust manifold
102 SERIES 11-5

S6D102E-2
(Intake device)
1. Air connector a: Center of cylinder

2. Electrical heater (electrical intake air heater) b: Front face of cylinder block
3. Cylinder head c: Rear face of cylinder block
(forms one unit with intake manifold) d: Center of cylinder
A: Air supply inlet
11-6 102 SERIES

(Exhaust device)
1. Turbocharger a: Center of cylinder

2. Exhaust manifold b: Front face of cylinder block
c: Rear face of cylinder block
d: Center of cylinder
102 SERIES 11-7

SA6D102E-2
(Intake device)
1. Air connector a: Center of cylinder

2. Electrical heater (electrical intake air heater) b: Front face of cylinder block
3. Cylinder head c: Rear face of cylinder block
(forms one unit with intake manifold)
4. After cooler A: Air supply inlet
11-8 102 SERIES

(Exhaust device)
1. Turbocharger a: Center of cylinder

2. Exhaust manifold b: Front face of cylinder block
c: Rear face of cylinder block
d: Center of cylinder
e: Center of crankshaft
102 SERIES 11-9

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.
11-10 102 SERIES

STRUCTURE AND FUNCTION AIR CLEANER
AIR CLEANER
★ Details may differ according to the machine
model.
FRG type (radial seal type) FTG type (cyclopack type)
1. Inlet 6. Vacuator valve

2. Outlet 7. Dust pan
3. Guide vane 8. Guide vane (sleeve)
4. Primary element 9. Body
5. Safety element 10. Element
Features (FTG type) Structure

• The element diameter is the same and the • Air containing dust is sucked into the tangen-
outside diameter of the body is small. tial from inlet (1). The dust is separated by the
The inlet is placed in the direction of connec- centrifugal separation effect of guide vane (3).
tion, so no guide vane is used; a simple spiral More than 99.9% of the dust is then removed
guide vane can give ample centrifugal force. by primary element (4), and the clean air then
• The dust pan has no guide vane and its struc- passes through safety element (5) and outlet
ture is simple. (2), and is sent to the engine.
• The dust and water separated by guide vane
(3) circulates around the inside wall of body(9),
flies into vacuator valve (6), and is automati-
cally discharged.
102 SERIES 11-11

STRUCTURE AND FUNCTION TURBOCHARGER
TURBOCHARGER
S6D102E-1
S(A)6D102E-2
1. Piston ring A. Intake inlet Turbocharger

2. Thrust bearing B. Intake outlet Type: Holset HX30 [S(A)4D102E-1]
3. V band C. Exhaust inlet Holset HX35 [S(A)6D102E-1]
4. Turbine housing D. Exhaust outlet Applicable exhaust temperature:
5. Shroud (heat shield) E. Oil inlet Max. 700°C (inlet port)
6. Turbine impeller (hole shaft) F. Oil outlet Direction of rotation:
7. Piston ring Clockwise
8. Retainer (as seen from blower end)
9. Journal bearing
10. Center housing
11. Thrust collar
12. Baffle oil
13. Plate
14. O-ring
15. Retainer
16. Blower housing
17. Slinger
18. Locknut
19. Blower impeller
20. Retainer
11-12 102 SERIES

Outline of waste gate valve

• This maintains a suitable supercharging pres-
sure (set supercharging pressure) in order to
prevent any excessive load on the engine by
suppressing any supercharging above the nec-
essary level from the compressor.
In order to do this, waste gate valve (1) is in-
stalled in the exhaust circuit before the turbine.
When supercharged pressure (A) near the com-
pressor outlet port becomes high, if it exceeds
the set pressure of the actuator (swing valve
control (2)), waste gate valve (swing valve) (1)
opens.
• Point c where engine speed a and supercharg-

ing pressure b intersect is the point where the
waste gate valves start to open.
• Pressure (A) near the outlet port of the com-

pressor passes through (B) and actuates actua-
tor (2). Waste gate valve (1) opens, and part of
the exhaust gas bypasses the turbine, so the
output of the turbine drops and the set super-
charging pressure is maintained.
102 SERIES 11-13

Lubrication of turbocharger (engine with turbocharger)
1. Oil supply pipe

2. Oil drain pipe
The oil to the turbocharger is filtered, cooled, and

pressurized, then passes from the filter head and
goes through the oil supply pipe (1) to the turbo-
charger. The oil then passes through the oil drain
pipe (2) connected to the bottom of the turbo-
charger housing, goes through the block fitting and
returns to the oil pan.
11-14 102 SERIES

STRUCTURE AND FUNCTION CYLINDER HEAD
CYLINDER HEAD
(S) 6D102E-1
1. Cylinder head 4. Head bolt Head cover

2. Oil filler cap 5. Nozzle holder • Float mount type
3. Head cover 6. Gasket
11-16 102 SERIES

1. Valve insert (intake side)

2. Valve insert (exhaust side)
Cylinder head Valve seat

• Direct fuel injection type • Intake side (insert press fitted)
• One piece • Exhaust side (insert press fitted)
• Two valves (1 cylinder)
• Injection nozzle
Mount: Dry type (no sleeve)
102 SERIES 11-17

S(A)6D102E-2
★ Depending on the machine model, the actual
component may be different from the diagram.
1. Cylinder head 4. Head bolt Head cover

2. Oil filler cap 5. Nozzle holder • Float mount type
3. Head cover 6. Gasket
11-18 102 SERIES

Cylinder head Valve seat

• Direct fuel injection type • Intake side (Insert and cylinder head are
• One piece made in 1 unit)
• Two valves (1 cylinder) • Exhaust side (Insert and cylinder head are
• Fuel injection nozzle made in 1 unit)
Mount: Dry type (no sleeve)
102 SERIES 11-19

The cylinder head forms one piece: it has two valves

installed to each cylinder and has a cross flow de-
sign. In the cylinder head, the cast valve guide line
and hardened valve seat surface form one unit.
Inside the cylinder head, there is a cast intake mani-

fold, fuel filter head thermostat housing, and inter-
nal cooling water bypass. The injector is installed
to the head so that it can inject the fuel directly into
the cylinder. The fuel filter head is separated from
the engine together with the in-line fuel injection
pump.
To support the rocker lever and send oil to the

rocker, individual pedestals are installed to each
cylinder.
The cylinder head gasket has a multilayer con-

struction design, and sealant is printed on both sur-
faces around the water holes. The cylinder bore is
sealed by the projection machining of the gasket.
As explained in the cooling system, the gasket
also acts as an orifice to control the flow of cooling
water.
11-20 102 SERIES

STRUCTURE AND FUNCTION CYLINDER BLOCK
CYLINDER BLOCK
(S) 6D102E-1
1. Main bearing cap a. Piston cooling injection port

2. Main bearing cap bolt b. Thrust face (top face only, No. 6 journal)
3. Cylinder block
4. Cam bushing (journal No. 1)
5. Dowel ring (main bearing cap positioner)
6. Cam follow cover
7. Breather hose
11-22 102 SERIES

Cylinder block
• Crankshaft: 7 bearings
• Camshaft: 7 bearings
Cylinder
• Liner-less
• Machining of inside face: Honing
102 SERIES 11-23

(S)6D102E-1
S(A)6D102E-2
★ Depending on the machine model, the actual com-
ponent may be different from the diagram.
1. Main bearing cap a. Piston ring injection port

2. Main bearing cap bolt b. Thrust face (top face only, No. 6 journal)
3. Cylinder block
4. Cam bushing (journal No. 1)
5. Dowel ring (main bearing cap positioner)
6. Cam follower cover
7. Breather hose
11-24 102 SERIES

Cylinder block
• Crankshaft: 7 bearings
• Camshaft: 7 bearings
Cylinder
• Liner-less
• Machining of inside face: Honing
102 SERIES 11-25

When the cylinder bore is made, it is machined di-

rectly in the cylinder block. The dimensions and
condition of the cylinder bore are important for the
life and performance of the engine. The cylinder
bore must be checked carefully when carrying out
restoration work. Before assembling again, remove
all the luster from the cylinder wall surface. When
using a new piston ring, select a 30* cross hatch
pattern.
It is possible to carry out boring of the cylinder bore

again at a repair shop and to match it with an over-
size service piston. It is also possible to carry out
re-boring to match the service liner and standard
piston. For details of the procedure for re-boring,
see Bulletin No. 3810234 B series replacement and
restoration manual.
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.
After machining, distinguish the cylinder head as

follows.
Machining Mark
A - Standard None
B - Machine 0.25 mm (0.010 in) for the ×

1st oversize gasket
C - Machine 0.25 mm (0.010 in) for the

2nd oversize gasket
[Total: 0.050 mm (0.020 in)] ××
11-26 102 SERIES

STRUCTURE AND FUNCTION MAIN MOVING PARTS
MAIN MOVING PARTS

(S)6D102E-1
S(A)6D102E-2
1. Crankshaft 11. Second ring a: Ring carrier

2. Crankshaft gear 12. Oil ring b: Toroidal
(No. of teeth: 36) 13. Connecting rod cap c: Re-entrant
3. Main bearing 14. Main cap d: Piston cooling nozzle
4. Connecting rod bearing 15. Main cap bolt
5. Connecting rod 16. Connecting rod cap bolt
6. Cylinder block (no lining) 17. Thrust bearing
7. Piston (top face only No. 6 journal)
8. Connecting rod bushing 18. Pin
9. Piston pin 19. Crankshaft pulley
10. Top ring
11-28 102 SERIES

Crankshaft Piston rings

• Closed die forging, induction
hardened journal Top ring Second ring Oil ring
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
102 SERIES 11-29

Crankshaft and main bearing

The crankshaft is a balance type cast steel prod-
uct. On the 4-cylinder engine, there are five main
bearings. On the 6-cylinder engine, there are seven
main bearings. The bottom bearing shells are all
the same. The top bearing shells are all the same
except for the journal at the rear. A top bearing
with flange is installed next to the rear journal. The
flange controls the end thrust of the crankshaft.
There are three holes in the top bearing. The cen-
ter hole takes the oil from the main oil rifle. The
neighboring hole is aligned with the hole going to
the crankshaft journal and acts as an orifice for the
oil to flow to the journal. The final hole supplies
oil for cooling the piston. This hole is not com-
pletely aligned with the cooling nozzle. The hole is
offset in order to prevent it from being subjected
to the high load of the bearing portion.
Piston connecting rod

The special features of the piston are the high
swirl combustion bowl cast aluminium body and
three ring group. The engine with turbocharger
and engine with turbocharger/aftercooler are
equipped with trapezoidal ni resist insert for top
piston cooling. When replacing the piston, always
check the part number and check that the structure
is correct.
In addition to the ni resist insert, a feature of the
engine with turbocharger for automobiles is that it
has anode hardening of the piston surface.
The piston ring set is also different. Both have a 3-
ring structure, but the top ring on the engine with
turbocharger and aftercooler is a trapezoidal shape
and is actuated by the ni resist insert cast into the
piston. The top ring on the natural aspirated type
is rectangular and is actuated as the group stamped
on the aluminium piston.
11-30 102 SERIES

The 1994 piston for automobile use employed a

different positioning for the top ring. On the 160
HP to 175 HP class, an 8-mm crown was used for
the ring land piston, and a 10-mm crown was used
for the 190 HP, 210 HP, and 230 HP. The 1994 indus-
trial use piston stayed as a 14-mm ring piston.
k1. For Max. 142 kw {190 HP}
k2. For Min. 142 kw {190 HP}
A free floating hollow piston pin is used for con-

necting the piston and connecting rod. Lubrica-
tion of the pin and journal is carried out by a spray
from the piston cooling.
The end of the connecting rod and piston pin is

angled to provide a wider bearing surface. A bronze
bushing is installed to the tip of the connecting rod.
When manufacturing, a steel back aluminium con-

necting rod bearing is used for the natural aspira-
tion engine: a steel back 3-layer bearing is used for
the engine with turbocharger and aftercooler to al-
low it to withstand large loads.
102 SERIES 11-31

To prevent mistakes in use of the two types of bear-

ing when carrying out repairs, the design makes it
possible to use only the steel back 3-layer bearing
for the service.
11-32 102 SERIES

STRUCTURE AND FUNCTION TIMING GEAR PORTION
TIMING GEAR PORTION

WITHOUT FRONT PTO (HELICAL GEAR)
(S)6D102E-1
S(A)6D102E-2

1. Oil pump drive gear (No. of teeth: 24)

2. Idler gear (No. of teeth: 23)
3. Crankshaft gear (No. of teeth: 36)
4. Cam gear (No. of teeth: 72)
5. Injection pump drive gear (No. of teeth: 72)
6. Timing pin
102 SERIES 11-33

STRUCTURE AND FUNCTION FRONT GEAR COVER
FRONT GEAR COVER

(S)6D102E-1
S(A)6D102E-2

1. Front gear cover Front gear cover

2. Gasket • Sheet metal 2-layer wall structure
3. Front gear housing
4. Ring steel
5. Timing pin housing
6. Timing pin
7. Accessory cover plate
8. Gasket
11-34 102 SERIES

STRUCTURE AND FUNCTION CAMSHAFT TIMING PIN
CAMSHAFT TIMING PIN

(S)6D102E-1
S(A)6D102E-2
1. Timing pin housing

2. Timing pin
• The timing pin housing is matched with the No.

1 piston TOP when assembling. (No positioner)
• When removing the housing, align with the No.
1 piston TOP.
Front oil seal

The front crankshaft seal is installed to the front
gear cover. A double-lip teflon seal is used. When
assembling, make sure that the crankshaft seal
surface is clean and free of oil.
102 SERIES 11-35

STRUCTURE AND FUNCTION VALVE MECHANISM
VALVE MECHANISM
(S)6D102E-1
S(A)6D102E-2
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
11-36 102 SERIES

Valve timing
Valve lift Valve angle (Open, closed)

S6D102E-1 S6D102E-1
6D102E-1 S6D102E-2 6D102E-1 S6D102E-2
SA6D102E-2 SA6D102E-2
Intake 10.6 mm 9.9 mm a 10° 11.5°
Intake
Exhaust 11.7 mm 11.7 mm b 30° 9.5°
c 53° 53°
Exhaust
d 19° 19°
12. Spring seal

13. Valve cotter
14. Valve spring
15. Valve seat (intake, exhaust)
16. Rocker arm
102 SERIES 11-37

Camshaft, tappet, push rod

The camshaft is driven by the gear from the crank-
shaft. A replaceable bushing is used so that the
front journal can transmit the side load from the
accessory drive. The other journals are actuated
inside the cast iron bore of the cylinder block, but
if a maintenance bushing is installed, these bores
can be repaired at a work shop.
The camshaft is equipped with a lobe to actuate

the intake and exhaust valves and with a special
lobe to drive the fuel supply pump. The valve lobe
is connected to a mushroom-shape valve tappet
which actuates the push rod. The actuation arm of
thefuel supply pump is mounted directly on the
special lobe of the camshaft.
The tappet is a mushroom shape. The protruding

part contacts the camshaft lobe, so the tappet lifts
up the push rod as it rotates.
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.
11-38 102 SERIES

STRUCTURE AND FUNCTION OIL PAN
OIL PAN
(S)6D102E-1
S(A)6D102E-2
1. Underplate
2. Oil pan
3. Drain plug
4. Drain hose
102 SERIES 11-39

STRUCTURE AND FUNCTION FLYWHEEL, FLYWHEEL HOUSING
FLYWHEEL, FLYWHEEL HOUSING

(S)6D102E-1
S(A)6D102E-2
Without rear PTO

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
11-40 102 SERIES

Rear seal
• For dry type: Single lip with dust seal
• For wet type: Double lip
102 SERIES 11-41

Flywheel housing and flywheel

Depending on the use, there are various types of
flywheel housing and flywheel. The housing is po-
sitioned within 0.20 mm (0.008 in) TIR using a ring
dowel.
Caution: There are holes in the service housing, so
it is unnecessary to carry out doweling
(centering) again.
Rear oil seal

The rear crankshaft seal is installed inside the hous-
ing fixed by bolts to the rear of the cylinder block.
A double-lip teflon seal is used. When the seal is
installed, keep the crankshaft seal clean and free
of oil.
11-42 102 SERIES

STRUCTURE AND FUNCTION LUBRICATION SYSTEM DIAGRAM
LUBRICATION SYSTEM DIAGRAM

(S)6D102E-1
S(A)6D102E-2
1. Oil strainer 10. Intake/exhaust valve

2. Oil pump 11. Rocker arm
3. Oil cooler 12. Timing gear
4. Regulator valve 13. Fuel injection pump
5. Oil filter 14. Turbocharger (if equipped)
6. Safety valve (oil filter bypass valve) 15. Piston cooling
7. Crankshaft 16. Low oil pressure switch
8. Camshaft 17. High oil pressure switch
9. Piston 18. Bypass filter
102 SERIES 11-43

Outline of lubrication system

We recommend using high-quality SAE 15W-40
heavy-duty engine oil which conforms to perfor-
mance classification CE/SG of American Petroleum
Institute (CUMMINS PREMIUM BLUE, etc.)
Caution: If CE oil is not available, CC/CD or CD/SF
engine oil may be used. In this case, how-
ever, the replacement period of the lubri-
cating oil shown in the maintenance plan
must be shortened to a half.
Caution: If 10W-30 lubricating oil, etc. is used, the

engine can start easily and sufficient
amount of oil can be fed even when the
ambient temperature is below – 50°C
(23°F). If low-viscosity oil is used continu-
ously, however, the lifespan of the engine
is shortened. See the attached chart.
11-44 102 SERIES

Flow of lubricating oil
Oil pump 1. Gerotor, lubricating pump

This engine uses gerotor type oil pump (1). The 2. Pressure regulator valve
cavities machined in the block are common to all 3. Full flow filter
engines. On the 6-cylinder engine, a wide gerotor 4. Oil cooler
is used to increase the volume of the pump, so there 5. Filter bypass valve
is no interchangeability with the oil pump used on
the 4-cylinder engine.
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.
102 SERIES 11-45

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 cooler bypass valve

Bypass valve (5) is installed in the oil cooler cover
to allow the oil to flow through the bypass when
the filter is clogged. The valve is designed so that
when the filter is clogged and the drop in pressure
on both sides of the filter exceeds 3.5
kg/cm2 (345 kPa) (50 psi), the valve opens and al-
lows the oil to flow to the engine. When the filter
is clogged, the oil pressure drops within 0.6 kg/cm2
(60 kPa) (10 psi) lower than the normal operating
oil pressure. This can be observed on the oil pres-
sure gauge.
To avoid this condition, it is best to replace the fil-
ter at the drain interval given in the Operation and
Maintenance Manual, Bulletin No. 3810205-10.
11-46 102 SERIES

Lubrication of output power related equipment
102 SERIES 11-47

The main bearing and valve train are lubricated by

oil sent directly under pressure from the main oil
rifle. Other output power related parts, connect-
ing rod, piston, and camshaft receive the pressur-
ized oil indirectly from the main oil rifle.
The oil passes through the crankshaft oil pressure

and is supplied to the connecting rod bearing. The
oil passes through the oil hole in the main bearing
saddle, and is supplied to the camshaft journal. Oil
is sent from the small oil hole in the main bearing
saddle to the piston cooling nozzle. The oil sprayed
from the nozzle acts to lubricate the piston pin.
There is no piston cooling nozzle in main bearing

saddle No. 1. The No. 1 cylinder receives the lubri-
cating and cooling spray from the nozzle of the No.
2 bearing saddle. The No. 2 cylinder receives the
spray from the No. 3 bearing saddle, and so on.
Lubrication for the valve train is carried out by oil

sent through a separate hole in the block. The oil
passes through the oil hole and is sent to the oil
transfer slot in the cylinder head gasket. It passes
around the outside diameter of the head bolts and
flows to the groove in the bottom of the rocker le-
ver support, and goes up through the vertical hole
in the support. The oil from this hole passes
through the oil hole in the rocker lever shaft and
reaches the rocker lever. The oil passes through
the oil hole in the rocker lever, fills the groove cast
in the top of the lever, and lubricates the valve stem,
push rod, and tappet.
11-48 102 SERIES

STRUCTURE AND FUNCTION OIL PUMP
OIL PUMP
(S)6D102E-1
S(A)6D102E-2
1. Bushing Oil pump

2. Drive shaft Type: Trochoid pump
3. Back plate Rotating speed: Engine speed × 1.415
4. Housing
5. Idler shaft gear (No. of teeth: 23) ★ The rotor width (volume) differs according
7. Drive gear (No. of teeth: 24) to the engine model.
8. Inner rotor (drive rotor)
9. Outer rotor (planetary rotor)
102 SERIES 11-49

STRUCTURE AND FUNCTION OIL FILTER, OIL COOLER
OIL FILTER, OIL COOLER

(S)6D102E-1
S(A)6D102E-2
1. Oil filter cartridge Oil cooler

2. Regulator valve • No. of elements: 7
3. Adapter • No. of elements: 5 (S6D102E-2)
4. Oil filter head
5. Oil cooler core assembly
6. Safety valve
7. Oil pump
11-50 102 SERIES

STRUCTURE AND FUNCTION REGULATOR VALVE, SAFETY VALVE
REGULATOR VALVE, SAFETY VALVE

(S)6D102E-1
S(A)6D102E-2
Regulator valve Regulator valve

1. Plunger valve • Cracking pressure: 449 kPa {4.6 kg/cm2}
2. Spring
3. Plug Safety valve
• Cracking pressure: 345 kPa {3.5 kg/cm2}
102 SERIES 11-51

STRUCTURE AND FUNCTION FUEL SYSTEM DIAGRAM
FUEL SYSTEM DIAGRAM

(S) 6D102E-1
1. Fuel tank 5. Fuel filter

2. Gauze filter 6. Overflow valve
3. Priming pump 7. Fuel injection pump
4. Feed pump 8. Fuel injection nozzle
11-52 102 SERIES

(S) 6D102E-1

102 SERIES 11-53

S(A)6D102E-2


11-54 102 SERIES

OUTLINE OF FUEL SYSTEM
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.
102 SERIES 11-55

Components of fuel system and flow of fuel

The diagram below shows the components of the fuel system.
1. Fuel from fuel tank 8. Robot Bosch P7100 injection pump

2. Pre-filter or screen 8A. Robot Bosch rotary injection pump
3. Lift pump 9. Fuel drain manifold
4. Fuel/water separator 10. High pressure line
5. Fuel filter 11. Robot Bosch 17 mm nozzle, hole-type in-
6. Low pressure fuel supply line jector
7. Turbo boost control line 12. Fuel returns to fuel tank
11-56 102 SERIES

STRUCTURE AND FUNCTION FUEL INJECTION PUMP
FUEL INJECTION PUMP

(S)6D102E-1
S(A)6D102E-2
1. Oil tube 10. Fuel injection pipe (No. 5)

2. Feed pump 11. Fuel injection pipe (No. 6)
3. Priming pump 12. Spill tube
4. Fuel injection pump (body) 13. Overflow valve
5. Fuel filter 14. Fuel injection pump (boost compensator)
6. Fuel injection pipe (No. 1) 15. Fuel injection pump (governor)
7. Fuel injection pipe (No. 2) 16. Boost compensator tube
8. Fuel injection pipe (No. 3) 17. Pressure piping for boost compensator cancel
9. Fuel injection pipe (No. 4) 18. Timing lock
11-58 102 SERIES

STRUCTURE AND FUNCTION FUEL INJECTION PUMP
A. Fuel inlet port Fuel injection pump

B. To fuel filter • Type: Bosch PES-A
C. From fuel filter • Lubrication method:
D. To fuel injection nozzle Forced lubrication using engine oil
E. To fuel tank
F. From oil pump (oil) Governor
G. To fuel tank • Type: Bosch RSV
Centrifugal all-speed governor
102 SERIES 11-59

STRUCTURE AND FUNCTION TIMING LOCK PIN FOR FUEL INJECTION PUMP
TIMING LOCK PIN FOR FUEL INJECTION PUMP

Î Depending on the machine model, the ac-
tual component may be different from the
diagram.
1-1:Condition of timing lock for timing lock pin
(When checking the injection timing of the No.
1 cylinder, the pin is installed in the reverse of
the condition when operating.)
1-2:Condition when timing lock pin is out of posi-

tion
(When operating)
Damper-proof bolt
11-60 102 SERIES

STRUCTURE AND FUNCTION FUEL FILTER
FUEL FILTER
1. Bracket (filter head) Fuel filter

2. Connector • Filtering area: 0.15 m2
3. Seal
4. Cartridge
A. Fuel inlet port

B. Fuel outlet port
102 SERIES 11-61

STRUCTURE AND FUNCTION FUEL INJECTION NOZZLE
FUEL INJECTION NOZZLE

1. Gasket Fuel injection nozzle

2. Retaining cap • Type: Bosch multiple-hole type
3. Nozzle body Cylindrical type
4. Needle valve • Injection pressure (cracking pressure):
5. Disc 21.56 MPa {220 kg/cm2}
6. Seal ring • Cracking pressure adjustment:
7. Connector seal Shim adjustment
8. Shim (for adjusting cracking pressure)
9. Spring A. Fuel inlet port (from injection pump)
10. Push rod B. Fuel outlet port
(inside combustion chamber)
C. Fuel return port (to fuel tank)
11-62 102 SERIES

STRUCTURE AND FUNCTION FUEL CUT SOLENOID
FUEL CUT SOLENOID

B Contact method (normally energized)
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
• When the engine is started, electricity flows

through the solenoid, so the solenoid plunger
is actuated and expands return spring (2) (built
into the solenoid), pulls it to the engine run po-
sition and holds it there.
• When stopping the engine, if the starting key
is returned to the STOP position, the flow of
electricity in the solenoid stops. The magnetic Run
force of the solenoid is cut, so the stop lever of Stop
the injection pump is moved to the STOP po-
sition (NO INJECTION) by the force of the re-
turn spring. The solenoid plunger is also pulled
back at the same time, and the engine stops.
• When the engine is running, the fuel injection
amount is controlled by fuel control lever (4).
• When installing the fuel solenoid valve, adjust
clearance A (see TESTING AND ADJUSTING).
102 SERIES 11-63

STRUCTURE AND FUNCTION COOLING SYSTEM DIAGRAM
COOLING SYSTEM DIAGRAM

(S)6D102E-1
S6D102E-2
SAA6D102E-2
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
11-64 102 SERIES

SA6D102E-1
SA6D102E-2
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
102 SERIES 11-65

Components of cooling system and flow of

cooling water
The explanation below gives the features of the

cooling system.
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
3. The cooling water E is sent to the cylinder head,

passes across the valve bridge, and then en-
ters the built-in thermostat housing from the
engine exhaust manifold.
E. To cylinder block
F. To cylinder head
4. The cooling water crossing the cylinder head

and flowing towards the thermostat housing
also cools the injectors at the same time. When
the engine is at a temperature lower than the
normal operating temperature, the thermostat
(2) is closed, so the cooling water bypasses
the radiator, flows through the passage in the
block and head, and goes to the water pump
inlet port A.
G. Cooling water flowing to injector
H. Cooling water bypass circuit
J. Flow to pump inlet port
K. Closed bypass circuit
L. Cooling water returns to radiator
When the cooling water reaches the operating tem-

perature, the thermostat opens, the bypass to the
water pump is blocked, and the passage to the ra-
diator opens.
Caution: Never operate the engine without the

thermostat. If there is no thermostat,
the cooling water will not flow to the
radiator and the engine will overheat.
11-66 102 SERIES

STRUCTURE AND FUNCTION WATER PUMP
WATER PUMP
(WITH ONE-PIECE BEARING, SHAFT, ONE-PIECE WATER SEAL)
1. Impeller Water pump

2. Water seal Type: Centrifugal, driven by V-belt
3. Pump body
4. Pulley
5. Drive shaft
A. Water inlet port

B. Water outlet port (to engine)
C. Breather (drain hole)
102 SERIES 11-67

STRUCTURE AND FUNCTION THERMOSTAT
THERMOSTAT
1. Piston 7. Ring
2. Valve 8. Spring
3. Case 9. Seat
4. Spring 10. Pellet
5. Spring 11. Seat
6. Bypass valve
11-68 102 SERIES

STRUCTURE AND FUNCTION FAN DRIVE
FAN DRIVE
1. Water pump A. To radiator

2. Alternator B. From radiator
3. Auto tension C. Direction of air flow
4. Fan (bent access flow fan or axial flow fan) a, b, c, d, e: Outside diameter of pulley
5. Fan hub f: Heater pickup port
6. Fan bracket g: Hole for square wrench
7. Crankshaft pulley
8. Accessory drive bracket
9. V-belt
Outside diameter of pulley (mm)

Engine Machine model a b c d e
(Alternator) (Fan) (Tension) (Crankshaft) (Water pump)
6D102E-1 FD40-7 84 207 73.9 176 88
FD50-7
6D102E-1 FD60-7 84 165 73.9 176 88
FD70-7
S6D102E-1 FD80-7 84 190 73.9 176 88
SA6D102E-2 FD80-8 77.5 182 73.9 173 88
FD40-8
FD50-8
S6D102E-2 77.5 182 73.9 173 88
FD60-8
FD70-8
102 SERIES 11-69

STRUCTURE AND FUNCTION AIR COMPRESSOR
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.
11-70 102 SERIES

STRUCTURE AND FUNCTION AIR COMPRESSOR
Caution:Machines which use a Holset (E

type) air compressor and are
equipped with a dehumidifier to
carry out ventilation during opera-
tion of the unload compressor must
have an air compressor valve in-
stalled to prevent excessive oil con-
sumption.
If it is impossible to maintain the air line pres-

sure with the exhaust valve during unload opera-
tions, air is sent out from the compressor cylin-
der to lower the pressure (back pressure) inside
the cylinder. If the seal of the intake valve in the
unloader cap is loosened and the exhaust valve
becomes a one way pressure starting valve, air
will stop flowing to the cylinder. When the com-
pressor cylinder pressure becomes lower than the
crankcase pressure, oil is sucked in from the pis-
ton ring and sent to the oil line.
102 SERIES 11-71

STRUCTURE AND FUNCTION FLOW DIAGRAMS-COMPRESSED AIR SYSTEM
FLOW DIAGRAMS-COMPRESSED AIR SYSTEM

With air dryer
Without air dryer
1. Compressor
2. Governor
3. Air dryer
4. Check valve
(normally built into dryer)
5. Reservoir (wet tank)
11-72 102 SERIES

STRUCTURE AND FUNCTION FLOW DIAGRAMS-COMPRESSED AIR SYSTEM
E type Holset SS296BE with humidifier
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
102 SERIES 11-73

STRUCTURE AND FUNCTION ALTERNATOR
ALTERNATOR
Alternator with built-in regulator (35A)
1. Alternator 6. Internal connection diagram

2. Alternator pulley 6A. Alternator assembly
3. Terminal B 6B. Regulator
4. Terminal L 6C. Load of L terminal
5. Terminal IG 6D. Key switch
6E. Battery
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
S6D102E-1 Nippon Denso, Polyethylene V-

FD80-7 24V, 35A belt, 7 grooves 77.5 P.C.D 4.7
open type
SA6D102E-2 FD80-8 Nippon Denso, Polyethylene V-

open type 24V, 35A 77.5 P.C.D 4.7
belt, 7 grooves
FD35Z/40Z/35/40/45/50A-8
FD50/60/70-8
Nippon Denso, Polyethylene V-
S6D102E-2 open type 24V, 35A 77.5 P.C.D 4.7
SD23/25/30-6 belt, 7 grooves
11-74 102 SERIES

STRUCTURE AND FUNCTION ALTERNATOR
Alternator with built-in regulator (60A) (OPT)

1. Alternator 6. Internal connection diagram

2. Alternator pulley 6A. Alternator assembly
3. Terminal B 6B. Regulator
4. Terminal L 6C. Load of L terminal
5. Terminal IG 6D. Key switch
6E. Battery
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
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
102 SERIES 11-75

STRUCTURE AND FUNCTION STARTING MOTOR
STARTING MOTOR
(With separate safety relay) (4.5 kW) ★ Depending on the machine model, the actual
1. Pinion gear 6. 50 (Terminal C) 8C. Battery

2. Magnetic switch 7. 30 (Terminal B) 8D. 30 (Terminal B)
3. Starting motor assembly 8. Internal connection diagram 8E. 50 (Terminal C)
4. Warning plate 8A. Relay
(For jump start prohibition) 8B. Starting switch
5. Jump start protective cover
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
S6D102E-1 FD80-7 Nippon Denso, 24V, 4.5kW 10 8.4

sealed type
SA6D102E-2 FD80-8 Nippon Denso, 10 8.4

sealed type 24V, 4.5kW
FD35Z/40Z/35/40/45/50A-8 Nippon Denso,
S6D102E-2 FD50/60/70-8 24V, 4.5kW 10 8.4
sealed type
SD23/25/30-6
11-76 102 SERIES

STRUCTURE AND FUNCTION STARTING MOTOR
(With separate safety relay) (5.5kW) (OPT)

1. Pinion gear 8. Internal connection diagram

2. Magnetic switch 8A. Relay
3. Starting motor assembly 8B. Starting switch
4. Warning plate (For jump start prohibition) 8C. Battery
5. Jump start protective cover 8D. 30 (Terminal B)
6. 50 (Terminal C) 8E. 50 (Terminal C)
7. 30 (Terminal B)
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
S6D102E-1 FD80-7 Nippon Denso, 10 10.5

SA6D102E-2 FD80-8 Nippon Denso, 10 10.5

FD35Z/40Z/35/40/45/50A-8
S6D102E-2 FD50/60/70-8 Nippon Denso, 24V, 5.5kW 10 10.5
102 SERIES 11-77

STRUCTURE AND FUNCTION STARTING AID
STARTING AID
Electrical heater (electrical intake air heater)
1. Heater coil
2. Housing
3. Internal connection diagram
Electrical heater (electrical intake air heater)

• Rated current: 100 A/22 V
11-78 102 SERIES

12 TESTING AND ADJUSTING
Special tool list ............................................. 12- 3 ENGINE

Special tools for intake and exhaust Troubleshooting defective actuation
system ..................................................... 12- 3 of engine ..................................................... 12-23
Special tools for engine ........................... 12- 4 Valve mechanism and cylinder head ...... 12-23
Special tools for fuel system ................... 12- 6 Testing air system and fuel system ......... 12-23
Special tools for components .................. 12- 7 Testing valve clearance ............................ 12-24
Special tools for electrical Testing compression ................................ 12-24
components ............................................ 12- 8 Piston ring sealing performance ............. 12-24
Special tools for engine performance Valve sealing performance ...................... 12-25
test ........................................................... 12- 9 Head gasket sealing performance ........... 12-25
Valve seal wear ......................................... 12-26
INTAKE AND EXHAUST SYSTEM Protruding portion of fuel injection
Troubleshooting defective actuation of nozzle ...................................................... 12-27
intake and exhaust system ........................ 12-11 Front gear housing and gear train .......... 12-28
Clean air .................................................... 12-11 Vibration damper ...................................... 12-28
Testing intake resistance .......................... 12-11 Rocker lever, valve stem, push rod,
Damage caused by unfiltered air ............ 12-12 tappet, and camshaft ............................... 12-29
Leakage of supplied air Piston and connecting rod ....................... 12-30
(engine with turbocharger) .................... 12-12 Crankshaft and main bearing .................. 12-32
Leakage of exhaust air Cylinder block ........................................... 12-33
(engine with turbocharger) .................... 12-13 Flywheel housing and flywheel ............... 12-34
Measuring pressure of turbocharged air Adjusting valve clearance ............................ 12-35
(engine with turbocharger) .................... 12-13 Adjusting 4-cylinder engine ..................... 12-36
Diffective actuation of turbocharger Adjusting 6-cylinder engine ..................... 12-37
(engine with turbocharger) .................... 12-14
Oil consumption and oil leakage ............. 12-14 LUBRICATING SYSTEM
Noise from turbocharger Troubleshooting defective actuation of
(engine with turbocharger) .................... 12-15 lubricating system ...................................... 12-38
Measuring play of turbocharger rotor Outline ....................................................... 12-38
in axial and radial direction High pressure ........................................... 12-38
(engine with turbocharger) ........................ 12-16 Regulator valve ......................................... 12-38
Testing turbocharger westgate valve Low pressure ............................................ 12-39
(engine with turbocharger) ........................ 12-17 Oil level ..................................................... 12-39
Testing turbocharger westgate capsule Oil filter ..................................................... 12-39
(engine with turbocharger) ........................ 12-18 Oil pressure gauge ................................... 12-40
Testing actuation of turbocharger westgate Oil pan suction tube ................................. 12-40
(engine with turbocharger) ........................ 12-18 Bearing and oil pump ............................... 12-40
Replacing turbocharger westgate Unsuitable oil pump ................................. 12-40
actuator boost capsule Dilution of oil ............................................ 12-41
(engine with turbocharger) ........................ 12-19 Cooling water in oil .................................. 12-41
Adjusting turbocharger westgate actuator Fuel in oil .................................................. 12-42
(engine with turbocharger) ........................ 12-21
Measuring exhaust resistance ..................... 12-22 FUEL SYSTEM
Replacing turbocharger Fuel injection pump calibration data ........... 12-45
(engine with turbocharger) ........................ 12-22 Running in standard ..................................... 12-52
102 SERIES 12-1

Performance test criteria .............................. 12-54 COMPONENTS

Troubleshooting defective actuation of Testing carbon deposit in air
feed pump (diaphragm type) ..................... 12-58 compressor ................................................. 12-96
Testing feed pump .................................... 12-58 Testing air leakage from air compressor ..... 12-97
Test 1: Testing output pressure ............... 12-58 Testing air governor, unloader valve ........... 12-98
Test 2: Testing flow ................................... 12-59 Testing air governor ..................................... 12-99
Troubleshooting defective actuation of
feed pump (piston type) ............................. 12-60 ELECTRICAL COMPONENTS
Test 1: Testing output pressure ............... 12-61 Testing battery ............................................ 12-101
Test 2: Testing flow ................................... 12-62 Testing battery terminal connections ........ 12-102
Testing air inside fuel system ...................... 12-65 Testing starting circuit ................................ 12-102
Testing water separator, fuel filter ............... 12-66 Testing battery relay ............................... 12-102
Troubleshooting failure of fuel Testing starting switch ........................... 12-104
injection pump (Bosch VE, Lucas CAV) ..... 12-68 Testing starting motor and magnetic
Defective actuation of governor .............. 12-69 switch .................................................... 12-105
Stroke of fuel control lever and Testing drop in cranking speed ............. 12-107
adjustment .............................................. 12-69 Testing alternator ........................................ 12-108
• Lucas CAV adjustment screw ............... 12-69 Abnormal display of charge lamp ......... 12-109
• Bosch VE adjustment screw ................. 12-70 Abnormal actuation of charging
Manual shut-off lever ............................... 12-70 system ................................................... 12-110
Timing propulsion angle mechanism ..... 12-71 Testing oil pressure switch and
Electrical shut-off valve ............................ 12-71 water temperature sensor ........................ 12-111
Delivery valve (Lucas CAV) ...................... 12-73 Testing oil pressure switch .................... 12-111
Testing high-pressure fuel piping ................ 12-74 Testing water temperature sensor ........ 12-112
Testing fuel injection nozzle ......................... 12-75 Testing white smoke ................................... 12-113
Testing fuel drain piping .............................. 12-77 Normal actuation of intake heater
Bleeding air from fuel system ...................... 12-77 system ................................................... 12-113
Bleeding air from low pressure circuit Testing intake heater .................................. 12-114
and fuel filter .......................................... 12-78 Testing preheating cycle ........................ 12-115
Bleeding air from fuel injection pump .... 12-78
Bleeding air from high-pressure PERFORMANCE TEST
circuit ...................................................... 12-79 Side view of engine .................................... 12-116
Adjusting fuel injection timing .................... 12-79 Outline of engine performance test .......... 12-118
Adjusting fuel injection timing Blow-by measurement and
for Bosch VE ........................................... 12-82 replacement table ..................................... 12-119
Adjusting fuel injection timing Engine dynamometer ................................. 12-120
for Lucas CAV ......................................... 12-83 Installing engine ..................................... 12-120
Adjusting low idling speed Procedure for running in engine ........... 12-127
(Bosch VE, Lucas CAV) ............................... 12-84 Engine performance test ........................ 12-130
Replacing fuel injection nozzle .................... 12-84 Engine paintwork ........................................ 12-132
COOLING SYSTEM TESTING AND ADJUSTIGN DATA ............ 12-200

Troubleshooting defective actuation TROUBLESHOOTING OF ENGINE ............. 12-251
of cooling system ....................................... 12-88
Troubleshooting ....................................... 12-88
Radiator cap .............................................. 12-90
Water pump .............................................. 12-91
Radiator, fan, and radiator shutter .......... 12-92
Thermostat ............................................... 12-94
Water temperature gauge,
fuel gauge, overload .............................. 12-95
12-2 102 SERIES

TESTING AND ADJUSTING SPECIAL TOOL LIST
SPECIAL TOOL LIST
SPECIAL TOOLS FOR INTAKE AND EXHAUST SYSTEM
We recommend that you use the tools listed below. The tool to use is specified in the respective proce-
dure.
Tool No. Explanation of tool Sketch of tool
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.
Pressure test kit

795-790-1700 This is used to measure the exhaust pressure.
102 SERIES 12-3

SPECIAL TOOLS FOR ENGINE
dure.
Gear
795-799-1130 This is meshed with the flywheel ring gear and

used to rotate the crankshaft.
Brush
This is used to remove the carbon from the injec-
795-799-1140 tor bore.
Tappet removal tool kit
795-799-1350 This is used to remove and install the valve tap-

pet.
Piston ring tool

795-100-2800 This is used to install the piston ring to the piston
without damaging or deforming the ring.
Camshaft bushing tool

795-799-1360
This is used to remove the camshaft bushing.
Camshaft gear installation/removal tool

This is used to install or remove the camshaft gear
795-799-1340 without removing the camshaft from the engine.
12-4 102 SERIES

Mounting bolt length gauge

795-790-2210 This is used to measure the free length of the mount-
ing bolts.
Wear sleeve installation tool

This is used to install the wear sleeve of the rear
795-799-1370
crankshaft oil seal.
Oil seal installation tool

795-799-1380 This is used to install the front crankshaft oil seal to
the front cover to the specified depth.
102 SERIES 12-5

SPECIAL TOOLS FOR FUEL SYSTEM
dure.
795-799-1270 Timing tool (Bosch VE)
Puller
795-799-1170
This is used to pull the injector.
Brush
795-799-1140
This is used to clean the injector bore.
795-799-1390 Fuel pump gear puller

This is used to pull the fuel pump gear.
12-6 102 SERIES

SPECIAL TOOLS FOR COMPONENTS
dure.
Spring tester
795-790-2100 This is used to test the spring tension.
Socket
795-799-1330 This is used to remove the exhaust valve seat and

intake valve cage.
102 SERIES 12-7

SPECIAL TOOLS FOR ELECTRICAL COMPONENTS
dure.
Multimeter
Commercially
available This is used to measure the voltage (Volts) and re-
sistance (Ohms) of the circuit.
12-8 102 SERIES

SPECIAL TOOLS FOR ENGINE PERFORMANCE TEST
dure.
Vacuum gauge
This is used to test the resistance of the fuel filter

795-790-1500 during the engine performance test. Use Part No.
ST-434-2 (hose adapter) and Part No. ST-434-12
(vacuum gauge) to carry out the test.
Pressure gauge
795-790-1470 This is used to measure the pressure in the en-

gine intake manifold.
Wrench
795-799-1320 This is used to remove or tighten the spin-on lu-

bricating oil filter or fuel filter.
Blowby tool
795-790-1900 This is used to test the blow-by in the engine crank-

case.
Manometer
795-790-1610 This is used together with the blow-by testing tool

to measure the pressure in the engine crankcase.
Portable pressure kit
795-790-1100 This is used to measure the lubricating oil pres-

sure.
102 SERIES 12-9

Tachometer
799-203-8001 This is used to measure the engine speed (rpm).
12-10 102 SERIES

TROUBLESHOOTING DEFECTIVE ACTUATION
TESTING AND ADJUSTING OF INTAKE AND EXHAUST SYSTEM
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.
Resistance in the intake circuit is a cause of exces-

sive exhaust smoke and drop in output.
The filter is used to filter out the dirt from the intake
air, but as the filter becomes dirty, the intake resis-
tance increases.
Intake resistance will change the air-fuel ratio, and
this will cause drop in output and increase in exhaust
smoke.
Always make sure that you are carrying out mainte-
nance of the air cleaner properly.
TESTING INTAKE RESISTANCE

If the resistance reaches the maximum permissible
limit at engine rated output and rated speed, replace
the air cleaner element.
1. Natural aspiration: 4.98 kPa {508 mm H2O}
2. Turbocharger: 7.47 kPa {762 mm H2O}
On engines equipped with a turbocharger, measure

the resistance just before the turbocharger. On natu-
rally aspirated engines, measure the resistance just
before the intake manifold.
102 SERIES 12-11

DAMAGE CAUSED BY UNFILTERED

AIR
If dirty air enters from cracks in the intake piping at
the intake end or looseness of parts in the intake
system, dirt or dust will enter the engine and cause
premature wear of the cylinder liner.
With naturally aspirated engines, dirt or dust may
also be taken in through leakage in the intake mani-
fold, unsealed bolt holes, or from the manifold cover
gasket.
On engines equipped with a turbocharger, particles

entering through cracks or loose connections in the
piping at the intake end will enter the turbocharger
compressor and will then enter the engine and cause
damage.
In such cases, the compressor blades will be dam-

aged, and will lead to loss or balance of the wheel
and damage to the bearings.
To check if the bearings have failed or the compres-
sor is damaged, remove both the intake and exhaust
pipes and check if there is contact between the
wheel and housing. The rotor assembly must be able
to rotate freely. There must be no damage.
Details of the clearance in the axial direction and
radial direction will be given later.
LEAKAGE OF SUPPLIED AIR

(ENGINES WITH THE TURBO-
CHARGER)
Excessive exhaust smoke or drop in output on
engines equipped with the turbocharger will result
from insufficient compression caused by leakage of
air from cracks in the intake manifold or crossover
tube, or looseness of the pipe connections. This will
also cause noise.
12-12 102 SERIES

Check visually for cracks or loose connections. In

addition to this, check by coating with soapy water to
coat possible locations of leakage, such as the
charge air cooler, connections, and seal surface of
the manifold cover. Bubbles will form if there is any
leak, so it is easy to find leaks by this method. Expla-
nation will be given of the manifold pressure later.
LEAKAGE OF EXHAUST AIR

(ENGINE WITH TURBOCHARGER)
Check for leakage of exhaust gas from the exhaust
manifold and turbocharger, leakage from the gasket,
and the resistance of the exhaust pipe, muffler, and
catalyst. If there is leakage or resistance, the rotation
of the turbine and impeller will become slower and
the amount of air sent to the cylinder will be reduced.
In the case also, the symptoms are excessive
exhaust smoke, drop in the manifold pressure, and
drop in the output.
MEASURING PRESSURE OF TURBO-

CHARGER AIR (ENGINE WITH TUR-
BOCHARGER)
When measuring the boost pressure, measure at the
intake manifold using the intake holes with taps or
plugs as shown in the diagram on the right. See the
specification page for details.
Caution: If there is a charge air cooler, test for leakage
from the cooler system and test the resis-
tance of the turbocharger boost pressure to
check the condition. For details of the test of
the charge air cooler.
Normally, leakage of exhaust gas can be found by
listening and checking visually for discoloration
caused by hot gas.
It must not be forgotten that the resistance of the
exhaust gas is a cause of the drop in output.
If the exhaust gas does not flow without resistance,
the turbocharger will not rotate efficiently.
102 SERIES 12-13

DEFECTIVE ACTUATION OF TURBO-

CHARGER (ENGINE WITH TURBO-
CHARGER)
Damage to the internal parts of the turbocharger will
reduce the efficiency of the turbocharger and will
cause excessive exhaust smoke and drop in output.
Damage to the bearings will cause wear and will
reduce the rotating speed of the rotor. In addition ,
damage to the bearings will cause contact between
the rotor assembly blade and housing and will
reduce the rotating speed.
Defects or mistaken adjustment of the turbocharger
exhaust will also cause excessively high or low boost
pressure. If the boost pressure is low, it will cause
excessive exhaust gas and drop in pressure; if the
boost pressure is high, it will cause damage to the
engine.
OIL CONSUMPTION AND OIL LEAKAGE

The engine lubricating oil is used lubricate and cool
the turbocharger bearings. The oil is supplied to the
turbocharger through the supply line by the operat-
ing pressure of the engine. The oil is drained to the
oil pan through the return line connected to the bot-
tom of the turbocharger.
Seal rings are used at both ends of the rotor assem-

bly, but the main purpose it to prevent exhaust gas or
compressed air from entering the turbocharger hous-
ing.
It is rare for oil to leak from the seal, but it is a possi-
ble failure.
Caution: If the pressure in the crankcase is exces-
sively high, the oil will not drain from the tur-
bocharger. This pressure will bear on the
bearing housing and cause the oil to leak
from the compressor seal and enter the
engine.
On engines equipped with a catalyst, if the leakage

from the turbine seal enters the exhaust gas, check
the exhaust pressure during repair work.
If there is resistance in the oil the return line or the
line is damaged, the inside of the housing will
become pressurized, and this will cause the oil to
leak from the seal.
12-14 102 SERIES

In addition, if the resistance of the intake and

exhaust is large, negative pressure will be formed
between the housing of the compressor and the
housing of the turbine, and this will cause leakage of
oil from the seal.
When checking if there is oil leaking from the seal,

remove the exhaust pipe and air crossover tube, and
check for the existence of oil inside the turbine cas-
ing and crossover tube. As explained above, check
the resistance and remove the cause.
NOISE FROM TURBOCHARGER

(ENGINE WITH TURBOCHARGER)
The turbine rotates at high speed, so it makes a
whining noise. The sound differs slightly according to
the engine speed and load. This sound is the noise
made by the rotor assembly cutting the air. There-
fore, the higher the engine speed is the louder the
noise becomes.
As far as possible, run the engine at full speed and
check what noise is generated.
If there is leakage, the noise from the intake and

exhaust components will increase.
Pressurize the intake line and check for leakage
from the intake inlet port and crossover tube.
102 SERIES 12-15

TROUBLESHOOTING DEFECTIVE ACTUATION OF INTAKE AND EXHAUST SYSTEM
TESTING AND ADJUSTING MEASURING PLAY OF TURBOCHARGER ROTOR IN AXIAL AND RADIAL DIRECTION
Before removing the turbocharger, check if the noise

is caused by leakage from the intake or exhaust pis-
ton.
Loosen the turbocharger mount and check if there is
any leakage from the exhaust manifold gasket or any
cracks in the exhaust manifold.
If the pitch is low or there is a clattering sound when

the engine is running at low speed, there are parti-
cles of dirt inside the system or the rotor assembly is
contacting the housing.
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)
Play in axial direction (A)

a Min 0.10 mm
Max 0.16 mm
aa Min 0.03 mm
Max 0.08 mm
a Turbocherger on Serial Number lower than

840638
aa Turbocharger on Serial Number 840638 and up
12-16 102 SERIES

MEASURING PLAY OF TURBOCHARGER ROTOR IN AXIAL AND RADIAL DIRECTION
TESTING AND ADJUSTING TESTING TURBOCHARGER WESTGATE VALVE
Measuring clearance in radial direction of shaft
Clearance in radial direction (B)

Min 0.30 mm
Max 0.46 mm
If the clearance is greater than the above value,

assemble the turbocharger again or replace it.
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.
Check if the valve and valve seat are cracked or cor-

roded.
If the wear of the turbine housing assembly is exces-
sive, replace the assembly. For details of the proce-
dure for reassembly.
Move the lever by hand and check that shaft rotates

freely without catching. Check that there is no exces-
sive movement between the shaft and bushing. If the
shaft and bushing are damaged or do not move,
replace the turbine housing.
102 SERIES 12-17

TESTING TURBOCHARGER WESTGATE CAPSULE
TESTING AND ADJUSTING TESTING ACTUATION OF TURBOCHARGER WESTGATE
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.
Checking the westgate mounting bracket, actuator

rod, and lever visually for damage. If they are bent,
the movement will not be correct. If they are bent,
replace them.
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.
12-18 102 SERIES

TESTING ACTUATION OF TURBOCHARGER WESTGATE
TESTING AND ADJUSTING REPLACING TURBOCHARGER WESTGATE ACTUATOR BOOST CAPSULE
If the actuator rod and lever do not move, replace the

actuator.
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.
Remove the tip of the boost capsule actuator rod

from the turbocharger westgate lever. When carrying
out this operation, apply adjusted air pressure suffi-
cient to move the boost capsule connecting rod.
Remove the connecting rod from the turbocharger
westgate lever pin.
Caution: Be careful not to bend the control lever.
Caution: If the diaphragm is broken or the air pressure
can only be maintained by hand, turn the
connecting rod to the outside and pull by
hand to overcome the force of the spring,
then remove the connecting rod from the
lever pin.
102 SERIES 12-19

TESTING AND ADJUSTING REPLACING TURBOCHARGER WESTGATE ACTUATOR BOOST CAPSULE
Loosen the capsule mounting bolts, then remove the

air supply hose and remove the assembly from the
mounting bracket.
Remove the tip of the adjustment link from the actua-

tor.
Install the tip of the adjustment link to the new actua-

tor assembly at the position from which it was
removed.
Install the new actuator assembly to the actuator

mount bracket, then tighten the mounting bolts.
Mounting bolt: 4.5 Nm {0.46 kgm}
12-20 102 SERIES

TESTING AND ADJUSTING ADJUSTING TURBOCHARGER WESTGATE ACTUATOR
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
All 191 kPa {1.9 kg/cm2}
Measure stroke A of the actuator.

The specified measurement for the Westgate is 0.33
- 1.3 mm.
Caution: Do not push, pull, or apply force to the align-
ment of the clevis pin.
If necessary, adjust the westgate to set to the speci-
fied stroke.
• Pull the westgate lever until it is almost closed
(set the lever facing in the direction of the boost
capsule).
• Adjust the length of the connecting rod clevis
end, then align the hole in the clevis pin with the
center of the westgate lever.
• Install the adjustment link and stopper clip.
• After completing the adjustment, tighten the
actuator rod stopper nut.
Remove the adjustment air pressure line from the

boost capsule.
Connect the turbocharger boost line to the boost
capsule, then secure with the hose clamp.
If possible, carry out adjustment of the westgate
using a more accurate method. With this method,
check the manifold pressure at the rated rpm in
accordance with the turbocharger boost pressure
specifications.
102 SERIES 12-21

MEASURING EXHAUST RESISTANCE
TESTING AND ADJUSTING REPLACING TUBOCHARGER
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.
If the resistance exceeds the specification, check the

oxidizing catalyst and/or muffler, and replace.
Industrial use: 10.13 kPa {76 mmHg}
(FD40, 50, 60, 70, 80-7)
20.0 kPa {150 mmHg}
(FD40, 50, 60, 70-8)
16.0 kPa {120 mmHg} (FD80-8)
REPLACING TUBOCHARGER
(ENGINE WITH
TURBOCHARGER)
Cleaning and testing
Clean the seal surface. Check for damage to the
seal surface and mounting stud.
Caution: If you are not going to replace the turbo-

charger immediately, block the opening to
prevent dust from entering the manifold.
Check the turbocharger westgate link, valve shaft,
module, and pressure signal line.
Check and adjust the westgate.
12-22 102 SERIES

TESTING AND ADJUSTING TROUBLESHOOTING DEFECTIVE ACTUATION OF ENGINE
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.
Caution: When removing any of the support pedestals

during inspection or restoration work, carry
out tightening of the head bolts in the set
order.
TESTING AIR SYSTEM AND FUEL

SYSTEM
When carrying out troubleshooting of problems with
lack of output, first carry out troubleshooting of the
air system and fuel system to check that there is suf-
ficient fuel and intake air for the engine.
Check for leakage from the intake system. Check

that there is sealant coated on the mounting bolt in
the through hole securing the manifold cover to the
head.
Check that the turbocharger is working correctly.
102 SERIES 12-23

Check that the fuel system timing and fuel supply is

correct.
TESTING VALVE CLEARANCE

Check that the valves are correctly adjusted.
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
PISTON RING SEALING

PERFORMANCE
If the compression rate is low but it is possible to
make it fairly high by supplying oil to the cylinder,
there is insufficient sealing between the piston ring
and the surface of the cylinder wall, so the compres-
sion will drop.
12-24 102 SERIES

VALVE SEALING PERFORMANCE

If the compression rate of 2 or more cylinder which
are not next to each other is low, and the pressure
does not rise even when oil is supplied to the ring, it
can be judged that the valve sealing is poor.
The sound of valve leakage can be easily heard from

the intake and exhaust manifold.
The original valve seat can be ground again to a

depth of 0.254 mm. After regrinding the valve seat,
mark the cylinder head to distinguish it. If the valve
seat has already been ground again, replace the
valve seat with a new part.
HEAD GASKET SEALIN

PERFORMANCE
If the compression of the neighboring cylinder is low
and the pressure does not rise even when oil is sup-
plied to the ring, there may be leakage from the head
gasket between the cylinders.
102 SERIES 12-25

If the compression is defective for only one cylinder,

the cause is external leakage or leakage to the cool-
ing water passage.
If there is leakage of compression gas to the cooling

water, this problem can normally be seen because
the cooling water is pushed up from the cooling sys-
tem and the cooling water level goes down.
External leakage from the cylinder head gasket can

be checked visually. The easiest way to check for
external leakage is to use soapy water.
VALVE SEAL WEAR

Generally speaking, wear of the valve seal can be
immediately recognized by excessive exhaust
smoke when the engine is running at low idling or
when the machine travels downhill under no load.
Remove the valve spring, checking the valve seal,
and confirm its condition.
12-26 102 SERIES

Leakage from the valve seal will occur when the seal
material becomes hard or when the seal surface is
worn or damaged.
PROTRUDING PORTION OF FUEL

INJECTION NOZZLE
The protruding portion of the injector has an effect on
the engine output. In addition to single sealing
washer (A) of the injector, the thickness (B) of the
head gasket also controls the protruding portion of
the injector.
When grinding to correct the cylinder block head sur-

face, use a thicker service head gasket.
After machining, distinguish the cylinder head as fol-

lows.
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]
102 SERIES 12-27

When the machining amount has been achieved,

look at the parts catalog and select a suitable over-
size head gasket.
FRONT GEAR HOUSING AND GEAR

TRAIN
When carrying out troubleshooting of the front gear
housing and gear train, Carry out the following
checks as necessary: check for leakage from the
gasket (front cover, timing pin assembly, fuel pump)
and front crankshaft oil seal, check the gears, and
check the back clearance.
If gear noise can be heard from the cover, the gear

teeth are worn.
Caution: If the back clearance is excessive, it will also
affect the engine timing and engine perfor-
mance.
VIBRATION DAMPER
Caution: There are two types of vibration damper.

• Viscous damper (A) for automobiles and
some marine engines
• Rubber element damper (B) for other pur-
poses.
12-28 102 SERIES

As explained in the section on the fuel system, when

replacing the gear housing and timing pin assembly,
set the No.1 cylinder to TDC and align the housing
pin assembly. For detailed explanation of the
replacement procedure.
ROCKER LEVER, VALVE STEM,

PUSH ROD, TAPPET, AND
CAMSHAFT
If the valve lash is excessive, the valve stem or
rocker lever are worn.
If the rocker lever is loose or it is necessary to adjust

the valve clearance frequently, the camshaft lobe or
tappet are worn. If the lever, valve stem, or push rod
are inspected and they are not worn, there may be
wear of the tappet and/or camshaft lobe.
Caution: When installing a new camshaft, install new

tappets also.
The camshaft lobe can be inspected visually if the oil
pan is removed. In the same way, the tappet surface
can also be checked by removing the push rod and
lifting up the tappet.
102 SERIES 12-29

Excessive damage to the camshaft journal will occur

when there are metal particles in the oil pan or oil fil-
ter. If the clearance between the bushing and journal
increases, the oil pressure may drop.
PISTON AND CONNECTING ROD

If the sealing between the piston ring and surface of
the cylinder liner wall is defective, there will be vari-
ous problems related to the output, such as exces-
sive oil consumption, exhaust smoke and blow-by,
and drop in the engine performance.
It is easy to recognize the existence of problems by
measuring the blow-by.
When checking for wear or damage to components,

check the rings, piston, and cylinder bore visually
and check the dimensions.
There are various causes of piston ring wear, rang-

ing from long-term use to short-term accumulation of
dirt resulting from poor maintenance of the intake
system.
12-30 102 SERIES

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.
After removing the luster, it is important to clean the

cylinder liner wall thoroughly. If any grit remains on
the cylinder liner wall it will cause rapid wear of the
new ring, and this will lead to problems with the out-
put as explained above.
If the engine overheats because of lack of cooling

water, the cylinder liner will overheat and this will
cause seizure of the piston. If there is lack of cooling
oil for the piston, the piston will also seize.
Improper maintenance of the lubrication system is a

main cause of reduction in the life of the main bear-
ing.
102 SERIES 12-31

Normally, It is possible to recognize wear of bearing

because the oil pressure goes down. However, if you
do not notice the wear, the clearance will become
larger and this will cause the connecting rod to hit
the crankshaft, so knocking will be heard.
Knocking of the connecting rod occurs when the

engine is running under no load. First, apply load,
then run under no load to check if you can hear any
knocking.
CRANKSHAFT AND MAIN BEARING

Improper maintenance of the lubrication system is a
main cause of reduction in the lift of the main bear-
ing.
Normally, It is possible to recognize defective opera-
tion of the crankshaft/main bearing because of the oil
pressure goes down. In the same way as with the
rod bearing, if the engine is run continuously at low
oil pressure, the bearing will deteriorate rapidly and
this will cause knocking.
With the main bearing, the knocking noise can be

heard when the engine is running under a load.
12-32 102 SERIES

It is possible to recognize damage, wear, or loss of

the thrust bearing flange of the top main bearing
shell by measuring the play of the crankshaft in the
axial direction.
Limit for play in axial direction

Min 0.127 mm
Max 0.431 mm
If there is any defect in the driven component at the

front or rear of the engine, the load in the axial direc-
tion will increase and this will damage the thrust
bearing.
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.
When checking for leakage, wear of the tappet bore,

or other defective actuation of the cylinder block,
check visually and check the dimensions to distin-
guish the problem.
102 SERIES 12-33

FLYWHEEL HOUSING AND

FLYWHEEL
Normally, troubleshooting of the flywheel housing
and flywheel is carried out by visual inspection of
damage or wear to the parts.
Breakage of the ring gear teeth may occur because

of defective actuation of the starting motor. A service
ring gear can be used for repair of the flywheel (see
Section 7-23).
When carrying out troubleshooting for vibration of

the transmission, it is necessary to measure the con-
centricity of the flywheel housing and flywheel and to
measure the alignment of the flywheel housing rear
face.
12-34 102 SERIES

TESTING AND ADJUSTING ADJUSTING VALVE CLEARANCE
ADJUSTING VALVE
CLEARANCE
Remove the valve cover (1).
1/2 inch drive, gear (795-799-1130)

Push the engine timing pin and carry out barring of
the crankshaft slowly to set the No.1 cylinder to top
dead center (TDC).
When the timing pin (2) is meshed with the hole in

the cam shaft gear (3) the No.1 cylinder is at com-
pression TDC.
Caution: To prevent damage to the engine or timing

pin, check if the meshing of the timing pin has
been removed after positioning at TDC.
102 SERIES 12-35

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.
ADJUSTING 4-CYLINDER ENGINE

14 mm, flat-head screwdriver
Set the No. 1 cylinder to top dead center (TDC).

Check and adjust the valve as shown in the diagram
(IN = intake, EX = Exhaust)
Tighten the locknut and measure the back clearance
again.
: 24 Nm {2.4 kgm}
Make a mark on the vibration damper and turn the

crankshaft 360°.
Caution: To prevent damage to the engine or pin,

check that the timing meshing has been
removed.
Adjust the valve as shown in the diagram.

again.
:24 Nm {2.4 kgm}
12-36 102 SERIES

ADJUSTING 6-CYLINDER ENGINE

14 mm, flat-head screwdriver
Set the No. 1 cylinder to top dead center (TDC).
Check and adjust the valve as shown in the diagram
(IN = intake, EX = Exhaust)
again.
: 24 Nm {2.4 kgm}
Make a mark on the pulley and turn the crankshaft

360°.
Caution: To prevent damage to the engine or pin,
check that the timing meshing has been
removed.
Adjust the valve as shown in the diagram.

again.
: 24 Nm {2.4 kgm}
15 mm
Install the valve cover (1) and tighten the mounting
bolts.
: 24 Nm {2.4 kgm}
102 SERIES 12-37

TESTING AND ADJUSTING TROUBLESHOOTING DEFECTIVE ACTUATION OF LUBRICATING SYSTEM
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.
12-38 102 SERIES

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.
Generally speaking, with low oil level, the oil pres-

sure is intermittently lost when traveling around cor-
ners or when traveling uphill. In there conditions, the
oil level becomes extremely low and oil does not flow
in the suction tube in any working mode.
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
102 SERIES 12-39

OIL PRESSURE GAUGE

Check the oil pressure with the manifold gauge and
check the oil pressure gauge and supply portion to
confirm that they are working normally.
OIL PAN SUCTION TUBE

If the suction tube inside the oil pan becomes loose
or the gasket is damaged, or the tube is cracked, the
actuation of the oil pump will become temporarily
defective. When starting the engine, the oil pressure
is low or stays at 0, but usually it will return to the
normal value as time passes.
BEARING AND OIL PUMP

If the oil pressure gradually goes down over (see 5)
a long time, it means that the bearing (2) is worn or
the oil pump (3) is worn.
UNSUITABLE OIL PUMP
The capacity of the oil pump used on a 6-cylinder

engine is larger than that used on a 4-cylinder
engine. After replacing the pump, if high or low pres-
sure occurs, check that the proper pump is being
used. For details, see page 2-24 "Replacing oil
pump"
A - For 4-cylinder engine: 12.947 mm

B - For 6-cylinder engine: 17.947 mm
12-40 102 SERIES

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)
The causes of cooling water getting into the oil are

as follows:
• Leakage from the cup plug
• Leakage from the oil cooler element
• Damage to the head or gasket
• Cracks in the block
• Casting holes
COOLING WATER IN OIL

The design of the oil cooler does not require a gas-
ket or seal to separate the oil and cooling water, so
the element itself causes leakage of cooling water.
When the engine is running, the oil pressure is

higher than the water pressure. Therefore, if there is
leakage from the oil cooler, the oil mixes with the
water.
When the engine stops, the residual pressure in the
cooling circuit makes it possible for the cooling water
to mix with the oil.
102 SERIES 12-41

When checking dor leakage pressurize the cooling

circuit to 140 kPa {1.4 kg/cm2}. When pressurizing,
remove the following components and check for
leakage.
• Valve cover (if there is leakage, there are
cracks in the cylinder head)
• Oil drain plug (if there is leakage, the oil
cooler or head gasket is defective or there
are cracks in the cylinder head or block)
The entry of cooling water into the oil is caused by

damage to the head gasket or by cracks in the head
or block.
Remove the head and gasket, and check for cracks
or damage.
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
Test compression and check Check for leakage from fuel

Check, replace injector
ring sealing feed pump
Replace fuel pump seal
12-42 102 SERIES

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.
When starting the engine at the beginning of the day,

If there is excessive white smoke, it show that there
is leakage from the injector.
Leakage from the injector or failure of the engine to
rotate smoothly is also a cause of low output. In such
cases, remove the injector, and repair or replace.
To test the sealing of the piston ring, check the cylin-

der compression.
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.
102 SERIES 12-43

Wear of damage of the turbocharger seal will cause

leakage of oil to the air crossover pipe, and the oil
may be sucked in and burn together with the fuel.
If this happens, it is possible to check by removing
the air crossover tube or charge air cooler piping and
looking for oil.
Defective sealing of the piston ring causes oil to

spurt from the breather tube or results in abnormal
consumption of oil.
Loss of oil occurs when the air compressor is worn

or when there is defective actuation. Pay careful
attention to the accumulation of carbon inside the
line from the compressor to the air tank. In addition,
if there is any abnormality in the air compressor
head or head gasket and the engine is stopped at
high temperature, oil will mix with the cooling water
or cooling water will mix with the oil.
12-44 102 SERIES

TESTING AND ADJUSTING FUEL INJECTION PUMP CALIBRATION DATA
FUEL INJECTION PUMP CALIBRATION DATA
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
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.)
FD50-7, FD60-7, FD70-7

6734-71-1240 12-48
FD50-7, FD60-7, FD70-7

6734-71-1290 12-49
6735-71-1320 FD80-7 (Distributor type fuel injection pump spec.) 12-50

S6D102E-1
6735-71-1390 FD80-7 (In-line type fuel injection pump spec.) 12-51
FD80-8 for EPA, EU
6736-73-1130 —
SA6D102E-2
FD80-8 for except EPA and EU
6736-73-1140 —
FD35Z/40Z/35/40/45/50A-8
6735-73-1110 SD23/25/30-6 for except EPA and EU —
FD35Z/40Z/35/40/45/50A-8
6735-73-1120 SD23/25/30-6 for EPA, EU —
S6D102E-2 (Distributor type fuel injection pump spec.)
FD50-8, FD60-8, FD70-8 for except EPA and EU

6735-73-1130 —
FD50-8, FD60-8, FD70-8 for EPA, EU
6735-73-1140 —
102 SERIES 12-45

Injection Pump Assembly Number Applicable Machine Applicable Engine

6734-71-1231
Model Serial No. Model Serial No.
( ): Injection Pump Manufacture's part No. FD35Z/40Z/35/40/ 6D102E-1
Injection Injection Pump 45/50A-7
Pump Type Manufactuer SD23/25/30-5
Distributor type fuel 
injection pump spec. 
VE ZEXEL
Injection Pump Specification Engine Specification

Flywheel horsepower
Rotating direction Clockwise (kW{HP}/rpm) 66.2 {88.7}/2,150 (Net)
Injection order 1–5–3–6–2–4 Maximum torque (Nm{kgm}/rpm) 328 {33.4}/1,500 (Net)
Injection interval 60˚ ± 30' High idling speed (rpm) 2,350 ± 50
Low idling speed (rpm) 700 ± 25
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
750 (68.0 ± 4.0) — 50 ± 2

1,000 (73.7 ± 3.5) — 50 ± 2 800 2.1 ± 0.4 432 ± 4.9 {44 ± 0.5}
a 1,075 70.3 ± 1.0 6.0 50 ± 2 + 0.5
1,075 3.7 – 0.4 —
a 350 13.8 ± 2.5 2.5 48 ± 2
Start Governing Idle
— — — —
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.
Adjustment of inj. quantity & governing for supply Timer characteristic
12-46 102 SERIES


6734-71-1270
( ): Injection Pump Manufacture's part No. FD35Z/40Z/35/40/ 6D102E-1
Injection Injection Pump 45/50A-7
Pump Type Manufactuer SD23/25/30-5
In-line type fuel 
PES-A ZEXEL

Flywheel horsepower
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
Calibration Standard ( ) : Injenction pump manufacture's part number

Conditions Service standard Manufacturer standard
• Service standard Nozzle & Nozzle holder part No. (105780-8140) 6734-11-3220
indicates data
using calibration Nozzle part No. (105780-0000) Nozzle hole 5 – 0.232 (700 cc/30 s)
test parts. Nozzle holder part No. (105780-2080) —
• Manufacture Injection pipe
standard is data (mm) 6 ✕ 2 ✕ 600 6 ✕ 1.8 ✕ 782
(Outside dia.x Inside dia.x Length )
for factory Test oil ASTM D975 No.2 diesel fuel or equivalent
test parts.
Oil temperature (˚C) 40 – 50
Nozzle opening pressure (MPa{kg/cm2}) 17.2 {175} 19.6 {200}
Transfer pump pressure (kPa{kg/cm2}) 157 {1.6} 157 {1.6}
Injection volume Service standard (cc/1,000 st) Manufacturer standard (cc/1,000 st)
Rack Rack Pump
point position speed Maximum Maximum
variance variance
(mm) (rpm) Injection volume between Injection volume between
• Rack positions cylinder cylinder
B to E are the ref-
ernce volume A(Basic point) 8.9 1,075 52.5 ± 1 ± 2.5
when adjusting the
injection volume. B (8.9) 750 —
• Marks a are C applox. 8.0 375 ± 15
average volumes. D — 100 85 +10
—
0
E — —
Governor perfomance
102 SERIES 12-47


6734-71-1240
( ): Injection Pump Manufacture's part No.
FD50-7, FD60-7 6D102E-1 26219100 –
Injection Injection Pump FD70-7
Pump Type Manufactuer Distributor type fuel 
VE ZEXEL

Flywheel horsepower
(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 800 69.3 ± 1.0 6.0 50 ± 2

1,000 (72.2 ± 3.5) — 50 ± 2 a 900 2.4 ± 0.4 598 ± 40 {6.1 ± 0.5}
1,125 70.9 ± 2.5 — 50 ± 2 + 0.5
1,125 3.7 – 0.4 —
a 350 14.9 ± 2.5 2.5 48 ± 2
—
a 1,250 20.3 ± 4.5 — 50 ± 2 Load timer standard specification
— Marks a are basic volume.
— Pump Average inj. Fuel
Injection volume a 51.8 ± 2.5 2.8 ± 0.5 50 ± 2

1,125 36.0 ± 3.0 1.1 ± 0.8 50 ± 2
20.0 ± 3.0 (2.0 ± 1.0) 50 ± 2
12-48 102 SERIES


6734-71-1290
FD50-7, FD60-7 6D102E-1 26219100 –
Injection Injection Pump FD70-7
Pump Type Manufactuer In-line type fuel 
PES-A ZEXEL

Flywheel horsepower


• Service standard Nozzle & Nozzle holder part No. (105780-8140) Made by bosch, 6734-11-3220
indicates data
standard is data (mm) 6 2 600 6 1.8 800
test parts.
2
Nozzle opening pressure (MPa{kg/cm }) 17.2 {175} 19.6 {200}
Rack Rack Pump
variance variance
B to E are the ref-
ernce volume A(Basic point) 9.3 1,125 66.5 ± 1 ± 2.5 54.5
when adjusting the
injection volume. B (9.3) 800 (54.5) ± 2 — (60.5)
• Marks a are C applox. 8.0 375 13.5 ± 1 ± 15 13.5
average volumes. D — 100 60 +10 — 85
0
E — — — — —
Governor perfomance
102 SERIES 12-49


6735-71-1320
FD80-7 6D102E-1 26219540 –
Injection Injection Pump Distributor type fuel 
Pump Type Manufactuer injection pump spec. 
VE ZEXEL

Flywheel horsepower
Injection order 1–5–3–6–2–4 Maximum torque (Nm{kgm}/rpm) 412 {42}/1,600 (Net)
(rpm) (mm3/st) (mm3/st) (˚C) (rpm) (mm) (kPa {mmHg})
500 (70.2 ± 3.5) — 48 ± 2
800 (0.6 ± 0.4)
Full load
a 800 75.0 ± 1.0 — 50 ± 2

1,000 86.6 ± 2.5 — 50 ± 2 a 90 1.0 ± 0.3 333 ± 30 {3.4 ± 0.4}
a 1,075 85.5 ± 1.0 Max. 7.0 50 ± 2
15 1.7 ± 0.4
a 350 11.0 ± 2.5 Max. 3.0 48 ± 2
a 1,200 60.5 ± 4.5 Max. 7.0 52 ± 2 Load timer standard specification

Marks a are basic volume.
Pump Average inj. Fuel
Injection volume
12-50 102 SERIES


6735-71-1390
FD80-7 6D102E-1 26219540 –
Injection Injection Pump In-line type fuel 
Pump Type Manufactuer injection pump spec. 
PES-A ZEXEL

Flywheel horsepower


• Service standard Nozzle & Nozzle holder part No. (105780-8140) Made by bosch, 6732-11-3120
indicates data
standard is data (mm) 6 ✕ 2 ✕ 600 6 ✕ 1.8 ✕ 800
test parts.
2
Nozzle opening pressure (MPa{kg/cm }) 17.2 {175} 21.6 {220}
Rack Rack Pump
variance variance
B to E are the ref-
ernce volume A(Basic point) 9.7 1,125 ±1 ± 2.5
when adjusting the
injection volume. B (9.7) 800 (70.5) ± 2 —
• Marks a are C R2 (8.2) 375 15 ± 1 ± 15
average volumes. D — 100 85 +10
—
0
E — — — — — —
Governor perfomance Boost compensator performance cuve
102 SERIES 12-51

TESTING AND ADJUSTING RUNNING IN STANDARD
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.
Engine Applicable Order

Item
model machine 1 2 3 4 5 6
FD35Z/40Z/35/ Running time min 2 10 2 3

40/45/50A-7 Engine speed rpm 750 1,000 1,200 1,600
6D102E-1
FD50/60/70-7 Load N{kg} 0 {0} 98 {10} 250 {25} 440 {45}
SD23/25/30-5 Flywheel hosepower kW{HP} 0 {0} 7.2 {9.9} 22 {29.6} 53 {71}
Running time min 2 10 2 3

Engine speed rpm 750 1,000 1,200 1,600
S6D102E-1 FD80-7
Load N{kg} 0 {0} 98 {10} 250 {25} 440 {45}
Flywheel hosepower kW{HP} 0 {0} 7.2 {9.9} 22 {29.6} 53 {71}
Running time min 2 10 2 3

Engine speed rpm 900 1,000 1,200 1,600
SA6D102E-2 FD80-8
Load N{kg} 0 {0} 98 {10} 250 {25} 440 {45}
Flywheel hosepower kW{HP} 0 {0} 7.2 {9.9} 22 {29.6} 53 {71}
FD35Z/40Z/35/ Running time min 2 10 2 3

40/45/50A-8 Engine speed rpm 800 1,000 1,200 1,600
S6D102E-2
FD50/60/70-8 Load N{kg} 0 {0} 98 {10} 250 {25} 440 {45}
SD23/25/30-6 Flywheel hosepower kW{HP} 0 {0} 7.2 {9.9} 22 {29.6} 53 {71}
12-52 102 SERIES

TESTING AND ADJUSTING PERFORMANCE TEST CRITERIA
PERFORMANCE TEST CRITERIA

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).
Engine Applicable Engine Dynamometer

Test item Specifications Speed
model machine N{kg}
(rpm)
FD35Z/40Z/35/ Flywheel horsepower 70 kW/2,150 rpm (Net) 2,150 ± 5 406 – 451

40/45/50A-7 {95 HP/2,150 rpm} (Net) {41.4 – 46.0}
SD23/25/30-5 Max. torque 343 Nm/1,500 rpm (Net) 1,500 ± 100 438 – 493

 Distributor
type fuel  {35 kgm/1,500 rpm} (Net) {44.7 – 50.3}
 injection  High idling speed 2,350 ± 50 rpm 2,350 ± 50 —
 pump spec. Low idling speed 700 ± 25 rpm 700 ± 25 —

40/45/50A-7 {95 HP/2,150 rpm} (Net) {41.4 – 46.0}
SD23/25/30-5 Max. torque 343 Nm/1,500 rpm (Net) 1,500 ± 100 438 – 493

 In-line
6D102E-1
FD50-7 Flywheel horsepower 73 kW/2,250 rpm (Net) 2,250 ± 5 406 – 475
FD60-7 {100 HP/2,250 rpm} (Net) {41.4 – 48.4}
FD70-7 Max. torque 353 Nm/1,600 rpm (Net) 1,600 ± 100 455 – 509

 Distributor
type fuel 
{36 kgm/1,600 rpm} (Net) {46.4 – 51.9}

FD60-7 {100 HP/2,250 rpm} (Net) {41.4 – 48.4}

 In-line  {36 kgm/1,600 rpm} (Net) {46.4 – 51.9}
 type fuel
injection  High idling speed 2,500 ± 50 rpm 2,500 ± 50 —
12-54 102 SERIES

Î For fuel, use ASTM D975 No. 1 or No. 2.

Î For lubricant, use SAE15W-40 or SAE30 oil.
Flywheel Fuel Cooling water Lubricating oil Lubricating oil Exhaust

hosepower Torque
consumption temperature temperature pressure temperature
kW(HP) Nm(kgm)
(sec/100cc) (°C) (°C) kPa{kg/cm2} (°C)
65.5 – 72.9 (Gross) — — 75 – 94 80 – 110 390 – 590 Max. 650

{87.6 – 97.6} (Gross) {3.5 – 6.0}
— 314 – 353 (Gross) — 75 – 94 80 – 110 — Max. 650
{32 – 36} (Gross)
— — — 75 – 94 80 – 110 — —
— — — 75 – 94 Min. 80 Min.150 {Min.1.5} —
65.5 – 72.9 (Gross) — — 75 – 94 80 – 110 390 – 590 Max. 650

{87.6 – 97.6} (Gross) {3.5 – 6.0}
— 314 – 353 (Gross) — 75 – 94 80 – 110 — Max. 650
{32 – 36} (Gross)
— — — 75 – 94 80 – 110 — —
— — — 75 – 94 Min. 80 Min.150 {Min.1.5} —
67.5 – 79.1 (Gross) — — 75 – 94 80 – 110 390 – 590 Max. 650

{90.4 – 106.0} (Gross) {3.5 – 6.0}
— 326 – 365 (Gross) — 75 – 94 80 – 110 — Max. 650
{33.2–37.2}(Gross)
— — — 75 – 94 80 – 110 — —
— — — 75 – 94 Min. 80 Min.150 {Min.1.5} —
67.5 – 79.1 (Gross) — — 75 – 94 80 – 110 390 – 590 Max. 650

{90.4 – 106.0} (Gross) {3.5 – 6.0}
— 326 – 365 (Gross) — 75 – 94 80 – 110 — Max. 650
{33.2–37.2}(Gross)
— — — 75 – 94 80 – 110 — —
— — — 75 – 94 Min. 80 Min.150 {Min.1.5} —
102 SERIES 12-55

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).
Engine Applicable Engine Dynamometer

Test item Specifications Speed
model machine N{kg}
(rpm)

 {130 HP/2,250 rpm} (Net) {54.3 – 59.5}
Distributor
type fuel 
injection 
Max. torque 431 Nm/1,600 rpm (Net) 1,600 ± 100 617 – 685
pump {44 kgm/1,600 rpm} (Net) {62.9 – 69.8}
spec. High idling speed 2,500 ± 50 rpm 2,500 ± 50 —
Low idling speed 700 ± 25 rpm 700 ± 25 —
S6D102E-1

 In-line
type fuel 
{130 HP/2,250 rpm} (Net) {54.3 – 59.5}
 injection  Max. torque 480 Nm/1,600 rpm (Net) 1,600 ± 100 617 – 685
 pump spec. {49 kgm/1,600 rpm} (Net) {62.9 – 69.8}
High idling speed 2,500 ± 50 rpm 2,500 ± 50 —


In-line
type fuel 
{130 HP/2,250 rpm} (Net) {52.3 – 57.8}
SA6D102E  injection Max. torque
 431 Nm/1,600 rpm (Net) 1,600 ± 100 597 – 663
-2  pump spec. {44 kgm/1,600 rpm} (Net) {60.9 – 67.6}
High idling speed 2,500 ± 50 rpm 2,500 ± 50 —

40/45/50A-8 {95 HP/2,150 rpm} (Net) {41.9 – 46.5}
SD23/25/30-6
Max. torque
 372 Nm/1,000 rpm (Net) 1,000 ± 100 457 – 526
 Distributor
S6D102E-2
FD60-8 {103 HP/2,250 rpm} (Net) {42.2 – 46.7}

 Distributor
type fuel 
{40 kgm/1,000 rpm} (Net) {52.6 – 60.5}
12-56 102 SERIES

Î For fuel, use ASTM D975 No. 1 or No. 2.

Î For lubricant, use SAE15W-40 or SAE30 oil.
Flywheel Fuel Cooling water Lubricating oil Lubricating oil Exhaust

hosepower Torque
consumption temperature temperature pressure temperature
kW(HP) Nm(kgm)
(sec/100cc) (°C) (°C) kPa{kg/cm2} (°C)
88.5 – 97.2 (Gross) — — 75 – 94 80 – 110 390 – 590 Max. 650

{118.6 – 130.3} (Gross) {3.5 – 6.0}
— 441 – 490 (Gross) — 75 – 94 80 – 110 — Max. 650
{45.0–50.0}(Gross)
— — — 75 – 94 80 – 110 — —
— — — 75 – 94 Min. 80 Min.150 {Min.1.5} —
88.5 – 97.2 (Gross) — — 75 – 94 80 – 110 390 – 590 Max. 650

{118.6 – 130.3} (Gross) {3.5 – 6.0}
— 441 – 490 (Gross) — 75 – 94 80 – 110 — Max. 650
{45.0–50.0}(Gross)
— — — 75 – 94 80 – 110 — —
— — — 75 – 94 Min. 80 Min.150 {Min.1.5} —
86.6 – 95.7 (Gross) — — 75 – 94 80 – 110 390 – 590 Max. 650

{117.7 – 130.1} (Gross) {3.5 – 6.0}
— 443 – 490 (Gross) — 75 – 94 80 – 110 — Max. 650
{45.2–50.0}(Gross)
— — — 75 – 94 80 – 110 — —
— — — 75 – 94 Min. 80 Min.150 {Min.1.5} —
66.3 – 73.4 (Gross) — — 75 – 94 80 – 110 390 – 590 Max. 650

{88.9 – 98.4} (Gross) {3.5 – 6.0}
— 327 – 377 (Gross) — 75 – 94 80 – 110 — Max. 650
{33.4–38.4}(Gross)
— — — 75 – 94 80 – 110 — —
— — — 75 – 94 Min. 80 Min.150 {Min.1.5} —
69.9 – 77.2 (Gross) — — 75 – 94 80 – 110 390 – 590 Max. 650

{93.7 – 103.5} (Gross) {3.5 – 6.0}
— 369 – 425 (Gross) — 75 – 94 80 – 110 — Max. 650
{37.7–43.3}(Gross)
— — — 75 – 94 80 – 110 — —
— — — 75 – 94 Min. 80 Min.150 {Min.1.5} —
102 SERIES 12-57

TESTING AND ADJUSTING TROUBLESHOOTING DEFECTIVE ACTUATION OF FEED PUMP
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).
The normal drop in pressure at the filter is a maxi-

mum of 21 kPa{0.2 kg/cm2}.
The filter becomes clogged by the dirt in the fuel,
so the drop in pressure increases. If the feed pump
becomes worn, its filtering capacity will drop, and
the fuel will pass through the dirty filter. This will
cause a drop in the engine output.
Caution: If the filter must be replaced frequently to

allow the engine to display its power to
the full, it means that the feed pump is
worn.
Testing feed pump
The output of the fuel feed pump can be tested by

the following two methods.
Test 1:Measure the output pressure with an in-line

pressure gauge.
Test 2:Measure the flow
TEST 1: TESTING OUTPUT PRESSURE
Start the engine and measure the output of the fuel

feed pump with an in-line pressure gauge.
Min. pressure
21kPa{0.2kg/cm2}
12-58 102 SERIES

TEST 2: TESTING FLOW
Caution: To prevent the engine from starting, re-

move the connection of the fuel cut-off
wiring. If there is fuel remaining in the
injection pump, the engine may start.
Caution: Do not keep the starting motor rotating
for more than 30 seconds continuously. If
it is run continuously for more than 30 sec-
onds, the starting motor may be dam-
aged.
Remove the connection of the cut-off solenoid wire,

hold the tachometer (799-203-8001) by hand, and
measure the engine speed.
Caution: Leave the cut-off solenoid wire discon

nected and carry out the following check.
Remove the connection of the output pressure line

from the fuel feed pump and insert it in a container.
Crank the engine with the starting motor for 30 sec-
onds and measure the flow of fuel from the fuel
feed pump.
Look at the chart and find the correct flow specifi-
cations of the diaphragm type fuel feed pump.
• Draw a vertical line up from the measurement

for the speed.
• Draw a horizontal line from the measurement
for the flow to the point where it intersects
the vertical line for the engine speed.
• If the intersection is above the necessary flow
line, it indicates that the flow is permissible.
• If the intersection is below the necessary flow
line, it indicates that the flow is not permis-
sible.
This shows that the actuation of the pump is
defective or that the line resistance is too high.
Example 1 Engine speed: 230 rpm

Passing pump Flow: 260 ml
Failing pump Flow: 240 ml
102 SERIES 12-59

TROUBLESHOOTING
FEED PUMP (PISTON TYPE)
On the 102 engines, three types of piston pumps

are used for the fuel feed pump.
On 102 engines equipped with a distributor type

fuel injection pump, the part number 3918076 pis-
ton style fuel feed pump can be used as an option.
Caution: Part numbers 3918076 and 3918000 look

the same from the outside. When distin-
guishing these two fuel feed pumps, mea-
sure the free length of the pumping spring.
The free length of the spring on the 3918076 fuel

feed pump is 53.5 mm.
On the 300 HP marine 102 engine, part number

3918000 piston type fuel feed pump is standard.
Caution: Part numbers 3918076 and 3918000 look

the same from the outside. When distin-
guishing these two fuel feed pumps, mea-
sure the free length of the pumping spring.
The free length of the spring on the 3918000 fuel

feed pump is 58 mm.
On the 91 102 engine equipped with the Bosch

P7100 in-line fuel injection pump, part number
On the 94 102 engine equipped with the Bosch
P7100 in-line fuel injection pump, part number
12-60 102 SERIES

With the piston type fuel feed pump, if the plunger

is moved towards the special lobe of the camshaft,
it is driven mechanically. The fuel feed pump is
equipped with a pumping piston and check valve
which bleeds back and controls the fuel flow when
the engine is shut off.
The normal pressure drop at the fuel filter is a maxi-

mum of 35 kPa{0.4 kg/cm2} .
The filter becomes clogged by the dirt in the fuel,
so the drop in pressure increases. If the feed pump
becomes worn, its ability to let fuel flow through
will drop, and the fuel will pass through the dirty
filter. This will cause a drop in the engine output.
Caution: If the filter must be replaced frequently to

allow the engine to display its power to
the full, it means that the feed pump is
worn.
The output of the piston type fuel feed pump can

be tested by the following two methods.
Test 1:Measure the output pressure with an in-line

pressure gauge.
Test 2:Measure the flow
TEST 1: TESTING OUTPUT PRESSURE
Start the engine and measure the output of the fuel

feed pump with an in-line pressure gauge.
Min. pressure
172kPa{1.8kg/cm2}
102 SERIES 12-61

TEST 2: TESTING FLOW
Caution 1: To prevent the engine from starting, re-

move the connection of the fuel cut-off
wiring. If there is fuel remaining in the
injection pump, the engine may start.
Caution 2: Do not keep the starting motor rotat-
ing for more than 30 seconds continu-
ously. If it is run continuously for more
than 30 seconds, the starting motor may
be damaged.
Remove the connection of the cut-off solenoid wire,

hold the tachometer (799-203-8001) by hand, and
measure the engine speed.
Caution: Leave the cut-off of solenoid wire discon-

nected and carry out the following check.
Remove the connection of the output pressure line

from the fuel feed pump and insert it in a container.
Crank the engine with the starting motor for 30 sec-
onds and measure the flow of fuel from the fuel
feed pump.

cations of the part number 3918076 fuel feed pump.

for the speed.
sible.

12-62 102 SERIES


cations of the part number 3918000 fuel feed pump
used on the 300 HP 102 engine.

for the speed.
sible.


cations of the part number 3917334 fuel feed pump
used on the Bosch P7100 in-line fuel injection
pump.

for the speed.
sible.

If the measured flow is below the line in the above

charts, check the resistance at the inlet port before
disassembly and cleaning the fuel feed pump.
The resistance at the inlet port must not exceed
100 mmHg.
If air enters the fuel or the amount of fuel is re-

duced, connect the inlet port of the fuel feed pump
to a temporary supply line and isolate the fuel feed
pump, then carry out the same checks as described
above.
102 SERIES 12-63

When the fuel feed pump sends the necessary

amount of fuel from the temporary supply line,
check for resistance and suction leakage to the fuel
feed pump inside the fuel circuit.
1. Supply line
2. Pre-filter
3. Supply line
4. Supply tank
5. Tank vent
First, check the supply tank vent equipped with a

plug.
Clean or replace the pre-filter.

In cold areas, check that the fuel is liquefied and is
not clogging the pre-filter.
Check for any defect (twisting) which causes resis-

tance in the fuel supply line. Remove the fuel sup-
ply line and blow it with air to clear it.
12-64 102 SERIES

TESTING AND ADJUSTING TESTING AIR INSIDE FUEL SYSTEM
TESTING AIR INSIDE FUEL

SYSTEM
If the fuel supply line, fuel filter, fuel injection pump,
high-pressure fuel line, or injectors are replaced,
air will enter the fuel system. Follow the specified
procedure to bleed the air from the fuel system.
With the fuel feed pump, a positive pressure passes

through the fuel filter and the fuel supply line and
is applied to the fuel injection pump, so if connec-
tions are loose or there is any defect in the seals,
there will be leakage of fuel.
It is easy for air to enter the fuel system between

the inlet port of the fuel feed pump and the suction
tube of the fuel tank. On fuel tanks equipped with
a fuel outlet port fitting at the top, the suction tube
extends into the tank.
If there are cracks or pin holes in the weld connect-
ing the tube to the fitting, air will enter the fuel sys-
tem.
If air enters the fuel system, it will be difficult to

start the engine and the engine will not rotate
smoothly. This will cause improper ignition and
drop in output, as well as excessive smoke and fuel
knocking.
102 SERIES 12-65

TESTING AIR INSIDE FUEL SYSTEM
TESTING AND ADJUSTING TESTING WATER SEPARATOR, FUEL FILTER
The pressure release valve in the Bosch P7100 fuel

injection pump at the supply end of fuel circuit acts
as an automatic bleeding device to remove the air
entering when components at the supply end are
replaced.
If there is a small amount of air in the system, op-
erate the hand primer of the fuel feed pump or run
the engine to bleed the air from the pump.
The Bosch P7100 fuel injection pump is fitted with

a jump-over tube which drains the return fuel and
air from the pressure relief valve directly to the
supply tank.
On the Nihon Denso EP-9 in-line fuel injection

pump, it is necessary to vent the air through be-
fore starting the engine for the first time or before
replacing the pump, or when running the engine
after it has run out of fuel.
TESTING WATER SEPARATOR,

FUEL FILTER
To ensure trouble-free operation and long life of
the fuel system, it is important to filter out and sepa-
rate the water from the fuel. There are some places
where the clearance between parts of the fuel in-
jection pump is extremely close. For this reason,
these parts can be easily damaged by rust or dirt.
Check that the correct element is being used.
12-66 102 SERIES

TESTING AND ADJUSTING TESTING WATER SEPARATOR, FUEL FILTER
The element is equipped with a valve which can be

periodically opened to drain out the accumulated
water.
The dual water separator/filter adapter also has fil-

tering ability. The fuel passes through the adapter,
flows to the large assembly type fuel and water
separator filter, then returns to the fuel filter and is
finally filtered.
In order to remove the water from the fuel, it is

necessary to carry out periodic maintenance, such
as draining the moisture from the supply tank and
fuel and water separator/filter.
As shown in the diagram, on the 1991 and later

models of the automobile 102 engine equipped with
the Bosch P7100 in-line fuel injection pump, there
is a fuel filter installed behind the intake manifold.
102 SERIES 12-67

TESTING AND ADJUSTING TROUBLESHOOTING FAILURE OF FUEL INJECTION PUMP
TROUBLESHOOTING FAILURE OF FUEL

INJECTION PUMP (BOSCH VE, LUCAS CAV)
The Bosch VE, Lucas CAV DTA, Stanadyne DB4, and
Lucas CAV DPS fuel injection pumps are rotary dis-
tributor pumps. These pumps carry out the fol-
lowing four types of basic function.
1. Creating the high fuel pressure required for

injection.
2. Measuring the correct amount of fuel for
each injection cycle.
3. Sending the measured amount of fuel at
high pressure to each cylinder at the cor-
rect time.
4. Changing the timing in proportion to the
engine speed.
The fuel injection pump simply uses a single

plunger or rotor to create the necessary high pres-
sure for injection and to send the fuel to the en-
gine.
The 4-cylinder Robert Bosch VE fuel injection pump
plunger is as shown in the diagram.
The 4-cylinder Lucas CAV DPA rotor is as shown in

the diagram.
If the rotor or plunger become worn or damaged,
the pressure and amount of injected fuel will
change, so the engine output will drop. Generally
speaking, when the fuel injection pump injects fuel
from one outlet port, fuel is sent out from all
outlet ports.
The Stanadyne DB4 fuel injection pump uses a

single rotor fitted with two plunger to create the
high pressure necessary for fuel injection and
sends the fuel to the engine.
The diagram shows the 4-cylinder DB4 rotor.
If the rotor or plunger become worn or dam-
aged, the pressure and amount of injected fuel will
change, so the engine output will drop. Generally
speaking, when the fuel injection pump injects fuel
from one outlet port, fuel is sent out from all
outlet ports.
12-68 102 SERIES

DEFECTIVE ACTUATION OF GOVERNOR
The balance between the position of the control

lever and the governor flyweight controls the mea-
surement of the fuel. The engine output changes
according to the set conditions and the perfor-
mance of the fuel injection pump governor.
To check the performance of the governor, it is nec-
essary to use special equipment operated by a
qualified person. If the seal of the Robert Bosch
VE external adjustment screw is damaged, it will
become impossible to adjust the fuel speed.
The Lucas CAV DPA/DPS fuel pumps use a codified

spring connection to change the governor setting.
If the governor spring connection is not correct,
there will be an adverse effect on the performance.
Adjustment and changing of rating are explained
in this section.
STROKE OF FUEL CONTROL LEVER AND

ADJUSTMENT
The amount of injected fuel and the engine speed

and output are controlled by the fuel control lever.
If there is resistance to the stroke of the lever, it will
cause low output. When troubleshooting low out-
put, always check the full stroke of the lever.
LUCAS CAV ADJUSTMENT SCREW

There is a lever stopper installed to the idling
adjustment screw for low speed. If the adjustment
screw is used, it is possible to raise the accessory
loading idling speed, or if necessary, to lower the
idling speed. The high-idling screw is sealed, so
any adjustment must be made at an authorized
repair shop and the screw must be resealed.
A - Idling screw
B - High idling screw
102 SERIES 12-69

BOSCH VE ADJUSTMENT SCREW
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.
Caution: The fuel control lever of the Robert Bosch

VE fuel injection pump is indexed by the
pump compensation center shaft. If the
lever is reduced and improperly installed
and adjusted, it will have an adverse ef-
fect on the engine speed and output.
MANUAL SHUT-OFF LEVER
Both fuel injection pumps are fitted with me-

chanical cut-off levers. When the lever is at the
operating position, it is under the force of the
spring. This manual cut-off control is not installed
for every purpose. There is no cable or rod
installed to the lever.
Caution: If the mechanical cut-off lever is moved

even slightly, there will be an effect on
the fuel flow and engine output.
At low output or when it is impossible to stop the

engine with the manual cut-off control, adjust the
length of the cable/rod to compensate so that op-
eration is possible for the whole lever stroke from
one stop position to the other stop position.
12-70 102 SERIES

At low output or when it is impossible to stop the

engine with the manual cut-off control, adjust the
length of the cable/rod to compensate so that op-
eration is possible for the whole lever stroke from
one stop position to the other stop position.
TIMING PROPULSION ANGLE

MECHANISM
The adjustment pressure created by the vane type

supply pumps of both fuel injection pumps is used
to advance the timing when the engine speed rises.
The return spring is used to delay the timing when
the engine speed goes down.
If the spring breaks, the timing will advance, and
this will cause torque loss, fuel knocking, and over-
heating of the engine.
If the timing is delayed, torque loss and high fuel
consumption will occur, and the exhaust will
change from white smoke to black smoke.
The timing propulsion angle mechanism on the

Lucas CAV DPA/DPS uses a check ball inside the
circuit. However, if this ball is forgotten during as-
sembly, there will be no timing propulsion angle.
When the timing mechanism is removed in order
to replace the fuel injection pump or repair leak-
age, do not forget to install the check ball again.
ELECTRICAL SHUT-OFF VALVE
Electrical shut-off valves are installed to the fuel

injection pump. These solenoid-actuated valves
shut off the supply of fuel to the high-pressure
pumping or dividing components.
The Robert Bosch VE shut-off valve is installed to
the top rear of the pump.
102 SERIES 12-71

The Lucas CAV DPA/DPS shut-off valve is installed

to the bottom rear of the pump.
12V and 24V operation actuation solenoids and stop
actuation solenoids can be used.
The Stanadyne DB4 shut-off valve is under the gov-

ernor cover.
12V and 24V operation actuation solenoids and stop
actuation solenoids can be used.
Test the Stanadyne DB4 fuel injection pump shut-

off solenoid by sending electricity to the terminal
and listening for the click.
If a clear click sound can be heard, the solenoid is
being actuated freely.
Caution: Do not check the actuation of the opera-
tion actuation solenoid with the gover-
nor cover removed from the fuel injection
pump.
Using the following values, check the operation
actuation solenoid with an ohmmeter.
Stanadyne DB4 solenoid

Energizing voltage
Voltage
(min)
12 8.8
24 17.6
When the valve on the Lucas CAV DPA/DPS pump

opens, a click can be heard.
Using the following values, check the operation
actuation solenoid with an ohmmeter.
CAV solenoid value resistance in ohms

Voltage Energizing voltage (min)
12 9 at 22ºC 9
24 36 at 22ºC 18
12-72 102 SERIES

When the Robert Bosch valve is actuated, no sound

can be heard, but the following values are obtained
when checking with an ohmmeter.
Robert Bosch Resistance in

shut-off value ohms Peak current
12 7.4+0.5 2
24 29.5+2.5 1
Caution: Do not connect the electric wire to the

solenoid when the plunger is removed. If
there is no plunger, the valve may be dam-
aged.
When there is defective actuation of the valve or

defective wiring of the valve, it is possible to carry
out troubleshooting by removing the plunger and
spring and installing the solenoid again.
Caution: Stop the engine with the mechanical type

shut-off lever.
If the engine is started without the valve, there will

be defective actuation of the valve or wiring.
Use this method where the plunger is removed and
the engine is started when the facilities must be
moved to the place of maintenance.
DELIVERY VALVE (LUCAS CAV)
A delivery tube is installed to the valve. The pur-

pose of the valve is to control the residual pres-
sure in the high-pressure line. If the valve actua-
tion is defective, the residual value will become
unequal, and the engine rotation will not be
smooth or there will be surging.
102 SERIES 12-73

TESTING AND ADJUSTING TESTING HIGH-PRESSURE FUEL PIPING
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.
The high-pressure fuel line is designed and manu-

factured so that it can send fuel at the injection pres-
sure to the injector. The high-pressure pulse makes
the line expand and contract during the injection
cycle.The diagram shows the high-pressure fuel
line for the distributor type fuel injection pump.
The diagram shows the high-pressure line for the

Bosch P7100 in-line fuel injection pump.
Do not weld or substitute the line. Use only parts

with a part number specified for the engine.
The length of the line, internal dimensions, and ri-
gidity are important elements in ensuring that the
engine operates smoothly. Look at the metal tag
to distinguish the part numbers for each line.
Caution: The fuel in the line is at extremely high

pressure, and is dangerous if it leaks. It
can penetrate the skin and cause serious
injury.
When checking for cracks or leakage, use a sheet

of cardboard. Rotate the engine and move the card-
board along the fuel line and check for injected fuel
hitting the cardboard.
If there is leakage of fuel, the engine performance
will drop.
12-74 102 SERIES

TESTING HIGH-PRESSURE FUEL PIPING
TESTING AND ADJUSTING TESTING FUEL INJECTION NOZZLE
Usually, after replacing the pump or line, there is

air in the fuel line. If there is air in the fuel line, the
engine will not rotate smoothly and there will be
fuel knocking.
Bleed the air from the high-pressure line through

the fitting connecting the injector. Bleed one line
at a time until the rotation of the engine becomes
smooth.
If the air cannot be removed, check for air being
sucked into the pump and supply line.
TESTING FUEL INJECTION

NOZZLE
Caution: Use only the injector specified for the en-
gine.
The engine uses a sealed nozzle and hole-type in-

jector. The injector part number differs according
to the engine rating. With part numbers, the injec-
tor is distinguished by the final four digits.
During the injection cycle, the high pressure from

the fuel injection pump raises the actuation (pop)
pressure and lifts the needle valve inside the injec-
tor.
Fuel is injected into the cylinder. If the injection
pressure goes below the pop pressure, the spring
with shim closes the needle valve and seals the
nozzle after injection.
102 SERIES 12-75

TESTING AND ADJUSTING TESTING FUEL INJECTION NOZZLE
During normal operation, if the needle valve is lifted

up and does not close, or the needle valve remains
open and does not move, there will be defective
ignition in the engine and the output will drop. If
fuel leakage occurs from the open nozzle,
there will be fuel knocking, drop in performance,
smoke, drop in fuel consumption, and irregular
rotation of the engine.
To find if any cylinder is misfiring, start the engine,

loosen the fuel line nut for one cylinder, and listen
for any change in the engine speed.
If the engine speed goes down, the injector is send-
ing fuel correctly to the cylinder.
Check each cylinder in turn to locate the injector
which is not working properly.
Before going on to the next injector, check that the
fuel line nut is tightened.
Remove the defective injector and test or replace

it.
If the engine ignition does not return to normal
when the injector is replaced, check the high-pres-
sure line for leakage. Check also for defects in the
delivery valve, such as the fuel draining back to
the fuel injection pump.
If carbon accumulates in the nozzle orifice, the en-

gine output will drop. Remove the spray pattern
and check or replace the injector.
12-76 102 SERIES

TESTING FUEL DRAIN PIPING
TESTING AND ADJUSTING BLEEDING AIR FROM FUEL SYSTEM
TESTING FUEL DRAIN PIPING
The fuel system is designed to use fuel to cool and

lubricate the fuel injection pump and injectors. Fuel
is continuously vented from the fuel injection pump
and leaks in small quantities from the needle valve
in the injector during injection. The leaked fuel
returns from the fuel drain manifold to the supply
tank.
Resistance in the fuel drain manifold affects the

actuation of the injector and the fuel measurement
control on the Lucas CAV DPA/DPS fuel injection
pump. Resistance in the fuel drain manifold which
hinders injection raises the case pressure of the
fuel injection pump.
If there is any unexplained shut-off, wait for the
end of the waiting period, then measure the resis-
tance in the manifold drain line when starting the
engine again.
Caution: The resistance raises the fuel temperature

and lowers the engine output.
BLEEDING AIR FROM FUEL

SYSTEM
The air bleed control is carried out at the fuel
injection pump through the fuel drain manifold.
When the filter or fuel injection pump supply line
are replaced, a small amount of air enters and this
is vented automatically according to the expla-
nation when the fuel filter is replaced.
Bleed the air manually in the following cases.
• If the fuel filter was not filled with fuel before

installing.
• If the fuel injection pump is replaced.
• If the high-pressure fuel line connections are
loosened or the line is replaced.
• When the engine is first started or when the
engine is started after a long period out of use.
engine is started after a long period out of use.
102 SERIES 12-77

TESTING AND ADJUSTING BLEEDING AIR FROM FUEL SYSTEM
BLEEDING AIR FROM LOW PRESSURE

CIRCUIT AND FUEL FILTER
10 mm
Open the bleed screw.
Operate the hand lever until there is no more air

in the fuel flowing from the fitting.
3 : 9 Nm{0.92 kg/cm2}
Tighten the bleed screw.
BLEEDING AIR FROM FUEL INJECTION

PUMP
On the Nihon Denso EP-9 and Lucas CAV fuel in-

jection pumps, it is possible to vent the air/fuel from
the position shown in the diagram. On the Lucas
CAV fuel injection pump, the fuel solenoid valve
must be energized before venting.
Loosen the vent screw and operate the priming
lever of the fuel injection pump to prime the fuel
injection pump. Then tighten the vent screw.
Caution: The engine must be at the RUN position.

The engine may start, so check that all
measures have been taken to ensure
safety. Carry out the normal procedure
for starting the engine.
Caution: When bleeding air from the fuel system
using the starting motor, do not run the
starting motor for more than 30 seconds
continuously. After it has been run for 30
seconds, wait for 2 minutes.
If the starting motor is actuated, it is possible to

bleed the air also through the fuel drain manifold
line.
12-78 102 SERIES

BLEEDING AIR FROM FUEL SYSTEM
TESTING AND ADJUSTING ADJUSTING FUEL INJECTION TIMING
BLEEDING AIR FROM HIGH-PRESSURE

CIRCUIT
17 mm, 19 mm
Caution: The fuel in the line is at extremely high

pressure, and is dangerous if it leaks. It
can penetrate the skin and cause serious
injury.
Loosen the injector fitting, crank the engine, and

bleed the air from the line. After finishing, tighten
the fitting.
Caution: If fuel is spilled on the hot exhaust mani-

fold, there is danger of fire, so do not
bleed the air from the engine when it is
hot.
Run the engine and vent the air from one line at a
time until the engine rotates smoothly.
ADJUSTING FUEL INJECTION

TIMING
The timing of the pump and engine is extremely
important. Even if the crankshaft is only slightly
out of time, the following problems will occur with
the pump timing.
1. Drop in starting and output performance

2. Excessive smoke or exhaust gas
3. Drop in fuel consumption
The timing of the engine and pump starts with the

timing of the camshaft gear and drive gear for the
fuel injection pump.
The initial stage is the compression top dead cen-
ter (TDC) position for the No. 1 cylinder.
Because of the structure of the engine, the letter
on the gear must be aligned with the mark on the
camshaft gear.
102 SERIES 12-79

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.
Caution: It is unnecessary to align the timing mark

on the Nihon Denso EP-9 and Bosch P7100
drive gear.
When checking if the timing of the fuel injection

pump is correct, check the alignment mark on the
pump flange and gear flange.
Caution: The pump timing is advanced or retarded

(depending on the direction of rotation)
by 1º for every 1 mm from the timing
mark.
The Lucas CAV DPA, DPS, Stanadyne DB4, Bosch

VE fuel injection pumps are all equipped with a
device to lock the pump shaft at the position for
the No. 1 cylinder top dead center. Use a new part
or an adjusted fuel injection pump where the shaft
enters this position.
At the injection point, align the key groove on the

shaft with the hash mark on the seal housing indi-
cated in the diagram with the delivery valve that
receives the injection.
Caution: The mark shown in the diagram is simply

for reference. It must not be used to set
the fuel injection pump timing.
12-80 102 SERIES

A mark is made on the delivery valve of the No. 1

cylinder as shown in the diagram.
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
An engine timing mark for determining the top

dead center (TDC) position of the No. 1 cylinder is
made on the engine.
Caution: If the timing pin is aligned at an improper

position on the gear housing, it will be-
come impossible to check if the pump
timing is correct in the timing procedure.
After positioning the top dead center position of

the No. 1 cylinder correctly, the factory uses the
timing pin and camshaft gear hole to set the tim-
ing pin assembly to the gear housing. If the gear
housing or timing pin assembly are removed, they
must be returned to the same position. For de-
tails, see Section 7-20.
If the position of the timing pin assembly is not
correct, fix the position again. For details, see Sec-
tion 7-20.
After installing, make a mark on the flange of the

replacement pump in line with the mark on the
gear housing.
During manufacture, after the lock pump is in-

stalled to the engine where the No. 1 cylinder is
set to top dead center, a mark is stamped on the
gear housing and pump flange. After this, if both
marks are aligned, the timing of the pump and
engine will be correct.
Caution: The gear housing and pump flange marks

are different for each engine.
102 SERIES 12-81

If the position of the plunger of the Robert Bosch

VE fuel injection pump is measured using the spe-
cial indicator, it is possible to check the timing of
the pump.
For details, see Section 5-36 “Checking timing
(Bosch VE pump)”.
ADJUSTING FUEL INJECTION TIMING

FOR BOSCH VE
Rotate the crankshaft to TDC.
12 mm
Remove the plug from the end of the pump.
Timing tool (795-799-1270)
Caution: Do not bend the fuel line.
Install the timing indicator. Check that the stroke

of the indicator is sufficient.
It may be necessary to remove some of the fuel
lines from the fuel injection pump in order to in-
stall the timing indicator.
Caution: Make marks for 0.01 mm increase in the

indicator.
One rotation of the indicator needle is
equivalent to 0.50 mm.
12-82 102 SERIES

Until the movement of the indicator needle stops,

block the crankshaft in the opposite direction to
the engine rotation. Set the scale on the indicator
to 0.
Return the crankshaft to TDC and count the num-
ber of rotations of the indicator needle. The read-
ing at the point where the engine timing pin is
meshed is the amount of plunger lift of the pump
at that point.
13 mm
Rotate the pump with the mounting stud until the

indicator gives the correct value for the plunger lift.
The diagram shows examples of the indicator read-
ings for various values of the plunger lift.
Tighten the plunger mounting nut.
3 : 24 Nm{2.4 kgm}
12 mm
3 : 10 Nm{0.1 kgm}
Rotate the timing indicator. Install the plug.
ADJUSTING FUEL INJECTION TIMING

FOR LUCAS CAV
It is possible to check if the Lucas CAV DPA fuel

injection pump timing is correct by removing the
inspection plate.
Caution: Special facilities at an authorized repair
shop are necessary for determining ac-
curately the timing of the Lucas CAV DPA
fuel injection pump. However, when car-
rying out troubleshooting or in emergen-
cies, it is enough to rotate the engine
and carry out visual checks of the timing
mark alignment.
Explanation of both these checks is given in rela-

tion to replacement of the fuel injection pump. For
details of installing the timing pin housing, the ex-
planation is given in the section on basic engine
components.
102 SERIES 12-83

ADJUSTING LOW IDLING SPEED
TESTING AND ADJUSTING REPLACING FUEL INJECTION NOZZLE
ADJUSTING LOW IDLING

SPEED (BOSCH VE, LUCAS CAV)
10 mm
If necessary, loosen the adjustment screw locknut

and adjust the idling speed.
Caution: With the Stanadyne DB4 fuel injection

pump, do not lower the idling speed set
at the factory.
REPLACING FUEL INJECTION

NOZZLE
Preparatory work:
• Clean the area around the injector.
• Remove the high-pressure fuel supply line.
• Remove the fuel drain manifold.
Rust penetrant
Caution: If there is rust on the mounting nut, the

injector may rotate inside the bore when
the nut is loosened.
If this happens, the injector positioning ball will

gouge a hole in the bore and this will cause seri-
ous damage to the head.
Soak the mounting nut for at least 3 minutes in
rust penetrant.
Brass drift pin, hammer
Hit the injector body with a drift pin and remove

the rust.
12-84 102 SERIES

TESTING AND ADJUSTING TREPLACING FUEL INJECTION NOZZLE
24 mm box wrench, universal wrench
Hold the injector body with a universal wrench,

then loosen the mounting nut with a 24-mm box
wrench.
Puller (795-799-1170)
Remove the injector. If it is difficult to remove the

injector, use an injector puller.
When removing the injector, tap the injector with

the injector puller to move the injector up and
down.
Brush (795-799-1140)
Clean the injector nozzle bore.
102 SERIES 12-85

Install the injector and a new copper sealing

washer.
Use only one copper washer.
Operating hint: If the area between the washer and

injector is coated thinly with clean
15W40 engine oil, the washer will
not fall off during installation.
Warning: Injectors in early models (before 1991)

are fitted with a 9-mm injector tip which
cannot be used on engines assembled
after 1991. Engines assembled from
1991 use a 7-mm injector tip.
If a special adapter sleeve is used for the 7-mm

injector tip, a 7-mm injector can be used in the in-
jector hole on the early models (9 mm).
Coat the thread of the injector mounting nut and

the area between the top of the nut and the injec-
tor body with rust prevention agent.
12-86 102 SERIES

24 mm deep well socket
Caution: Align the protruding portion of the injec-
3 : 60 Nm{6.1 kgm}
tor with the notched portion of the bore.
Caution: With the current Bosch injector, there is

an O-ring on top of the mounting nut.
After tightening the injector, always push
an O-ring into the groove.
Assemble the fuel drain manifold and high-pres-

sure line.
Loosen the high-pressure fitting of the injector.
17 mm, 19 mm
Caution: The engine must be at the RUN position.

The engine may start, so check that all
measures have been taken to ensure
safety. Carry out the normal procedure
for starting the engine.
When starting the engine, bleed air from the line.

Tighten the fitting.
102 SERIES 12-87

TESTING AND ADJUSTING OF COOLING SYSTEM
TROUBLESHOOTING
COOLING SYSTEM
TROUBLESHOOTING
The function of the cooling system is to maintain

the specified operating of the engine. Part of the
heat generated by the engine is absorbed by the
cooling water circulating in the cylinder block and
head. The heat absorbed by the cooling water is
dissipated when the cooling water flows through
the radiator. When carrying out troubleshooting
for overheating, do not forget that if there is too
much in the oil pan, the friction when the rod jour-
nal enters the oil generates more heat.
If there is more oil than specified, it will result in a
rise in the oil temperature, and the temperature of
the cool water passing inside the oil cooler will also
rise.
The cooling system is designed to use the speci-

fied amount of cooling water. If the cooling water
level is low, the engine will be operated at above
the specified temperature.
Caution: If it is necessary to add water to the cool-

ing system frequently, there is leakage
somewhere in the cooling system. Locate
the cause of the leakage and carry out re-
pairs.
Caution: The cooling water passages in the engine

must be completely filled with cooling
water.
Air (bubbles) in the cooling water will cause cavi-

tation when the engine is running, and this will
reduce the efficiency of the heat conductivity. If
there are excessive bubbles in the cooling water,
concentrated overheating will occur at one part of
the cylinder head and block, and this will result in
cracking of the head, scoring of the cylinder, and
blowing out from the head gasket.
12-88 102 SERIES

When adding water, always vent the air from the

cooling water passage. Vent the air from the clear-
ance at the jiggle pin, and at the opening of the
water filler port and the top radiator hose. For en-
gines with an aftercooler, open the head valve
when adding water, then vent the air.
Caution: The air can be removed properly at a fill-

ing speed of 14 liters (3.5 U.S. gallons) per
minute.
Caution: When adding cooling water, prepare a

50% mixture of anti-freeze and water be-
fore starting. Anti-freeze does not have
the same capacity as water to remove
the heat from the engine, so if anti-freeze
is added to the engine first, the engine
will overheat before the water and anti-
freeze have mixed completely.
When operating the engine in areas where the

ambient temperature is above -37ºC, use a 50% mix
of water and ethylene glycol anti-freeze and water.
When operating the engine at temperatures below
-37ºC, we recommend a mixture of 40% water and
60% anti-freeze. Never use coolant with a concen-
tration of more than 60% anti-freeze.
Caution: Never use only water as the coolant. If

only water is used, it will cause corrosion,
and this will result in damage. The small
holes in the head gasket are in places
where it particularly easy for clogging to
occur. These holes act as orifices, and
their size is important. Do not increase
the size of the orifice. If the orifice size
becomes larger, the flow of cooling wa-
ter will become poor and it cannot pre-
vent overheating.
Water causes rust, so the narrow cooling water

passages will become even narrower. In addition,
if only water is used as the coolant for even com-
paratively short intervals, rust will occur in the cup
plug and this will cause leakage of water.
Caution: If engines under heavy load suddenly lose

their cooling water, there will be serious
damage to the piston and the cylinder
bore.
102 SERIES 12-89

RADIATOR CAP
The cooling system is designed to use a pressure

cap to prevent boiling of the cooling water.
The following caps are specified for the recom-
mended two systems.
System Cap
A.(For standard use) 104°C 103kPa(15psi)

B. (For light-duty use) 99°C 48kPa(7psi)
Use of unsuitable caps or caps with defective func-

tion will cause the cooling water to flow out and
the engine to run at high temperature.
If air gets into the cooling water, when the water

becomes hot, it will overflow and flow out. The
heated air will expand and increase the pressure
in the cooling system, so the cap may also fly off.
In the same way, if compressed gas leaking from
the head gasket enters the cooling water, it may
also cause overflow.
Both the cooling system and lubricating system

are under considerable pressure when the engine
is running, so if there is leakage between the two
systems, the two fluids may mix. For example, this
may happen at the head gasket or oil cooler. (For
details, see the section on the lubricating system)
Caution: The transmission oil also passes through

the transmission oil cooler in the bottom
tank of the radiator, so it may also leak
into the cooling water.
12-90 102 SERIES

WATER PUMP
The water pump sucks up cooling water from the

bottom of the radiator, sends it to the engine, and
returns it to the top of the radiator for cooling. If
the flow of water is reduced or stopped, the en-
gine temperature will rise.
The pump is driven by belt from the crankshaft

pulley. An automatic belt tensioner is installed to
prevent the belt from slipping off the pump pulley.
If the tensioner does not work properly, the rota-
tion of the pump impeller will become slower,
and the flow of cooling water will be reduced.
The flow of cooling water is also reduced by dete-

rioration of the hose to the water pump. Normally,
if the engine is run at low speed, the hose will not
deteriorate. Check the hose when the engine is
running at rated speed.
Caution: Confirm that the engine is at the operat-

ing temperature. The thermostat is fully
open when the operating temperature is
a minimum of 90ºC.
If the water pump becomes worn or the actuation

is defective, it cannot send the necessary amount
of cooling water, so the operating temperature of
the engine will rise. However, before checking the
cooling water flow or replacing the pump, consider
other possibilities shown in the list of possible
causes for troubleshooting.
102 SERIES 12-91

As mentioned in the explanation for the cooling

water system, resistance in the passage may pre-
vent the water from flowing.
RADIATOR, FAN, AND RADIATOR

SHUTTER
The air blown against the fins of the radiator by

the fan acts to cool the water sent through the ra-
diator. The dirt on jobsites (bits of paper, dry grass,
pieces of cloth, dust, etc.), may clog the fins and
prevent the flow of air, so the cooling effect of the
radiator will be reduced.
In cases where the fan is driven by a belt, if the belt

slips, the speed of the fan will be reduced, and this
will reduce the cooling effect. Defective actuation
of the automatic belt tensioner is also a problem.
Caution: Check the bearings of the fan hub and

other pulleys to confirm that they are not
causing vibration or slipping of the belt.
With electric fans, if there is a failure in the electri-

cal circuit, the flow of air will be insufficient and
this will lead to a rise in the temperature of the
engine.
Caution: Check that the temperature sensor is work-

ing properly.
12-92 102 SERIES

In some cases, a heat-sensitive fan may also be

used. These types of fan are actuated only when it
is necessary to maintain the cooling water at a fixed
temperature. If the fan does not rotate even when
the temperature of the cooling water rises, the
engine will overheat. If the fan does not stop when
the water temperature goes down, the engine will
operate at low temperature.

ing properly.
The shutter is designed to regulate the amount of

air passing through the radiator.
If the shutter is not opened when necessary, the
engine will overheat; if it is not closed when nec-
essary, the flow of air will be excessive and the
engine will overcool.

ing properly. Check the control of the air
pressure actuated shutter. Check for leak-
age of air.
A winter front can be used on charge air-cooled

engines, but the design must cover only one part
of the front of the cooling system. With the front
of the air-cooled system, an opening of at least 120
square inches must be made to allow the air to
pass.
If the fan shroud is not suitable or is damaged, the

flow of air will be reduced and the engine will over-
heat.
Caution: Check that the air is not circulating repeat-

edly. Check that the baffle is not missing.
102 SERIES 12-93

THERMOSTAT
The thermostat controls the temperature of the

cooling water. If the water temperature is below
the operating temperature, the cooling water by-
passes the radiator and is sent to the water pump.
When the water temperature reaches a certain
temperature, the thermostat opens, the bypass
closes, and the cooling water is sent to the radia-
tor.
Caution: Never operate the engine without a ther-

mostat installed. If there is no thermo-
stat, the cooling water will flow through
the bypass, which has less resistance, and
go straight to the pump, so the engine
will overheat.
If the thermostat is not suitable or the actuation is

defective, the engine will overheat or overcool.
As mentioned in the section on the cooling water,

when adding water to the cooling system, use the
jiggle pin to vent the air.
12-94 102 SERIES

Vent the air, and when the water filling operation

is completed, use the jiggle pin as a check valve
and set so that no cooling water flows to the pin
hole when the engine is running.
Caution: If there is no jiggle pin, the engine will

overcool.
If the jiggle pin blocks the hole, the thermostat will

react to the cooling temperature and open, so the
flow of water to the radiator will be controlled.
WATER TEMPERATURE GAUGE, FUEL

GAUGE, OVERLOAD
A gauge and sensor are used to measure the tem-

perature of the cooling water.
If the actuation of these is defective, the tempera-
ture display will not be correct.
Caution: Excessive fuel will cause overheating of

the engine. Check that the fuel pump is
properly adjusted.
102 SERIES 12-95

TROUBLESHOOTING DEFECTIVE ACTUATION OF COOLING SYSTEM
TESTING AND ADJUSTING TESTING CARBON DEPOSIT IN AIR COMPRESSOR
Caution: If the engine is always under excessive

load, the engine will overheat.
TESTING CARBON DEPOSIT

IN AIR COMPRESSOR
Stop the engine.

Open the drain valve of the wet tank and release
the compressed air from the line.
Clean the compressor with steam.

Dry it with compressed air.
Remove the air inlet port connection and outlet port

connection from the air compressor.
12-96 102 SERIES

TESTING CARBON DEPOSIT IN AIR COMPRESSOR
TESTING AND ADJUSTING TESTING AIR LEAKAGE FROM AIR COMPRESSOR
As shown in the diagram, measure the thickness

of the carbon deposit on the inside of the air deliv-
ery line.
Caution: The thickness of the carbon deposit must

not exceed 1.6 mm.
Warning: In order to prevent personal injury or

property damage, the air delivery line
must be made of material able to with-
stand high temperature and high pres-
sure. See the instructions from the
manufacturer.
Caution: If the thickness of the carbon deposit ex-

ceeds the specified value, do as follows.
• Remove the air delivery line and clean or re-

place it. See the instructions from the manu-
facturer.
• Remove the unloader components and cylin-
der head, and check.
TESTING AIR LEAKAGE FROM

AIR COMPRESSOR
Stop the engine.
Open the drain valve of the wet tank and discharge
the air from the line. When the pressure is re-
leased, close the drain valve.
Run the engine and start the air compressor.

Keep the air compressor pumping at between 550
– 690 kPa{5.6 – 7.0 kg/cm2}, and use soapy water to
check the following parts for leakage of air.
• Unloader cover gasket

• Unloader pin O-ring
• Air compressor head gasket
If any leakage of air is found, repair the compo-

nent.
102 SERIES 12-97

TESTING AND ADJUSTING TESTING AIR GOVERNOR, UNLOADER VALVE
TESTING AIR GOVERNOR,

UNLOADER VALVE
Stop the air compressor.
Remove the air governor hose from the unloader
body.
If the air governor is installed directly to the air
compressor, remove the air governor.
Warning: During this test, the pressure must not

exceed either the maximum permissible
pressure for the air line on the machine
or 1035 kPa{10.6 kg/cm2}.
If the air compressor does not carry out pumping,

the problem is in the air compressor.
Remove the cylinder head and unloader compo-
nents, and check. For details, see Section 4-02. If
no problem is found when disassembling and
checking the head or unloader components, re-
move and disassemble the compressor to judge
the cause of the problem.
Warning: During this test, the pressure must not

exceed either the maximum permissible
pressure for the air line on the machine
or 1035 kPa{10.6 kg/cm2}. See the in-
structions from the manufacturer.
Leave the air governor removed and run the en-

gine to check the actuation of the air compressor.
12-98 102 SERIES

TESTING AIR GOVERNOR, UNLOADER VALVE
TESTING AND ADJUSTING TESTING AIR GOVERNOR
Install the air governor line to the unloader body,

then tighten.
TESTING AIR GOVERNOR

Run the air compressor continuously.
Remove the accessory air line from the unloader
port of the air governor.
Caution: Do not remove the connection of the line

from the air compressor unloader valve.
Do not remove the reservoir air line from
the air governor. If the governor is in-
stalled to the compressor, do not remove
the governor from the compressor.
If the accessory air line is removed, install a pipe

plug to the air governor unloader port.
If the air compressor stops pumping at the regu-
lated pressure (the air pressure stops rising), there
is leakage in the accessory or accessory air line.
For details of troubleshooting and repair, see the
instructions from the manufacturer.
When the air compressor does not stop pumping

at the regulated pressure (the air pressure contin-
ues to rise), connect the factory regulated air pres-
sure line to the port of the unloader valve.
Caution: If the governor is installed to the compres-

sor, remove the governor.
102 SERIES 12-99

TESTING AND ADJUSTING TESTING AIR GOVERNOR
Caution: Check that the air pressure gauge is cor-

rect and the condition of the supply line
and fitting is good, then test the pressure.
Test the air pressure gauge with a master gauge of

known precision.
Apply air pressure of 690 kPa{7.0 kg/cm2} to the

unloader port.
If the pumping of the air compressor stops (the air
pressure stops rising), the actuation of the air gov-
ernor is defective, so repair or replace.
If the air compressor continues pumping (the air

pressure continues to rise), the actuation of the
unloader valve is defective, so repair or replace.
Remove the pipe plug from the unloader port used

for the accessory air line. Install the accessory air
line, and tighten.
Connect the line to the unloader valve.
12-100 102 SERIES

TESTING AIR GOVERNOR
TESTING AND ADJUSTING TESTING BATTERY
Run the engine and check for leakage of air.
TESTING BATTERY
Add distilled water to the battery cells.
See the instructions from the manufacturer.
Caution: Maintenance-free batteries are sealed, so

it is unnecessary to add water.
When using a conventional battery (the current

battery is maintenance free), check the specific
gravity of the battery electrolyte in each cell.
For all batteries, including maintenance-free bat-

teries, it is possible to check by measuring the volt-
age between the positive (+) cable and the engine
block (ground). Note down the voltage.
102 SERIES 12-101

TESTING BATTERY
TESTING BATTERY TERMINAL CONNECTIONS
TESTING AND ADJUSTING TESTING STARTING CIRCUIT
Connect the remote starter, then start the starting

motor and observe the voltage.
If the voltage is less than 10V DC, charge the bat-
tery.
If the voltage suddenly drops below 2V DC, replace
the battery.
TESTING BATTERY TERMINAL

CONNECTIONS
Check the battery terminals visually for looseness,
damage, and corrosion. Repair or replace any dam-
aged cables or terminals.
If the connection is corroded, remove the cable and

clean the cable and battery terminal with a battery
brush.
Install the battery cable and tighten it.
Coat the battery terminal with grease to prevent
corrosion.
TESTING STARTING CIRCUIT

TESTING BATTERY RELAY
Caution: Always turn the starting switch to the
OFF position and take steps to prevent
electric shock and injury.
Remove the cable connecting the magnetic switch

and starting motor solenoid from the terminal of
the magnetic switch.
Connect the leads of a multimeter (commercially
available) or equivalent equipment to the two large
switch terminals.
12-102 102 SERIES

Set the multimeter in position and measure the

resistance (ohms).
When the starting switch is turned OFF, the resis-
tance of the multimeter should become infinity.
Turn the starting switch to the START position.
The multimeter reading should show 0 or an ex-
tremely small resistance.
When the starting switch is turned to the START

position, if the multimeter resistance becomes in-
finity, do as follows.
• Turn the starting switch OFF.
• Set the scale on the multimeter to DC volt-
age.
• Connect one of the leads of the multimeter to

the terminal of the magnetic switch marked
with S, and connect the other lead to the
ground.
• Turn the starting switch to the START posi-
tion.
• If the multimeter does not display any volt-
age, there is no problem in the magnetic
switch. For details of this procedure, see
“Checking starting switch”.
• Turn the starting switch to the OFF position.

• Remove the lead from the multimeter, then
connect the magnetic switch to the starting
motor solenoid.
102 SERIES 12-103

TESTING STARTING SWITCH
Caution: Always turn the starting switch to the

OFF position and take steps to prevent
electric shock and injury.
Remove the cable connecting the starting switch

and magnetic switch (there is an “S” or “START”
mark) from the terminal of the starting switch.
Connect the positive lead of a multimeter (com-
mercially available) or equivalent equipment to the
terminals of the starting switch, and the negative
lead to the chassis or engine ground.
Caution: When the starting switch is turned to the

OFF position, the voltage of the starting
switch terminal becomes 0. If any volt-
age is shown on the meter, the actuation
of the starting switch is defective, so re-
place it.
Turn the starting switch to the START position.

The multimeter will show the voltage in the sys-
tem.
If there is no voltage, do as follows.
• Turn the starting switch to the OFF position.

• Connect the positive (+) lead of the multim-
eter to the starting switch terminal where
there is a wire connecting the starting switch
to terminal B of the starting switch solenoid.
12-104 102 SERIES

If the meter shows that there is the system voltage

at the input terminal of the starting switch, there is
a defect in the starting switch, so replace it.
If the meter does not display any voltage, there is

no problem in the switch. Check for breakage or
damage in the wiring from the starting switch to
terminal B of the starting switch solenoid and in
the wiring from the starting switch solenoid to
the battery.
TESTING STARTING MOTOR AND

MAGNETIC SWITCH
Before starting troubleshooting of the starting

motor, check that there is no corrosion or loose-
ness of the battery terminals.
STARTING MOTOR SOLENOID

If the starting motor solenoid does not make any
sound, check for looseness in the wiring connec-
tions.
102 SERIES 12-105

Using a multimeter (commercially available) set to

the voltage scale.
Check the system voltage at the terminal of the
battery and the starting motor solenoid.
If the multimeter displays the system voltage at

the starting motor battery terminal, check the volt-
age at terminal S of the starting motor solenoid
used to energize the starting motor.
If the multimeter shows the system voltage at ter-
minal S but the starting motor does not start, there
is defective actuation of the starting motor sole-
noid, so replace the starting motor.
If the multimeter does not display the system volt-

age at terminal S, carry out the following checks.
• 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.
• System voltage: Defective actuation of the

starting motor or unsuitable grounding, so
repair or replace.
• No voltage: Defective actuation of starting
motor solenoid, so replace.
12-106 102 SERIES

If a sound can be heard from the starting motor

solenoid, turn the switch OFF then use barring to
turn the crankshaft in both directions.
Carry out barring of the crankshaft as follows.
1. Turn in the direction of rotation of the en-

gine
2. Turn in the opposite direction to the rota-
tion of the engine
3. Turn in the direction of rotation of the en-
gine
When carrying out barring of the crankshaft in Step

3, try to start the engine. If the starting motor cranks
the engine, check for damage to the starting mo-
tor pinion gear and flywheel ring gear.
TESTING DROP IN CRANKING SPEED
Check that the wiring connections are clean, tight-

ened properly, and that they are not damaged.
Check the battery voltage. For details, see “Check-
ing battery”.
To check the starting motor, if the crankshaft does

not rotate, carry out barring to turn the crankshaft
in the direction of rotation of the engine, and check
that there is no problem with the engine or any
defective internal actuation.
102 SERIES 12-107

TESTING STARTING CIRCUIT
TESTING AND ADJUSTING TESTING ALTERNATOR
If there is no problem with the engine, check the

voltage applied to the starting motor during rota-
tion. If the voltage in the 12-volt system is less
than 2.4 volts, check that the connections are all
properly tightened. The limit for the 24-volt sys-
tem is 4.8 volts.
If the cables are correct and the drop in voltage
exceeds the limit, replace the starting motor.
If barring of the crankshaft is more difficult than

normal, check if there is any excessive load from
the driven unit and accessories.
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.
Failures in the charging system may be displayed

by the indicator lamp or ammeter.
12-108 102 SERIES

ABNORMAL DISPLAY OF CHARGE LAMP

Check the normal actuation of the indicator lamp
as shown below.
Engine Switch Lamp Ampere

Stop OFF OFF 0
Stop ON ON –
Running ON ON +
SWITCH OFF, LAMP ON, ENGINE STOPPED

Remove the lamp lead at the starting switch. If the
lamp stays lighted up, there is a short circuit in the
positive (+) wire at the ignition end of the lamp.
If the lamp goes out, there is a short circuit in the

switch.
SWITCH ON, LAMP OFF, ENGINE STOPPED

This condition occurs when there is an open cir-
cuit. Check the location of the open circuit. Check
for any blown fuse between the alternator and ig-
nition switch, blown bulbs, failure in the bulb
socket, and open circuit in the No. 1 or "D +" lead
circuit.
102 SERIES 12-109

SWITCH ON, LAMP ON, ENGINE RUNNING

Check the drive belt and alternator pulley to con-
firm that the alternator is rotating.
Remove the lead from terminal D+ (Bosch K1) or

No. 1 and No. 2 (Delco). If the lamp remains on,
there is a short circuit with the ground at the alter-
nator end of the lamp.
If the lamp goes out, replace the alternator.
ABNORMAL ACTUATION OF CHARGING

SYSTEM
Check the connection of the battery and wiring.

Check for defects in the wiring. Check that the al-
ternator or fireproof wall slip connector, battery
connections and all other connections are tightened
and clean.
12-110 102 SERIES

TESTING ALTERNATOR
TESTING OIL PRESSURE SWITCH AND
TESTING AND ADJUSTING WATER TEMPERATURE SENSOR
Turn the starting switch ON, connect the leads of

all the wiring harnesses, then connect the voltme-
ter as follows.
A. Connect the wiring from the alternator BAT

(Delco 15SI) or B+ (Bosch K1) terminal to the
ground.
B. Connect the wiring from the alternator No. 1
(Delco 15SI) to the ground.
C. Connect the wiring from the alternator No. 2
(Delco 15SI) to the ground.
D. Connect the wiring from the alternator B+
(Bosch K1) to the ground.
If the reading is 0, there is an open circuit between

the alternator connection and the battery.
Locate the open circuit and repair it.
Turn all the accessories OFF, and connect the volt

meter to the battery. Run the engine at a midrange
speed.
If the voltage in the 12-volt system is more than
15.5 V, remove the alternator and carry out repairs.
The limit for the 24-volt system is 28 V.
TESTING OIL PRESSURE

SWITCH AND WATER
TEMPERATURE SENSOR
When troubleshooting problems in the oil pressure
switch or water temperature sensor, check for loose
or corroded connections and for broken wires.
TESTING OIL PRESSURE SWITCH
Remove the oil pressure switch, install a gauge,

then start the engine and measure the oil pressure.
Minimum oil pressure:

Low idling:
(from 675 to 725 rpm) 69 kPa{0.7 kg/cm2}
High idling: 207 kPa{2.1 kg/cm2}
Caution: The oil pressure switch is set so that it is

actuated when the pressure goes down to
55 kPa{0.6 kg/cm2}.
102 SERIES 12-111

TESTING OIL PRESSURE SWITCH AND
TESTING AND ADJUSTING WATER TEMPERATURE SENSOR
TESTING WATER TEMPERATURE

SENSOR
Check for continuity. Electricity flows in the sen-

sor if the cooling water temperature goes above
107ºC.
12-112 102 SERIES

TESTING AND ADJUSTING TESTING WHITE SMOKE
TESTING WHITE SMOKE

White smoke shows that there is incomplete com-
bustion of the fuel when the engine is running at
normal temperature.
The intake manifold heater system is not directly

connected to the fuel system, but it observes the
temperature of the air for the engine. The ther-
mistor sends various resistance values to the elec-
trical control module (ECM) or the equivalent. The
ECM controls the “wait-to-start” lamp and heater
solenoid.
The intake manifold heater element is actuated by

both the preheating mode and postheating mode.
• In the preheating mode, the starting switch is

turned to the ON position but the engine does
not start.
• In the postheating mode, the engine is run-
ning.
If the actuation and starting procedure for the in-

take manifold heater system is correct, there will
be no excessive of the starting motor and there will
be a little white smoke in the exhaust gas when the
engine is first started.
NORMAL ACTUATION OF INTAKE HEATER SYSTEM
Preheating cycle time when Post heater cycle generated

Engine intake manifold when starting key is turned ON
temperature starting key is turned ON before
the crank cycle after crank cycle
Above 15ºC 0 sec No

-9–15ºC ∗10 sec Yes
-18–-9ºC 15 sec Yes
-26–18ºC 17 sec Yes
Below -26ºC 20 sec Yes
∗ On the heater control module/electronic control module with serial number 008000A and below,
there is no preheating cycle in this cycle.
102 SERIES 12-113

TESTING AND ADJUSTING TESTING INTAKE HEATER
TESTING INTAKE HEATER
Check the battery voltage.

Min: 6.5 V
Check the thermistor.

Remove the thermistor.
Turn the starting switch ON.
Caution: The “Wait-to-start” lamp lights up.
A click can be heard from the solenoid.
Wait for 20 seconds.

The click from the solenoid can no longer be heard.
The “Wait-to-start” lamp flashes.
Caution: If the “Wait-to-start” lamp flashes, it indi-

cates an open circuit in the thermistor
wiring. Remove the thermistor and simu-
late this condition.
12-114 102 SERIES

TESTING AND ADJUSTING TESTING INTAKE HEATER
Turn the starting switch OFF.

Connect the thermistor wiring harness.
TESTING PREHEATING CYCLE
Turn the starting switch ON.

The engine should not start.
A click can be heard from solenoid (2).
Caution: If the engine is running, the temperature

is probably more than 15ºC.
If the preheating time is too long, the “Wait-to-

start” lamp will go out and will not flash.
Set the multimeter scale to DC voltage.
Connect the multimeter lead to the terminal of the
intake manifold heater. Check each terminal.
102 SERIES 12-115

TESTING AND ADJUSTING SIDE VIEW OF ENGINE
SIDE VIEW OF ENGINE
1. 1/8 NPTF (inch) oil pressure pickup

2. Engine data plate
3. Air compressor
4. Air compressor air inlet
5. Fuel injection pump
6. High pressure fuel lines
7. Engine air inlet
8. Electrical intake air heater (opt)
9. Fuel filter
10. 3/4 NPTF (inch) water heater
11. 1/4 NPTF (inch) fuel inlet connection
12. Speed sensor mount
13. Fuel feed pump
14. Dipstick (oil level gauge)
12-116 102 SERIES

TESTING AND ADJUSTING SIDE VIEW OF ENGINE
15. Oil drain plug

16. Oil pan heater mount
17. Starter motor
18. Fuel injection nozzles
19. Turbocharger air outlet port
20. Turbocharger air inlet port
21. Oil filler
22. Front engine lifting bracket
23. Water outlet
24. Oil filter
25. Oil cooler
26. Water inlet
27. 1/2 NPTF water return for water heater
102 SERIES 12-117

TESTING AND ADJUSTING OUTLINE OF ENGINE PERFORMANCE TEST
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.
The engine test can be carried out by using an en-

gine dynamometer or chassis dynamometer. If it
is impossible to use a dynamometer, carry out the
engine test by simulating the dynamometer test.
Before starting the test, check the dynamometer.
The dynamometer must have the ability to test the
engine performance when operating at maximum
speed (rpm) and maximum output (full power).
The engine crankcase pressure is frequently

called the engine blow-by, but it is an important
item to indicate if the piston ring finishing and
mounting is correct. If there is sudden variation in
the blow-by, that is, the value exceeds the speci-
fication by more than 50%, it means that there is
some mistake somewhere. Stop the engine test
until the cause is found and correct it.
12-118 102 SERIES

TESTING AND ADJUSTING BLOW-BY MEASUREMENT AND REPLACEMENT TABLE
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. Fit a plug in the end of the part which contacts

the shoulder of the tee pipe.
2. Make an orifice in the plug.
(For details of the size of the orifice, see the
blow-by conversion table below.)
3. Connect the other end (the end without the
plug, which does not contact the shoulder of
the tee pipe) to the breather tube.
4. Connect a manometer to the foot of the tee
pipe.
5. Using the blow-by conversion table, convert
the reading of the manometer to liters/min.
Blowby conversion table (for orifice of 5.613 mm)
In H2O Liter/min In H2O Liter/min
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
102 SERIES 12-119

TESTING AND ADJUSTING ENGINE DYNAMOMETER
ENGINE DYNAMOMETER
INSTALLING ENGINE
Using engine lifting tool part number ST-125, in-

stall the engine to the test stand. Align the center
of the dynamometer and connect it. For details of
the procedure for aligning the center of the engine,
see the instructions.
Caution: Check that the capacity of the dynamom-

eter is sufficient to be able to carry out
the test at 100% engine rated horsepower.
If the capacity is not sufficient, adjust the
test procedure to the limits of the dyna-
mometer.
Install the cooling water temperature sensor.

Minimum gauge capacity: 107ºC
Connect the cooling water supply to the cooling

water inlet port connector (1).
Connect the cooling water return to the cooling
water outlet port connector (2).
Install the drain plug, tighten the water drain valve,
and check that the clamp and fitting are tightened.
Add or fill the radiator with cooling water to the

bottom of the filler neck in the tank.
12-120 102 SERIES

Check the engine connections, fittings, plates, and

plugs for leakage of cooling water. Carry out re-
pairs if necessary.
Connect the water manometer to the turbocharger

intake pipe, and test the air resistance.
Caution: Install the manometer connection so that

it is at an angle of 90º to the flow of air in
the straight portion of the pipe, and set
so that the diameter of the pipe is in front
of the turbocharger.
Caution: A vacuum gauge can be used instead of
the water manometer.
Minimum gauge capacity: 760 mmH2O
Connect the mercury manometer to the straight

portion of the exhaust piping close to the turbo-
charger outlet port, and check the exhaust resis-
tance.
Caution: A pressure gauge can be used instead of

the mercury manometer.
Caution: When checking the exhaust resistance on
the automobile engine, cover the hole
at the catalyst inlet end with tape.
Connect the lubricating oil temperature sensor to

the position shown in the diagram.
Minimum gauge capacity: 150ºC
102 SERIES 12-121

Connect the oil pressure sensor to the main oil rifle

in the cylinder block.
Minimum gauge capacity: 1034 kPa{10.5 kg/cm2}
Caution: Before running the engine after assem-

bly, prime the lubricating oil system to
prevent internal damage.
When using external pressure to prime the lubri-

cating oil system, connect the supply to the tapped
hole in the main oil rifle.
Use a pump that can supply pressure continuously

at 210 kPa{2.1 kg/cm2}. Connect the pump to the
main oil rifle port as shown in the diagram.
Prime the lubricating oil system with clean 15W-
40 oil until the oil pressure is recorded by the gauge.
Remove the oil supply tube and install the plug.
Check if there is time for the oil to drain to the pan,

then measure with the dipstick and add oil to the
high mark for the engine.
12-122 102 SERIES

If it is impossible to use an external pressure pump,

prime the lubricating oil system as follows.
Add oil to the engine to the high level mark on the
dipstick.
Remove the oil supply tube from the turbocharger.

Pour 50 – 60 cc of clean 15W-40 oil through the
turbocharger oil filler port.
Connect the oil supply tube to the turbocharger.
Caution: If it is tightened too much, the thread will

be distorted and this will damage the seal
of the filter element.
Add clean 15W-40 oil to the oil filter.

Screw the filter into the filter head fitting until the
gasket contacts the filter head surface.
Tighten the filter according to the instructions.
When checking that the oil pump supplies enough

oil to the engine, first remove the wire from the
fuel injection pump solenoid.
102 SERIES 12-123

Caution: Do not keep the starting motor turning

continuously for more than 30 seconds.
If the starting motor overheats it will be
damaged.
Run the engine until the oil pressure gauge indi-

cates the system pressure.
Caution: After running the starting motor for 30

seconds, wait for 2 minutes for the start-
ing motor to cool down.
Caution: If the pressure is not indicated, locate the
problem and correct it before continuing
the test.
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.
Add clean 15W-40 oil to the fuel filter gasket.

Fill the fuel filter with clean fuel.
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.
12-124 102 SERIES

Check that the voltage supply matches the fuel

pump solenoid before connecting the wires.
Install the throttle control rod to the fuel pump
throttle lever.
If there is no pipe plug or tapped hole in the air

crossover tube, do as follows.
Remove the air crossover tube from the engine.
Cut a threaded hole for a 1/8 inch pipe thread in
the crossover tube at the position shown in the dia-
gram.
Clean off all the metal particles stuck to the air
crossover tube.
Install the crossover tube.
When measuring the turbocharge boost amount,

remove the pipe plug from the air crossover tube
and install pressure gauge (795-790-1470) or a pres-
sure gauge.
Minimum gauge capacity: 1905 mmHg
To measure the engine crankcase blow-by accu-

rately, insert a blow-by inspection tool into the
crankcase breather vent.
Connect the water manometer to the blow-by tool.
A pressure gauge can be used instead of the ma-
nometer.
102 SERIES 12-125

When measuring the resistance of the fuel filter,

connect a vacuum gauge (795-790-1500) to the in-
take line of the fuel injection pump.
Minimum gauge capacity: 760 mmHg
To make it possible to unload the compressor, con-

nect the compressed air source to unloader (1). In
this air line, put a valve between the compressed
air source and the unloader.
Caution: Load the Cummins air compressor when

carrying out running-in operation of the
engine. Unload the air compressor when
carrying out the engine performance test.
Caution: Install the load of the compressed air
shown in the diagram to outlet port (2)
of the air compressor.
When loading the air compressor, use a steel tube

or high temperature hose (1), and connect air tank
tube to the outlet port of the compressor.
Install air regulator (3) so that it is possible to main-
tain the tank pressure between 345 - 517 5 kPa when
the engine is at low idling and high idling.
Hose temperature (minimum): 260ºC
Before installing the wiring, check the voltage rat-

ing of the starting motor.
When using the starting motor and battery, con-
nect the wires to them.
Caution: When using another starting method for

the engine, carry out the necessary con-
nections in accordance with the instruc-
tions.
12-126 102 SERIES

PROCEDURE FOR RUNNING IN ENGINE
During the running-in period of the engine, use a

tester to detect mistakes in the assembly and make
the necessary final adjustments to the perfor-
mance to match the specifications.
Caution: The times specified in the steps for run-

ning-in the engine shown below are the
minimum values. If necessary, add ex-
tra time at each stage in addition to the
engine idling time.
The measurements of the indicators and gauges

must be observed carefully throughout all stages
of the engine running-in period. For details of the
specification and service limit values, see page 8-
6.
To evaluate the engine performance accurately,

carry out the following additional measurements
at the engine running-in stage.
Even if the engine performance matches the speci-

fications, these measurements should be carried
out. If they do not match the specifications, these
measurements may well show the reason for the
problem.
102 SERIES 12-127


damaged.
Crank the engine and observe the oil pressure when

the engine starts. If the engine does not start within
30 seconds, wait for 2 minutes for the starting
motor to cool down, then crank the engine again.
When the engine speed is 700 rpm, the oil pres-

sure must be a minimum of 69 kPa{0.7 kgm}.
Caution: If the oil pressure is not maintained within

the specified value, stop the engine im-
mediately.
Excessively low oil pressure and exces-
sively high oil pressure will both cause
damage to the engine.
If the oil pressure is not maintained within the stan-

dard value, correct the problem.
Caution: When running in the engine, do not run

the engine at low idling for longer than
the specified time. If excessive carbon is
deposited, it will cause damage to the en-
gine.
Run the engine at approx. 700 rpm for 3 to 5 min-

utes.
Listen for any abnormal noise. Check for leakage

of cooling water, fuel, and oil.
Check also if the engine is running normally over-
all.
Caution: After repairing any leakage or problem

with components, start the engine run-
ning-in operation again.
12-128 102 SERIES

Operate the throttle to run the engine at 1200 rpm,

and measure the test load at 25% of the torque peak
load.
Run the engine at this speed and load level, and
set the temperature of the cooling water to 70ºC.
Check all the gauges and note the readings.
Caution: Do not go on to the next step until the

normal blow-by rating is reached.
Open the throttle to give the speed for the peak

torque, and adjust the load of the dynamometer to
50% of the torque peak load.
Run the engine for 2 minutes at this speed and load
level.
Check all the gauges and note the data.

blow-by is stabilized within the specifica-
tion.
Hold the engine speed at the torque peak rpm, and

raise the dynamometer load to 75% of the torque
peak load.
Run the engine at this speed and load level for 2
minutes. Check all the gauges and note the read-
ings.

blow-by is stabilized within the specifi-
cation.
Move the throttle lever to the fully open position

and raise the dynamometer load until the engine
speed reaches the torque peak rpm. Run the en-
gine at this speed and load level for 10 minutes, or
run the engine until the blow-by is stabilized
within the specification.
102 SERIES 12-129

Lower the dynamometer load until the engine

speed rises to the rated rpm for the engine.
Run the engine at the rated rpm for 5 minutes.
Caution: If the turbocharger or internal compo-

nents are damaged when running at full
load, stop the engine immediately. Al-
ways wait for the engine to cool down
before stopping it.
Remove the dynamometer load completely, and

run the engine at 700 rpm for 3 to 5 minutes. Dur-
ing this time, the turbocharger and other compo-
nents will cool down.
Stop the engine.
ENGINE PERFORMANCE TEST
During the performance test, check that the air com-

pressor is unloaded.
Apply the adjustment pressure of 655 kPa{6.7 kg/
cm2} to air compressor unloader (1).
Caution: Connect the compressor air load to outlet

port (2) of the air compressor as shown in
the diagram.
12-130 102 SERIES


damaged.
Crank the engine and observe the oil pressure when

the engine starts. If the engine does not start within
30 seconds, wait for 2 minutes for the starting
motor to cool down, then crank the engine again.
Caution: If the oil pressure is not maintained within

the specified value, stop the engine im-
mediately.
Low oil pressure will cause damage to the
engine. If the oil pressure is not within
the specification, correct the problem.
When the engine speed is 700 rpm, the oil pres-

sure must be a minimum of 69 kPa{0.7 kgm}.
Check that the engine is at the operating tempera-

ture.
Set the throttle lever to the fully open position and
adjust the dynamometer load until the engine is
held at the rated rpm.
Let the reading stabilize, then read the horsepower.
Caution: If the oil temperature and fuel tempera-

ture are not within the specified value, the
reading for the horsepower will not be
accurate.
Oil temperature: Min. 90ºC

Fuel temperature: Max. 32ºC
Caution: Do not stop the engine immediately af-
ter applying a load. Allow it to cool down
fully.
Remove the dynamometer load completely, and

run the engine at idling speed for 3 to 5 minutes.
During this time, the turbocharger and other com-
ponents will cool down.
Caution: Do not run the engine at idling for more

than 5 minutes.
102 SERIES 12-131

ENGINE DYNAMOMETER
TESTING AND ADJUSTING ENGINE PAINTWORK
After the engine cools down, stop the engine.
Remove all the test instruments. Remove the en-

gine from the dynamometer.
Caution: If not use permanent antifreeze, When

storing the engine for a short period, the
cooling water must be drained. The po-
sition of the drain is given in the engine
side view.
Prepare the engine according to ENGINE

PAINTWORK (8-08).
ENGINE PAINTWORK
Remove the belt from the engine.
Cover the following parts of the engine.
• Pulley belt surface

• Intake, exhaust ports
• Electric components
• Fuel suction, drain connections
• Exposed fittings, threads, electrical wiring
terminals
Warning: When cleaning with steam, wear protec-

tive clothing, safety glasses, and face
shield. Hot steam may cause serious
burns.
Clean the engine with steam, then dry with com-

pressed air.
Caution: Before painting the engine, check that the

surface of the engine is clean and dry.
12-132 102 SERIES

TESTING AND ADJUSTING ENGINE PAINTWORK
Be careful not to let paint get on the following com-

ponents.
• Date plate
• Valve and injector match marks
• Exhaust manifold
• Turbocharger turbine housing
• Flywheel
• Flywheel housing transmission mounting sur-
face
Paint the engine.
102 SERIES 12-133

TESTING AND ADJUSTING TESTING AND ADJUSTING DATA
TESTING AND ADJUSTING DATA
Engine model 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 machine model
 Distributor type fuel   in-line type fuel in- 
 injection pump spec.   jection pump spec. 
Cat- Measurement Standard Permissible Standard Permissible
egory item conditions Unit value value value value
High idling speed rpm 2,350 ± 50 2,350 ± 50 2,350 ± 50 2,350 ± 50

Performance
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
kPa Max. 2.94 7.47 Max. 2.94 7.47

Intake resistance At all speed {mmH2O} {Max. 300} {762} {Max. 300} {762}
kPa
Boost pressure At rated flywheel horsepower {mmHg} — — — —
Exhaust pressure kPa
At rated flywheel horsepower {mmHg}
Intake, exhaust system
(turbine inlet pressure) — — — —

Exhaust temperature All speed (20ºC) ºC
(turbine inlet temp.) Max. 650 700 Max. 650 700
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
High idling speed Max. 1.0 2.0 Max. 1.0 2.0
Valve clearance Intake valve mm 0.25 — 0.25 —

(When engine is hot
or cold) Exhaust valve mm 0.51 — 0.51 —
Engine proper
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
{kg/cm2} {3.0 – 6.0} {2.1} {3.0 – 6.0} {2.1}

(oil temperature :
Min. 80ºC) At low idling kPa Min. 150 70 Min. 150 70
SAE 30 or SAE15 W–40 oil {kg/cm2} {Min. 1.5} {0.70} {Min. 1.5} {0.70}
kPa Min. 100 70 Min. 100 70
SAE 10W oil {kg/cm2} {Min. 1.0} {0.70} {Min. 1.0} {0.70}
All speed
Oil temperature (Oil in oil pan) ºC 80 – 110 120 80 – 110 120
At continuous rated horsepower

Oil consumption ratio (Ratio for fuel consumption) % Max. 0.5 1.0 Max. 0.5 1.0
MPa 21.6 +0.8

0 18.0 21.6 +0.8
0 18.0
Fuel injection pressure Nozzle tester
system
{kg/cm2} {220 +8 } {184} {220 +8 } {184}

Fuel
0 0
Fuel injection timing B. T. D. C or A. T. D. C degree ATDC 1 ± 1 — BTDC 17 ± 1 —

Cooling system
Opening pressure MPa

Radiator pressure valve (Differential pressure) {kg/cm2} — — — —
Fan speed At rated engine speed rpm 1,820 ± 55 1,820 ± 55 1,820 ± 55 1,820 ± 55
Deflection when pushed

Fan belt tension with a force of 60N {6 kg} mm 9.5 – 12.7 9.5 – 12.7 9.5 – 12.7 9.5 – 12.7
12-200 102 SERIES

6D102E-1 S6D102E-1 SA6D102E-2
FD50-7,FD60-7,FD70-7 FD50-7,FD60-7,FD70-7 FD80-7 FD80-7 FD80-8

Distributor type fuel   in-line type fuel in-   Distributor type fuel   in-line type fuel in-   in-line type fuel in- 
injection pump spec.   jection pump spec.   injection pump spec.   jection pump spec.  jection pump spec. 
Standard Permissible Standard Permissible Standard Permissible Standard Permissible Standard Permissible
value value value value value value value value value value
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
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
0.25 — 0.25 — 0.25 — 0.25 — 0.25 —

0.51 — 0.51 — 0.51 — 0.51 — 0.51 —
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. 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}

{Min. 1.5} {0.70} {Min. 1.5} {0.70} {Min. 1.5} {0.70} {Min. 1.5} {0.70} {Max. 1.5} {0.70}
{Min. 1.0} {0.70} {Min. 1.0} {0.70} {Max. 1.0} {0.70} {Min. 1.0} {0.70} {Min. 1.0} {0.70}
80 – 110 120 80 – 110 120 80 – 110 120 80 – 110 120 80 – 110 120
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 —
102 SERIES 12-201

Engine model S6D102E-2

FD35Z/40Z/35/40/45/50A-8
SD23/25/30-6 FD50-8, FD60-8, FD70-8
Applicable machine model  
 Distributor type fuel   Distributor type fuel 
 injection pump spec.  injection pump spec.
Cat- Measurement Standard Permissible Standard Permissible

egory item conditions Unit value value value value
High idling speed rpm 2,350 ± 50 2,350 ± 50 2,500 ± 50 2,500 ± 50

Performance
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
kPa Max. 3.92 7.47 Max. 3.92 7.47

Intake resistance At all speed {mmH2O} {Max. 400} {762} {Max. 400} {762}
kPa Min. 47 33 Min. 56 43
Boost pressure At rated flywheel horsepower {mmHg}
Exhaust pressure kPa {Min. 350} {250} {Min. 420} {320}
At rated flywheel horsepower {mmHg}
Intake, exhaust system
(turbine inlet pressure) Min. 61 48 Min. 71 57

Exhaust temperature {Min. 460} {360} {Min. 530} {430}
All speed (20ºC) ºC Max. 650 700 Max. 650 700
(turbine inlet temp.)
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
High idling speed Max. 1.0 2.0 Max. 1.0 2.0
Valve clearance Intake valve mm 0.25 — 0.25 —

(When engine is hot
or cold) Exhaust valve mm 0.51 — 0.51 —
Engine proper
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
{kg/cm2} {3.0 – 6.0} {2.1} {3.0 – 6.0} {2.1}

(oil temperature :
Min. 80ºC) At low idling kPa Min. 150 70 Min. 150 70
SAE 30 or SAE15 W–40 oil {kg/cm2} {Min. 1.5} {0.70} {Min. 1.5} {0.70}
kPa Min. 100 70 Min. 100 70
SAE 10W oil {kg/cm2} {Min. 1.0} {0.70} {Min. 1.0} {0.70}
All speed
Oil temperature (Oil in oil pan) ºC 80 – 110 120 80 – 110 120
At continuous rated horsepower

Oil consumption ratio (Ratio for fuel consumption) % Max. 0.25 0.6 Max. 0.25 0.6
MPa 22 +1.4
0 18.0 22 +1.4
0 18.0
Fuel injection pressure Nozzle tester
system
{kg/cm2} {224 +15} {184} {224 +15} {184}

Fuel
0 0
Fuel injection timing B. T. D. C or A. T. D. C degree ATDC 3 ± 1 — ATDC 3 ± 1 —

Cooling system
Opening pressure MPa

Radiator pressure valve (Differential pressure) {kg/cm2} — — — —
Fan speed At rated engine speed rpm 2,050 ± 65 2,050 ± 65 2,150 ± 65 2,150 ± 65
Deflection when pushed Auto- Auto-

Fan belt tension with a force of 60N {6 kg} mm — —
tensioner tensioner
12-202 102 SERIES

TROUBLESHOOTING OF ENGINE
(S MODE)
Method of using troubleshooting charts ............................................................................................ 12-252

S- 1 Starting performance is poor (Starting always takes time) ...................................................... 12-256
S- 2 Engine does not start ................................................................................................................... 12-258
(1) Engine does not turn ............................................................................................................. 12-258
(2) Engine turns but no exhaust smoke comes out (Fuel is not being injected)..................... 12-259
(3) Exhaust smoke comes out but engine does not start (Fuel is being injected) .................. 12-260
S- 3 Engine does not pick-up smoothly (Follow-up is poor) ............................................................ 12-261
S- 4 Engine stops during operations .................................................................................................. 12-262
S- 5 Engine does not rotate smoothly (Hunting) ............................................................................... 12-263
S- 6 Engine lacks output (or lacks power) .......................................................................................... 12-264
S- 7 Exhaust gas is black (Incomplete combustion) .......................................................................... 12-265
S- 8 Oil consumption is excessive (or exhaust gas is blue) .............................................................. 12-266
S- 9 Oil becomes contaminated quickly ............................................................................................. 12-267
S-10 Fuel consumption is excessive ................................................................................................... 12-268
S-11 Oil is in cooling water, or water spurts back, or water level goes down .................................. 12-269
S-12 Oil pressure caution lamp lights up (Drop in oil pressure) ....................................................... 12-270
S-13 Oil level rises (Water, fuel in oil) ................................................................................................ 12-271
S-14 Water temperature becomes too high (Overheating) ................................................................ 12-272
S-15 Abnormal noise is made .............................................................................................................. 12-273
S-16 Vibration is excessive .................................................................................................................. 12-274
102 SERIES 12-251

TROUBLESHOOTING METHOD OF USING TROUBLESHOOTING CHARTS
METHOD OF USING TROUBLESHOOTING CHART

This troubleshooting chart is divided into three sec-
tions: questions, check items, and troubleshooting.
The questions and check items are used to pinpoint
high probability causes that can be located from the
failure symptoms or simple inspeciton without us-
ing troubleshooting tools.
Next, troubleshooting tools or direct inspection are
used to check the high probability causes to make
final confirmation.
[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
12-252 102 SERIES

The basic method of using the troubleshooting chart

is as follows.
Items listed for [Questions] and [Check items] that
have a relationship with the Cause items are marked
with O, and of these, causes that have a high prob-
ability are marked with Q .
Check each of the [Questions] and [Check items] in
turn, and marked the O or Q in the chart for items
where the problem appeared. The vertical column
(Causes) that has the highest number of points is
the most probable cause, so start troubleshooting
for that item to make final confirmation of the cause.
k1. For [Confirm recent repair history] in the Causes
[Questions] Section, ask the user, and mark
the Cause column with » to use as refer-
ence for locating the cause of the failure.
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
102 SERIES 12-253

• Example of troubleshooting when exhaust gas is black

Let us assume that [Clogged air cleaner] is taken to be the cause of black exhaust gas. Three
symptoms have causal relationship with this problem: [Exhaust gas slowly became black], [Power
slowly became weaker], and [Air cleaner clogging caution lamp is flashing].
If we look from these three symptoms to find the causes, we find that there is a relationship with
five causes. Let us explain here the method of using this causal relationship to pinpoint the most
probable cause.
S-7 Exhaust gas is black (incomplete combustion)

General causes why exhaust gas is black
Causes
• Insufficient intake of air
• Improper condition of fuel injection
• Excessive injection of fuel
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
Blue under light load

Engine oil must be added more frequently
Suddenly
Power was lost
Gradually
Non-specified fuel has been used
Noise of interference is heard from around turbocharger
Dust indicator is red
Blow-by gas is excessive
Engine pickup is poor and combustion is irregular
When exhaust manifold is touched immediately after
Check items
starting engine, temperature of some cylinders is low

Match marks on fuel injection pump are out of alignment
Seal on injection pump has come off
Clanging sound is heard from around cylinder head
Exhaust noise is abnormal
Muffler is crushed
Leakage of air between turbocharger and head, loose clamp
When turbocharger is rotated by hand, it is found to be heavy

When air cleaner is inspected directly, it is found to be clogged
When compression pressure is measured, it is found to be low
Speed of some cylinders does not change when operating
on reduced cylinders
Troubleshooting
When check is made using delivery method, injection timing

is found to be incorrect
Injection pump test shows that injection amount is incorrect
When valve clearance is checked directly it is found to be
outside standard value
When muffler is removed, exhaust gas color returns to normal
When control rack is pushed, it is found to be heavy or does
not return
Replace
Replace
Replace
Replace
Replace
Replace
Repair
Clean
Adjust
Adjust
Adjust
Remedy
12-254 102 SERIES

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 12-255

TROUBLESHOOTING S-1
S-1 Starting performance is poor

(Starting always takes time)
General causes why exhaust smoke comes out but
engine takes time to start
• Defective electrical system
• Insufficient supply of fuel
• Improper selection of fuel
(At ambient temperature of -10ºC or below,
ASTM D975 No. 2 diesel fuel is used)
Î Battery charging rate
Ambient Charging rate
temperature 100 % 90 % 80 % 75 % 70 %
20°C 1.28 1.26 1.24 1.23 1.22
0°C 1.29 1.27 1.25 1.24 1.23
–10°C 1.30 1.28 1.26 1.25 1.24
• The specific gravity should exceed the value for the

charging rate of 70% in the above table.
• In cold areas the specific gravity must exceed the
value for the charging rate of 75% in the above table.
12-256 102 SERIES

Replace Defe
ctiv e
Replace Defe r eg u
la to
ctiv e r
Replace Defe alte r
n
ctiv e ato r
Replace
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
S-2 Engine does not start

(1) Engine does not turn Causes
General causes why engine does not turn
• Internal parts of engine seized
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
Questions
Degree of use of machine Operated for long period

Condition of horn when Horn sounds
starting switch is turned
ON Horn volume is low
Speed of rotation is low
When starting switch is Makes grating noise
turned to START, pinion Soon disengages again
moves out, but
Makes rattling noise and does not turn
When starting switch is turned to START, pinion does not
move out
Check items
When starting switch is turned to ON, there is no clicking

sound
Battery terminal is loose
Troubleshooting of defective wiring in starting circuit
When starting switch is turned ON, linkage is not actuated

When battery is checked, battery electrolyte is found to be low
Specific gravity of electrolyte, voltage of battery is low

For the following conditions 1) - 5), turn the starting switch
OFF, connect the cord, and carry out troubleshooting
1) When terminal B and terminal C of starting switch are
connected, engine starts
Troubleshooting
2) When terminal B and terminal C of starting motor are

3) When terminal B and terminal C of safety relay are
4) When terminal of safety switch and terminal B of starting
motor are connected, engine starts
5) There is no 24V between battery relay terminal b and
terminal E
When ring gear is inspected directly, tooth surface is found to
be chipped
Cannot be moved by hand even when linkage of fuel cut
solenoid is disconnected
Replace
Replace
Replace
Replace
Replace
Replace
Replace
Replace
Remedy —
12-258 102 SERIES

TROUBLESHOOTING S-2
(2) Engine turns but no exhaust smoke comes out

(Fuel is not being injected)
General causes why engine turns but no exhaust smoke

comes out
Causes
• Supply of fuel impossible
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
Questions
Exhaust smoke suddenly stops coming out (when starting again)

Replacement of filters has not been carried out according to
Operation Manual
Fuel tank is found to be empty
There is leakage from fuel piping
Mud is stuck to fuel tank cap
When starting switch is turned ON, linkage is not actuated
When fuel filter is drained, fuel does not come out
Check items
When engine is cranked with starting motor,

1) No fuel comes out even when fuel filter air bleed plug is
loosened
2) No fuel spurts out even when injection pump sleeve nut is
loosened
Rust and water are found when fuel tank is drained
Inspect injection pump directly

When control rack is pushed, it is found to be heavy, or does
not return
Troubleshooting
Inspect feed pump directly

When fuel filter, strainer are inspected directly, they are found
to be clogged
When feed pump strainer is inspected directly, it is found
to be clogged
When fuel cap is inspected directly, it is found to be clogged
Cannot be moved by hand even when linkage of fuel cut
solenoid is disconnected
Replace
Replace
Replace
Replace
Replace
Replace
Replace
Replace
Replace
Replace
Remedy
102 SERIES 12-259

TROUBLESHOOTING S-2
(3) Exhaust smoke comes out but Causes

engine does not start (Fuel is
.)
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
r
noz
r
i
i
er e
, cyl
a
on p
s
ump
terio
e
valv
ed
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
Questions
Suddenly failed to start

When engine is cranked, abnormal noise is heard from
around head
Non-specified fuel is being used
Operation Manual
Dust indicator lamp is red
Indicator lamp does not light up
Starting motor cranks engine slowly
Check items
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
When exhaust manifold is touched immediately after starting
engine, temperature of some cylinders is low
When fuel filter is drained, no fuel comes out
Remove head cover and check directly

When control rack is pushed, it is found to be heavy, or
does not return
When fuel filter, strainer are inspected directly, they are
Troubleshooting
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
Replace
Replace
Replace
Replace
Correct
Correct
Clean
Clean
Clean
Clean
Clean
Remedy
12-260 102 SERIES

TROUBLESHOOTING S-3
S-3 Engine does not pick up smoothly

(Follow-up is poor) Causes
General causes why engine does not pick up smoothly

ap
y
seat
spra
nk c
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
Questions

Operation Manual
Engine pick-up suddenly became poor
Color of exhaust gas
Black
Check items

High idling speed under no load is normal, but speed
suddenly drops when load is applied
There is hunting from engine (rotation is irregular)
When air cleaner element is inspected directly, it is found to

be clogged
found to be clogged
When feed pump strainer is inspected directly, it is found to be
Troubleshooting
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 valve clearance is checked directly, it is found to be
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
102 SERIES 12-261

TROUBLESHOOTING S-4
S-4 Engine stops during operations

General causes why engine stops during operations
• Seized parts inside engine
• Insufficient supply of fuel Causes
• Overheating
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

Abnormal noise was heard and
engine stopped suddenly
Condition when engine
Questions
Engine overheated and stopped

stopped
Engine stopped slowly
There was hunting and engine stopped
Fuel level lamp lights up
Replacement of filters has not been carried out according
to Operation Manual
Engine rotates, but stops when power train is operated
Check items
Does not turn at all

When it is attempted to Turns in opposite direction
turn by hand using
barring tool Moves amount of backlash
Shaft does not turn
Troubleshooting of chassis
Metal particles are found when oil is drained
Remove oil pan and inspect directly

Remove head cover and inspect directly
Troubleshooting
When gear train is inspected, it does not turn

Rotates when pump auxiliary equipment is removed
found to be clogged
When feed pump strainer is inspected directly, it is found to
be clogged
Inspect feed pump directly
does not return
Replace
Replace
Replace
Replace
Replace
Replace
Replace
Replace
Correct
Clean
Clean
Clean
Remedy —
Add
12-262 102 SERIES

TROUBLESHOOTING S-5
S-5 Engine does not rotate smoothly

(Hunting)
General causes why engine does not rotate smoothly
Causes
• Air in fuel system
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
Occurs at a certain speed range
Occurs at low idling
Condition of hunting
Questions
Occurs even when speed is raised

Occurs on slopes
to Operation Manual
Rust, water are found when fuel tank is drained
Leakage from fuel piping
When feed pump is operated,
1) No response, light, return is quick
Check items
2) No response, light, return is normal

Engine speed sometimes rises too far
Engine is sometimes difficult to stop
When governor lever is moved it is found to be stiff

When injection pump is tested, governor is found to be
Troubleshooting
improperly adjusted
does not return
When feed pump strainer is inspected directly, it is
found to be clogged
found to be clogged
Correct
Correct
Adjust
Adjust
Adjust
Adjust
Clean
Clean
Clean
Remedy
Add
102 SERIES 12-263

TROUBLESHOOTING S-6
S-6 Engine lacks output

(or lacks power)
General causes why engine lacks output
Causes
ent
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
Suddenly
Power was lost
Gradually
Questions

to Operation Manual
Black
Check items
High idling speed under no load is normal, but speed

suddenly drops when load is applied
There is hunting from engine (rotation is irregular)
High idling speed of engine is low
Leakage from fuel piping
When air cleaner element is inspected directly, it is found to be

clogged
found to be clogged
Troubleshooting
When feed pump strainer is inspected directly, it is found

to be clogged
is stopped
does not return
When valve clearance is checked directly, it is found to be
When lever is placed at FULL position, it does not contact stopper
Replace
Replace
Replace
Replace
Replace
Replace
Correct
Correct
Adjust
Adjust
Clean
Clean
Clean
Clean
Remedy
12-264 102 SERIES

TROUBLESHOOTING S-7
S-7 Exhaust smoke is black

(Incomplete combustion)
General causes why exhaust smoke is black Causes
d)
ad
)
tion
eize
d he
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
Suddenly became black
Color of exhaust gas Gradually became black
Questions

Suddenly
Power was lost
Gradually
When exhaust manifold is touched immediately after
starting engine, temperature of some cylinders is low
Check items
Timing lock on fuel injection pump does not match

Exhaust noise is abnormal
Muffler is crushed

When air cleaner is inspected directly, it is found to be clogged
Troubleshooting

is stopped
When check is made using delivery method, injection timing
is found to be incorrect
When valve clearance is checked directly it is found to be
When muffler is removed, exhaust color returns to normal
does not return
Replace
Replace
Replace
Replace
Replace
Replace
Correct
Adjust
Adjust
Adjust
Clean
Remedy
102 SERIES 12-265

TROUBLESHOOTING S-8
S-8 Oil consumption is excessive

(or exhaust smoke is blue)
Î Do not run the engine at idling for more than 20 Causes
minutes continuously. (Both low and high idling)
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
Oil consumption suddenly increased
Questions
Engine oil becomes contaminated quickly

Exhaust smoke is blue under light load
Excessive
Amount of blow-by gas
None
Area around engine is dirty with oil
There is oil in engine cooling water
Check items
When exhaust pipe is removed, inside is found to be dirty with oil

When turbocharger air supply pipe is removed, inside is
found to be dirty with oil
Oil level in clutch or TORQFLOW transmission damper
chamber rises
Clamps for intake system are loose

When breather element is inspected, it is found to be
Troubleshooting
clogged with dirty oil

There is external leakage of oil from engine
Pressure-tightness test of oil cooler shows there is leakage
Excessive play of turbocharger shaft
Inspect rear seal directly
When intake manifold is removed, dust is found inside
When intake manifold is removed, inside is found to be
dirty with oil
Replace
Replace
Replace
Replace
Replace
Correct
Correct
Correct
Correct
Correct
Correct
Correct
Clean
Remedy
12-266 102 SERIES

TROUBLESHOOTING S-9
S-9 Oil becomes contaminated quickly

General causes why oil becomes contaminated quickly
Causes
• Entry of exhaust gas due to internal wear
• Clogging of lubrication passage
• Improper fuel
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
Questions

Non-specified oil is being used
Black
Excessive
Carry out troubleshooting for “Exhaust smoke is black”.

Amount of blow-by gas
Check items
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

When breather element is inspected directly, hose is
broken or is found to be clogged with dirty oil
Troubleshooting
When oil filter is inspected directly, it is found to be clogged

When oil cooler is inspected directly, it is found to be clogged
Turbocharger drain tube is clogged
Excessive play of turbocharger shaft
When safety valve is directly inspected, spring is found to
be catching or broken
Replace
Replace
Replace
Replace
Clean
Clean
Clean
Remedy —
102 SERIES 12-267

TROUBLESHOOTING S-10
S-10 Fuel consumption is excessive

General causes why fuel consumption is excessive Causes
• Leakage 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
Questions

More than for other machines of same
Condition of fuel model
consumption Gradually increased
Suddenly increased
Black
Exhaust smoke color
White
There is irregular combustion
Check items
When exhaust manifold is touched immediately after starting engine,

temperature of some cylinders is low
Match mark on injection pump is misaligned
There is external leakage of fuel from engine
Engine oil level rises and smells of diesel fuel
Engine low idling and high idling speeds are high
Injection pump measurement shows that injection amount is excessive

Speed does not change when operation of certain cylinders is stopped
Troubleshooting
When control rack is pushed, it is found to be heavy, or does not return

When check is made using delivery method, injection timing is found
to be incorrect
Remove feed pump and inspect directly
When engine speed is measured, low idling and high idling speeds
are found to be high
Replace
Replace
Correct
Correct
Correct
Adjust
Adjust
Adjust
Remedy
12-268 102 SERIES

S-11 Oil is in cooling water, or water

spurts back, or water level goes
Causes
down
General causes why oil is in cooling water
• Internal leakage in lubrication system

• Internal leakage in cooling system
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
Questions

Suddenly increased
Oil level
Gradually increased
Hard water is being used as cooling water
Engine oil level has risen, oil is cloudy white
Check items
Excessive air bubbles inside radiator, spurts back

Hydraulic oil, transmission oil is cloudy white
When hydraulic oil, transmission oil is drained, water is
found
shooting
Trouble-

Pressure-tightness test of cylinder head shows there is leakage
Replace
Replace
Replace
Replace
Replace
Remedy
102 SERIES 12-269

S-12 Oil pressure caution lamp lights

up (Drop in oil pressure)
General causes why oil pressure lamp lights up
• Leakage, clogging, wear of lubricating system

• Defective oil pressure control
• Improper oil used (improper viscosity)
• Deterioration of oil due to overheating
Î Standards for engine oil selection
Selection of SAE No. according to Causes

Type of oil ambient temperature
–30 –20 –10 0 10 20 30 40°C
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

Questions

Operation Manual
Caution lamp lights up
Lights up at low idling
Condition when oil Lights up at low, high idling
pressure lamp lights up
Lights up on slopes
Sometimes lights up
Check items
There is crushing, leakage from hydraulic piping (external)

Oil level sensor lamp lights up
When oil level in oil pan is inspected, it is found to be low
Metal particles are stuck to oil filter element
Oil is cloudy white or smells of diesel oil
Carry out troubleshooting
When oil filter is inspected, it is found to be clogged

Troubleshooting
for “Oil level rises”.

Oil pump rotation is heavy, there is play
There is catching of relief valve or regulator valve, spring or
valve guide is broken
When oil level sensor is replaced, oil level sensor lamp goes out
When oil pressure is measured, it is found to be within
standard value
Replace
Replace
Replace
Correct
Correct
Adjust
Adjust
Clean
Clean
Clean
Clean
Remedy —
Add
12-270 102 SERIES

S-13 Oil level rises (Water, fuel in oil)

Î If there is oil in the cooling water, carry out trouble-
shooting for “Oil is in cooling water”. Causes
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
Questions

There is oil in radiator cooling water
Exhaust smoke is white
When engine is first started, drops of water come from
muffler
Leave radiator cap open. When engine is run at idling,
an abnormal number of bubbles appear, or water spurts back
Check items
Oil level goes down in clutch, TORQFLOW transmission,

or damper chamber
Oil level goes down in hydraulic tank
Engine oil smells of diesel fuel
Fuel must be added more frequently
Water temperature is low

Pressure-tightness test of cylinder head shows there is leakage
Troubleshooting

Inspect rear seal directly
When pump auxiliary equipment is removed, seal is found to
be damaged
Remove injection pump and inspect directly
Defective contact with thermostat seal valve
Remove oil pan and check directly
Replace
Replace
Replace
Replace
Replace
Replace
Replace
Correct
Correct
Correct
Remedy
102 SERIES 12-271

S-14 Water temperature becomes too

high (Overheating)
General causes why water temperature becomes too Causes
high
• Lack of cooling air (deformation, damage of fan)

• Drop in heat dissipation efficiency
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
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
There is play when fan pulley is rotated

Radiator shroud, inside of underguard are clogged with dirt or mud
When light bulb is held behind radiator, no light passes through
Water is leaking because of cracks in hose or loose clamps
When belt tension is inspected, it is found to be loose
Power train oil temperature enters red range faster than
engine water temperature
Temperature difference between top and bottom radiator tanks

Carry out troubleshooting for chassis.
is excessive
Temperature difference between top and bottom radiator tanks
is slight
Troubleshooting
When water filler port is inspected, core is found to be clogged

When function test is carried out on thermostat, it does not
open even at cracking temperature
When water temperature is measured, it is found to be normal
When oil cooler is inspected directly, it is found to be clogged
When measurement is made with radiator cap tester, set
pressure is found to be low
Replace
Replace
Replace
Replace
Replace
Replace
Replace
Correct
Correct
Correct
Remedy —
Add
12-272 102 SERIES

S-15 Abnormal noise is made

Î Judge if the noise is an internal noise or an external
noise. Causes
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
Questions
Condition of abnormal Gradually occurred

noise Suddenly occurred
Black
Metal particles are found in oil filter
Engine pickup is poor and combustion is abnormal
Check items

Abnormal noise is loud when accelerating engine
Vibrating noise is heard from around muffler

Remove gear cover and inspect directly
Speed does not change when operation of certain cylinders is
Troubleshooting
stopped
When control rack is pushed, it is found to be heavy, or does
not return
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
102 SERIES 12-273

S-16 Vibration is excessive

Î If there is abnormal noise together with the vi- Causes
bration, carry out troubleshooting also for “Ab-
)
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
Questions
Suddenly increased
Condition of vibration
Gradually increased
Metal particles are found in oil filter
Oil pressure is low at low idling
Check items
Vibration occurs at mid-range speed

Vibration follows engine speed
Exhaust smoke is black

Remove side cover and inspect directly
Troubleshooting
Inspect directly for loose engine mounting bolts, broken cushion

Inspect inside of output shaft (damper) directly
When face runout and radial runout are inspected, they are
found to be incorrect
Remove front cover and inspect directly
Replace
Replace
Replace
Replace
Replace
Correct
Correct
Adjust
Remedy
12-274 102 SERIES

14 MAINTENANCE STANDARD
INTAKE AND EXHAUST SYSTEM

Turbocharger .............................................. 14- 2
Exhaust manifold ....................................... 14- 4
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
102 SERIES 14-1

MAINTENANCE STANDARD TURBOCHARGER
TURBOCHARGER
14-2 102 SERIES

MAINTENANCE STANDARD TURBOCHARGER
Unit : mm
No. Check item Criteria Remedy
1 Play of rotor in radial A 0.30 – 0.46

direction
Repair or re-
place
2 Play of rotor in axial 0.03 – 0.08
direction B
3 Tightening torque of tur-

bine housing bolt 14 Nm{1.4 kgm} Tighten
C 10.97 – 10.98
Outside diameter of wheel
shaft
4 D 10.97 – 10.98
Curvature of wheel shaft Repair limit: 0.0003 (total indicator range)

Replace
Inside diameter of back 19.305 – 19.330
5 plate
E 15.875 – 15.885
Inside diameter of
6 center housing
F 19.305 – 19.330
102 SERIES 14-3

MAINTENANCE STANDARD EXHAUST MANIFOLD
EXHAUST MANIFOLD
Unit : mm
1 Flatness of exhaust 0.10 Replace

manifold
14-4 102 SERIES

MAINTENANCE STANDARD CYLINDER HEAD
CYLINDER HEAD
14-6 102 SERIES

MAINTENANCE STANDARD CYLINDER HEAD
Unit : mm
Vertical direction 4D 102: 0.203

6D 102: 0.305 Grind to
1 Distortion of cylinder head correct or
mounting surface replace
Horizontal direction 4D 102: 0.076
6D 102: 0.076
Order Tightening torque
Tightening torque of cylin- 1st step - All 90Nm{ 9.2kgm}

der head mounting bolt Tighten in
2nd step - Check again 90Nm{ 9.2kgm}
order shown
2 in diagram
 3rd step (long mounting bolts only) 120Nm{12.2kgm}
 Coat bolt seat face and  on left
 thread with molybdenum  4th step (long mounting bolts only) 120Nm{12.2kgm}
 disulphide (LM-P) Check again
5th step Turn 90º
3 Tightening torque of nozzle 60Nm{6.0kgm}

holder
Tighten
Tightening torque of head 24Nm{2.4kgm}
4 cover mounting bolt
102 SERIES 14-7

MAINTENANCE STANDARD VALVE, VALVE GUIDE
VALVE, VALVE GUIDE
14-8 102 SERIES

MAINTENANCE STANDARD VALVE, VALVE GUIDE
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
Outside diameter of valve 7.98

4a stem
Replace
Diameter of valve guide
bore 8.019 – 9.090
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
Installed length Installed load N{kg} Repair limit (N{kg})

Installed load of valve
spring 282.5 – 322.5
49.02 {28.8 – 32.9} —
5
Perpendicularity of valve
spring Max. 1.0 Replace
Depth of valve insert bore

6 (standard insert) 10.30 – 10.50
Inside diameter of valve in-

7 sert bore (standard insert) 46.987 – 47.013
102 SERIES 14-9

MAINTENANCE STANDARD LOCKER ARM SHAFT, PUSH ROD AND TAPPET
LOCKER ARM SHAFT, PUSH ROD AND TAPPET
14-10 102 SERIES

MAINTENANCE STANDARD LOCKER ARM SHAFT, PUSH ROD AND TAPPET
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
3 Tightening torque of rocker 24 Nm {2.4 kgm} Tighten

arm mounting bolt
Intake valve 0.25

4a Valve clearance (both Adjust
warm and cold)
Exhaust valve 0.51
Tightening torque of lock-
4b nut for rocker arm adjust- 24 Nm {2.4 kgm} Tighten
ment screw
Replace
5a Outside diameter of tappet 15.936 – 15.977 tappet
Inside diameter of tappet Replace

5b 16.000 – 16.055 cylinder block
hole
Replace
5c Clearance between tappet 0.02 – 0.065 tappet or
and tappet hole cylinder block
102 SERIES 14-11

MAINTENANCE STANDARD CYLINDER BLOCK
CYLINDER BLOCK
14-12 102 SERIES

MAINTENANCE STANDARD CYLINDER BLOCK
k1.
S6D102E-1 Engine Serial No.: 26200929 – 26222207
k2.
S6D102E-1 Engine Serial No.: 26222208 and up
SA6D102E-2 Engine Serial No.: 26319384 and up
Unit : mm
Vertical direction 0.076

1 Distortion of cylinder head Grind to
mounting surface Horizontal direction 0.051 correct
Inside diameter of main

bearing mounting hole Correct or
Standard size 87.982 – 88.018 replace
2 
 Tighten mounting bolts  cylinder
block
 to 17.6 Nm {18.0 kgm}
Inside diameter of main

bearing Replace
3a  83.106 main
 Tighten mounting bolts  bearing
 to 17.6 Nm {18.0 kgm}
3b Thickness of main bearing 2.438 – 2.464 Correct or

replace
Inside diameter of cam cylinder block
4a bushing mounting hole 57.222 – 57.258
4b Inside diameter of cam 54.107 – 54.146 Replace

bushing bushing
Tightening torque for main Order Tightening torque

5 bearing cap mounting bolt 1st step 60 Nm, {6.1 kgm} Tighten in
(k1)  order of left
 Coat bolt thread and seat 
2nd step 119 Nm, {12.1 kgm}
drawing
 face with engine oil 3rd step 178 Nm, {17.9 kgm}
Tightening torque for main Order Tightening torque

5 bearing cap mounting bolt 1st step 60 Nm, {6.1 kgm} Tighten in
(k2)  order of left
 Coat bolt thread and seat 
2nd step 90 Nm, {9.2 kgm} drawing
 face with engine oil 3rd step Tighten 90 ± 5°
Tightening torque for oil 24 Nm {2.4 kgm}
6 pan mounting bolt
Tighten
Tightening torque for crank
7 pulley mounting bolt 125 Nm {12.8 kgm}
102 SERIES 14-13

MAINTENANCE STANDARD CYLINDER
CYLINDER
Unit : mm
Inside diameter 102.000 – 102.116 Correct to

oversize,
or install
Circularity of inside 0.035 cylinder
1 diameter liner, or
replace cyl-
Cylindricity of inside diam- inder block
eter 0.076
14-14 102 SERIES

MAINTENANCE STANDARD CRANKSHAFT
CRANKSHAFT
14-16 102 SERIES

MAINTENANCE STANDARD CRANKSHAFT
Unit : mm
Replace thrust bearing or

correct to oversize
1 End play 0.102 – 0.432 Note: It is impossible to
correct tufftride crank-
shaft to oversize.
Outside diameter of main Correct to undersize or

2a journal 82.962 – 83.013
replace
Note: It is impossible to
shaft to undersize.
2b Circularity of main journal 0.050
2c Clearance of main journal 0.119 Replace main bearing.
3a Outside diameter of crank- Correct to undersize or

69.962 – 69.013 replace
pin journal
Note: It is impossible to
3b Circularity of crank pin jour- shaft to undersize.
Repair limit: 0.050
nal
Clearance of crankpin 0.014 Replace connecting rod

3c journal bearing.
Correct to undersize or
replace
4 Curvature of crankshaft Repair limit: Max. 0.15 (total indicator range) Note: It is impossible to
shaft to undersize.
5 Width of crankshaft thrust 37.475 – 37.602

face
Oil seal wear groove at 0.25

6a front and rear of crankshaft
Replace
6b Outside diameter of oil seal 129.975 – 130.025
flange at rear of crankshaft
Outside diameter of crank- 18.924 – 19.000

7 shaft damper pilot
102 SERIES 14-17

MAINTENANCE STANDARD CAMSHAFT
CAMSHAFT
6D102
14-20 102 SERIES

MAINTENANCE STANDARD CAMSHAFT
Unit : mm
End play A Replace

1 0.08 – 0.47 thrust plate
2 Outside diameter of Correct or

53.962 – 54.013 replace
camshaft bearing journal
3 Curvature of camshaft 0.15 (total indicator range)

Replace
Intake 47.040 – 47.492
4 Height of cam
Exhaust 46.770 – 47.222
When checking (crank angle when valve goes down x mm)

Valve Toler-
position Crank angle Standard ance
Intake Check
valve Before top 11.5° After top 4°19' curvature
open dead center dead center and wear of
valve cam-
Intake shaft push
Valve timing valve After bottom After bottom
5 9.5° dead center 6°00' rod,
closed dead center
±3 correct or
Exhaust replace
valve Before bottom Before bottom
53° dead center 34°17'
open dead center
Exhaust
valve After top 19° Before top 8°10'
closed dead center dead center
Outside diameter of cam-
6 shaft gear mounting sur- 41.575 – 41.593
face
Outside diameter of
7 camshaft thrust bearing 45.550 – 45.750
journal Correct or
Thickness of camshaft replace
8 9.4 – 9.6
thrust plate
9 Inside diameter of cam- 41.500 – 41.525

shaft gear bore
Tightening torque of
10 camshaft thrust plate 24 Nm {2.4 kgm} Tighten
mounting bolt
102 SERIES 14-21

MAINTENANCE STANDARD TIMING GEAR
TIMING GEAR
Unit : mm
A Backlash of camshaft 0.076 – 0.280

gear
Backlash of oil pump 0.080 – 0.330

B idler gear
– Backlash of each gear Replace
Backlash of oil pump 0.080 – 0.330
C gear
Backlash of fuel
D injection pump gear 0.081 – 0.363
14-22 102 SERIES

MAINTENANCE STANDARD PISTON, PISTON RING, PISTON PIN
PISTON, PISTON RING AND PISTON PIN
14-24 102 SERIES

MAINTENANCE STANDARD PISTON, PISTON RING AND PISTON PIN
102E-1 Unit : mm
Outside diameter of piston Replace

1 (at right angles to boss) 101.823 – 101.887 piston
Top ring 0.40 – 0.70

Clearance at piston ring
2 end gap 2nd ring 0.25 – 0.55
Oil ring 0.25 – 0.55 Replace

piston ring or
piston
a Top ring 0.075 – 0.150
Side clearance of piston
3 ring b 2nd ring 0.085 – 0.150
c Oil ring 0.040 – 0.130
4 Outside diameter of piston 39.990 – 40.003

pin Replace
piston or
Inside diameter of piston piston pin
5 40.006 – 40.025
pin bore
102E-2 Unit : mm
Outside diameter of piston Replace

1 (at right angles to boss) 101.823 – 101.887 piston
Top ring 0.35 – 0.45

Clearance at piston ring
2 end gap 2nd ring 0.55 – 0.85
Oil ring 0.25 – 0.55 Replace

piston ring or
piston
a Top ring 0.15
Side clearance of piston
3 ring b 2nd ring 0.15
c Oil ring 0.13
4 Outside diameter of piston

pin 39.990 – 40.003
Replace
piston or
Inside diameter of piston piston pin
5 40.006 – 40.025
pin bore
102 SERIES 14-25

MAINTENANCE STANDARD CONNECTING ROD
CONNECTING ROD
14-26 102 SERIES

MAINTENANCE STANDARD 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
6a Curvature, of connecting Curvature a 0.15

rod Replace
Twisting b 0.15 connecting
rod
Dimention c 191.975 – 192.025
6b Twisting of connecting rod

Tightening torque of con-
necting rod cap mounting 1st step 30 Nm {3.1 kgm}
7 bolt Tighten

 Coat thread of bolt nut  2nd step 60 Nm {6.1 kgm}
 with engine oil 3rd step Tighten 60 °
Side clearance of connect- —

8 ing rod 0.100 – 0.330
102 SERIES 14-27

MAINTENANCE STANDARD VIBRATION DAMPER
VIBRATION DAMPER
Unit : mm
1 Damaged rubber 3.175
Face runout of damper A Replace

2
Inside/outside misalign-
ment of damper B 1.588
3 Tightening torque of vibra-

tion damper 125 Nm {12.8kgm} Tighten
14-28 102 SERIES

MAINTENANCE STANDARD FLYWHEEL, FLYWHEEL HOUSING
FLYWHEEL, FLYWHEEL HOUSING
14-30 102 SERIES

MAINTENANCE STANDARD FLYWHEEL, FLYWHEEL HOUSING
Unit : mm
Face runout of flywheel

1 housing 0.20
Reassemble,
Radial runout of flywheel correct
2 housing 0.20
3 flywheel housing mounting 77 Nm {7.9 kgm} Tighten
bolt
4 Face runout of flywheel —

Reas-
semble,
5 Radial runout of flywheel correct
0.127
flywheel mounting bolt 137 Nm {14.0 kgm} Tighten
6 
 Coat bolt thread with 
 engine oil
Inside diameter of flywheel — —

7 housing
102 SERIES 14-31

MAINTENANCE STANDARD FAN HUB
FAN HUB
Unit : mm
1 Outside diameter of fan A 41.75 – 42.25

hub shaft
Outside diameter of fan Correct or re-

2 hub shaft B 35.004 – 35.024 place
Inside diameter of hub

3 bearing bore 63.938 – 63.956
14-32 102 SERIES

MAINTENANCE STANDARD OIL PUMP
OIL PUMP
Unit : mm
1 Clearance of rotor in axial

direction 0.127
2 Clearance between outer

rotor and body 0.38 Replace oil
pan
3 Clearance between outer 0.1778

rotor and inner rotor
4 Tightening torque of oil

pan mounting bolt 24 Nm {2.4 kgm} Tighten
102 SERIES 14-33

MAINTENANCE STANDARD WATER PUMP, THERMOSTAT
WATER PUMP, THERMOSTAT


Cracking temperature:  fully open: must be fully open 
 when soaked for 4 – 5 minutes 
82°C  in hot water at temperature 
1 Thermostat Fully open temperature:
 from 95°C to 77°C Replace
95°C 
 soak for 4 – 5 minutes in hot 
Fully open lift:  water at 95°C
8.5 mm
14-34 102 SERIES

MAINTENANCE STANDARD FUEL INJECTION PUMP
FUEL INJECTION PUMP
Unit : mm
Standard size Tolerance Repair limit

Outside diameter of
1 plunger Replace
— — —
plunger
assembly
2 Function of plunger Generated pressure standard
3 Function of delivery valve Time for pressure to drop Standard: Correct or

replace
Standard clearance Clearance limit
Replace
4 Clearance at plunger head Cam lift plunger guide
— at mm
Sliding resistance of con- Correct
– trol rack Repair limit: —
Standard size Repair limit

Free length of plunger
spring — —
5 Installed length Installed load Load limit
Installed load of plunger
spring
— — —
Replace
Free length of delivery
valve spring
— —
6
Installed length Installed load Load limit
Installed load of delivery
valve spring — — —
Tightening torque of deliv- —

7 ery valve holder
Tighten
– Tightening torque of fuel
injection pump mounting 43Nm, {44 kgm}
bolt
102 SERIES 14-35

MAINTENANCE STANDARD FUEL INJECTION NOZZLE
FUEL INJECTION NOZZLE

102E-1
Unit : mm
Standard: — Replace
Spray angle nozzle
1
Standard Repair limit
Nozzle cracking pressure Adjust or re-
(injection pressure) place
— —

Free length of nozzle
spring — —
2 Replace
Installed load of nozzle
spring
— — —
14-36 102 SERIES

MAINTENANCE STANDARD FUEL INJECTION NOZZLE
102E-2
Unit : mm
Standard: 140º Replace

Spray angle nozzle
1
Standard Repair limit
Nozzle cracking pressure Adjust or re-
(injection pressure) 2
place
22 – 23.4 MPa {224 – 239 kg/cm } —

Free length of nozzle
spring — —
2 Replace
Installed load of nozzle
spring
— — —
102 SERIES 14-37

REPAIR AND REPLACEMENT OF PARTS
15 REPAIR AND REPLACEMENT OF

PARTS
Outline .......................................................... 15- 2 Method of grinding valve seat .................... 15-13

Repair guideline ...................................... 15- 2 Method of installing valve seat ................... 15-17
When should substitute repairs be Machining exhaust valve insert pocket ...... 15-17
carried out ........................................... 15- 2 Replacing valve seat ................................ 15-20
Inspection ................................................ 15- 2 Method of grinding valve ............................ 15-21
To ensure safety, follow all Checking tension of valve spring ........... 15-22
instructions in manual ........................ 15- 2 Assembly of cylinder head ......................... 15-23
Follow washing methods given Procedure for repairing cylinder block ....... 15-24
in manual ............................................. 15- 2 Repair tools .............................................. 15-24
Follow inspection methods Combustion deck ..................................... 15-24
given in manual ................................... 15- 2 Cam bore .................................................. 15-25
Repair methods for screws using Outline of repair of cylinder bore ........... 15-26
coil thread insert ...................................... 15- 3 Cylinder bore ........................................... 15-26
Method for using taper thread plugs to seal Installation of repair sleeve .................... 15-28
pockets and small holes in castings ...... 15- 4 Procedure for repairing crankshaft ............. 15-31
Repair procedure ..................................... 15- 4 Repair tools .............................................. 15-31
Method for repairing taper thread Outline of grinding crankshaft ................ 15-31
plug holes worn by large size Regrinding specifications for
copper plated plugs ................................ 15- 7 crankshaft journal ............................... 15-32
Method of using filler metal in emergency Regrinding crankshaft journal radius ..... 15-33
repairs ...................................................... 15- 8 Specification for regrinding crankshaft
Procedure and tools for repairing rod journal ........................................... 15-34
cylinder block .......................................... 15- 9 Regrinding crankshaft rod journal
Inspection and grinding to repair radius ................................................... 15-34
combustion deck ..................................... 15- 9 Optional procedure ................................. 15-35
Inspection and installation of valve Procedure for repairing connecting rod ..... 15-36
guide ........................................................ 15-10 Removal of pin bore bushing ................. 15-36
Procedure 1 for building up using Installation of pin bore bushing ............. 15-38
service valve guide .................................. 15-11 Machining of connecting rod bushing ..... 15-40
Procedure 2 for building up using Inspection of curvature and twisting
service valve guide .................................. 15-12 of connecting rod ................................ 15-41
Outline of valve seat repair ......................... 15-12 Testing alignment of connecting rod ..... 15-42
Calculating grinding depth of valve Inspection of twisting of
seat ........................................................... 15-13 connecting rod .................................... 15-42
Replacing valve seat insert ..................... 15-43
102 SERIES 15-1

REPAIR AND REPLACEMENT OF PARTS OUTLINE
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.
15-2 102 SERIES

REPAIR METHODS FOR SCREWS USING
REPAIR AND REPLACEMENT OF PARTS COIL THREAD INSERT
REPAIR METHODS FOR SCREWS USING COIL THREAD INSERT

The 102 engine uses metric cap screws.
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.
102 SERIES 15-3

METHOD FOR USING TAPER THREAD PLUGS TO
REPAIR AND REPLACEMENT OF PARTS SEAL POCKETS AND SMALL HOLES IN CASTINGS
METHOD FOR USING TAPER

THREAD PLUGS TO SEAL
POCKETS AND SMALL HOLES
IN CASTINGS
This explanation of the repair procedure is a guide-
line for the method of use of a taper thread plug to
repair slight defects which cause leakage in cast-
ings, such as pin holes, blow holes, and pocket of
dirt or slag or sand. These defects can be
repaired in the following cases.
1. Oil or water continues to leak out from the en-
gine.
2. The locations of the defect is at a place where
there is no strain on the casting, or in portions
where no other machining has been carried out.
A taper thread plug is also used for repairing cracks,
but the guideline for repairs of castings with cracks
is not included here.
This method cannot be used for carrying out re-
pairs in the following places.
1. Oil passage boss.
2. Cast portions in positions where a drilled hole
or mounted taper thread plug would interfere
with the operation of the engine or any of the
engine components.
3. The wall portion of the casting between the wa-
ter passage and oil passage.
4. The boss of the cylinder head cap screw.
A taper thread plug can be used for repairing cast-
ings in the following cases.
1. Defects which can be removed with a tap drill.
2. Places where the necessary plug size is a maxi-
mum of 27.53 mm (1.084 in).
3. Places with defects where the maximum thick-
ness of the wall is at least 3.97 mm (5/32 in).
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.
15-4 102 SERIES

Ironite X Y Cummins
Part Diameter at Thread Drill Ironite tap
No. small end length size tap No. Part No.
mm mm
210200 5.08 3.8 11/64 530200 555228

210235 5.97 23.8 13/64 530235 555229
210237 8.32 36.5 5/16 530237 555230
210420 10.67 25.4 25/64 530420 555231
210421 10.67 36.5 25/64 530420 555232
210490 12.45 25.4 15/32 530490 555234
210491 12.45 36.5 15/32 530590 555234
210590 14.99 25.4 23/32 530780 555236
260780 19.81 25.4 23/32 530780 555236
261080 27.53 25.4 1.00 531080 555237
A: Standard pipe plug

B: Taper threaded plug
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.
102 SERIES 15-5

8. Using a small ball peen hammer flatten the pro-

truding portion of the plug. Flatten the plug so
that the top thread of the plug seals the top
thread of the hole.
9. Leave for at least 30 minutes for the Loctite
sealant to harden.
10. Using a hand grinder or file, make the top of
the plug level with the surface of the casting.
Caution: If repairs have been carried out to the
water passage or oil passage wall surface,
the plug must be tested with an air pres-
sure of 345 kPa {3.5 kg/cm2}. Apply pres-
sure to the passage and coat the top of
the plug with soapy water to check that
no bubbles are formed. If bubbles are
formed, it means that the leakage has not
been properly repaired. Start again from
Step 2 of the above procedure and install
the next size of taper thread plug.
11. If necessary, paint the repaired portion with
paint of a matching color.
15-6 102 SERIES

METHOD FOR REPAIRING TAPER THREAD PLUG HOLES
REPAIR AND REPLACEMENT OF PARTS WORN BY LARGE SIZE COPPER PLATED PLUGS
METHOD FOR REPAIRING

TAPER THREAD PLUG HOLES
WORN BY LARGE SIZE COP-
PER PLATED PLUGS
It is possible to repair a worn taper thread plug
hole using the following method.
• Clean the thread portion with trichloroeth-
ylene III or the equivalent.
• Fit the correct size of pipe tap to the thread.
• Install a copper plated (large size) taper
thread plug using taper thread plug sealant.
102 SERIES 15-7

METHOD OF USING FILLER METAL
REPAIR AND REPLACEMENT OF PARTS IN EMERGENCY REPAIRS
METHOD OF USING FILLER

METAL IN EMERGENCY RE-
PAIRS
The explanation for this procedure gives informa-
tion regarding the method of use of compound filler
metal in emergency repairs.
Repair methods using filler metal must not be used
as a substitute for permanent repair or replacement
of parts.
Filler metal can be used to provide temporary limi-
tation of permeation, adjustment of the surface, or
cover for chipped parts.
Û WARNING:
Do not attempt to use this method for repair
of components or parts related to safety.
It is possible to obtain metal filler based on vari-
ous metals, such as iron, brass, or aluminium.
Check that the filler metal matches the material of
the part being repaired. The filler metal must have
the same resistance to temperature, stress, and
pressure as the material of the part being repaired.
Metal filler compounds have many purposes: some
can be used to join different types of metals, while
others cannot be used for such purposes. To
achieve a good result, follow the recommendations
of the manufacturer.
15-8 102 SERIES

PROCEDURE AND TOOLS FOR REPAIRING CYLINDER BLOCK
REPAIR AND REPLACEMENT OF PARTS INSPECTION AND GRINDING TO REPAIR COMBUSTION DECK
PROCEDURE AND TOOLS FOR

REPAIRING CYLINDER BLOCK
Valve refacer
Valve seat grinding machine
Valve guide installation tool
INSPECTION AND GRINDING

TO REPAIR COMBUSTION
DECK
Check the head surface and look for chipped or
scratched places and corrosion
Check that there is no deformation of the head as
shown in the diagram.
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
Remove any dirt from the surface of the combus-

tion deck. If there is any need to maintain the sur- A = Total 1.00 mm
face smoothness or the repair limit for flatness, it
B = Min. 94.00±0.25 mm (given only for reference)
is possible to grind the desired amount provided
the amount that is ground does not exceed a total C = Surface finishing 1.5 to 3.2 micrometres
of 1.00 mm. Each amount of grinding must be dis-
D = Location to display amount of grinding with
played with a steel stamp at the bottom right cor-
stamp
ner of the rear face immediately above the edge of
the combustion deck.
102 SERIES 15-9

REPAIR AND REPLACEMENT OF PARTS INSPECTION AND INSTALLATION OF VALVE GUIDE
INSPECTION AND INSTALLA-

TION OF VALVE GUIDE
Check the valve guide to see if it scratched or dam-
aged.
Measure the valve guide bore.
Limit
Diameter: 8.039 mm
If inspection shows that the valve guide bore is

worn, the valve head must be machined and a ser-
vice valve guide installed. After the valve guide is
installed to the head, it must be finished by ream-
ing.
Caution: After inspection, if it is judged that a ser-

vice valve guide and valve insert are required, in-
stall the service guide first.
Valve guide Part No.
Komatsu Part No. - Intake (thick wall)
6736-19-1310
Komatsu Part No. - Exhaust (thick wall)
6736-19-1410
Komatsu Part No. - Intake (thin wall)
6736-18-1310
15-10 102 SERIES

PROCEDURE 1 FOR BUILDING UP USING
REPAIR AND REPLACEMENT OF PARTS SERVICE VALVE GUIDE
PROCEDURE 1 FOR BUILDING

UP USING SERVICE VALVE
GUIDE
6736-18-1310
Machine the valve guide bore of the cylinder head
base material to dimension A.
A = Diameter 11.125±0.013 mm
Carry out centering with the valve seat to a diam-
eter of within 0.35 mm, and set at right angles to
the combustion face within 0.10 mm at a radius of
50.0 mm.
Install the valve guide as shown in the diagram.

A = Lubricate with oil and push the guide so that it
is level with the bottom of the boss.
B = 12.00 + 0.75 mm (Reference)
C = If necessary, grind until it is level with the top

of the guide boss.
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.
After completion of assembly, touch the valve stem

and check that the collet is fixed in position.
102 SERIES 15-11

PROCEDURE 2 FOR BUILDING UP USING SERVICE VALVE
REPAIR AND REPLACEMENT OF PARTS GUIDE, OUTLINE OF VALVE SEAT REPAIR
PROCEDURE 2 FOR BUILDING

UP USING SERVICE VALVE
GUIDE
6736-19-1310 and 6736-19-1410
Machine the valve guide bore of the cylinder head
base material to dimension A.
A = Diameter 14.00±0.013 mm
Carry out centering with the valve seat to a diam-
eter of within 0.35 mm, and set at right angles to
the combustion face within 0.10 mm at a radius of
50.0 mm.
Install the valve guide as shown in the diagram.

Lubricate with oil and push in the guide so that it
protrudes dimension A from the cylinder head.
Carry out reaming to finish the bore to dimension
B.
A = 12.25±0.50 mm
B = 8.029±0.010 mm
OUTLINE OF VALVE SEAT RE-

PAIR
There is a valve seat assembled to the cylinder
head. It is possible to regrind the seat only once.
If any seat has been previously reground, the seat
must be replaced with a service seat.
After regrinding the seat, mark it with an X.
To indicate that a service seat has been installed,

stamp the head with two Xs.
It is possible to regrind the service seat only once.

For details, see the section on the method for grind-
ing the seat.
15-12 102 SERIES

CALCULATING GRINDING DEPTH OF VALVE SEATS
REPAIR AND REPLACEMENT OF PARTS METHOD OF GRINDING VALVE SEAT
CALCULATING GRINDING
DEPTH OF VALVE SEAT
Install the valve to the specified position, then mea-
sure the depth of the valve.
The depth of the valve is the distance from the valve

face to the head deck.
Note the measurement for depth A of each 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°
102 SERIES 15-13

Install the valves to the respective bores, then mea-

sure the depth again.
Note the measurement for depth B of each valve.

Calculate so that the ground depth (GD) is as fol-
lows.
GD - (B) - (A)
Limit
GD: 0.254 mm
After grinding the valve seats, stamp the distin-

guishing mark on them.
15-14 102 SERIES

Install the valves to the specified position, then

measure the depth.
Check depth C of the valve.

Limit
Depth: 0.99 mm - 1.52 mm
If the depth exceeds the limit, replace the valve.
Coat each valve lightly with valve lapping com-

pound, then fit a bar to each valve and rub the valve
until it fits.
Remove the valve and wipe off all the lapping com-
pound from the valve and seat.
102 SERIES 15-15

Measure the width of the valve seat to the lapped

surface.
Limit for valve seat width
Min. value 1: 1.5 mm
If necessary, grind area A with a 60° grindstone

and area B with a 15° grindstone, then center the
seat and valve face. Be sure to keep the valve seat
width within the limit.
15-16 102 SERIES

METHOD OF INSTALLING VALVE SEAT
REPAIR AND REPLACEMENT OF PARTS MACHINING EXHAUST VALVE INSERT POCKET
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.
For cylinder heads with a valve seat, measure the A = 8.029±0.010 mm

dimensions of the valve seat pocket. If it is outside C = 10.40±0.10 mm
the following dimensions, it is necessary to replace D = Diameter 47.00±0.013 mm
the cylinder head.
E = Max. radius 0.40 mm
Machining intake valve seat pocket
F = Surface finishing 3.2 micrometres
(Valve seat part number: 6732-11-1180)
Inspect the valve guide bore according to the sec-
MACHINING EXHAUST VALVE A = 8.029±0.010 mm

INSERT POCKET C = 10.20±0.10 mm
Valve seat part number: 6732-11-1170 D = Diameter 43.650±0.013 mm

E = Max. radius 0.40 mm
F = Surface finishing 3.2 micrometre
102 SERIES 15-17

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.
Grind the valve seat lightly to provide a suitable

seat angle.
Seat angle
Intake valve: 30°

Exhaust valve: 45°
Install the valves to the specified position, then

measure the depth.
15-18 102 SERIES

Check depth (C) of the valve.

Limit
Depth: 0.99 mm - 1.52 mm
Coat each valve lightly with valve lapping com-

pound, then fit a bar to each valve and rub the valve
until it fits.
Remove the valve, and wipe off all the lapping com-
pound from the valve and seat.
Measure the width of the valve seat to the lapped

surface.
Limit for valve seat width

102 SERIES 15-19

If necessary, grind area A with a 60° grindstone

and area B with a 15° grindstone, then center the
seat and valve face. Be sure to keep the valve seat
width within the limit.
REPLACING VALVE SEAT

Special tools required
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
5 795-100-4741 Pilot (ø8.02) 1

795-100-4751 Pilot (ø8.03) 1
• When using the valve seat puller to remove the

valve seat
1) Install grindstone 5 to grinder 1.
2) Align the groove of sleeve 3 with holder
2, then insert.
Î Adjust the position of the grinder with
set screw 4.
15-20 102 SERIES

REPAIR AND REPLACEMENT OF PARTS METHOD OF GRINDING VALVE
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
Grind all reused valves to correct them. Check that

there are no bent valves. Replace any bent valve.
Seat angle
Intake valve: 30°
Exhaust valve: 45°
Measure the rim thickness.

Limit
Min. value (T): 0.79 mm
102 SERIES 15-21

REPAIR AND REPLACEMENT OF PARTS METHOD OF GRINDING VALVE
Check the valve stem first to confirm that it is not

crushed.
If necessary, carry out surface grinding on the tip

of the stem again.
Check the valve spring.

Measure the valve spring.
Limit
Free length (L): Approx. 63.5 mm
Max. value for angle: 1.0 mm
CHECKING TENSION OF VALVE SPRING

A minimum load of 329 N {33.5 kg} is necessary to
compress the spring to a height of 49.02 mm.
15-22 102 SERIES

REPAIR AND REPLACEMENT OF PARTS ASSEMBLY OF THE CYLINDER HEAD
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.
Lubricate the stem with engine oil, then install the

valve.
Assemble the spring and retainer, then compress

the valve spring.
Install a new valve collet, then release the spring

tension.
102 SERIES 15-23

REPAIR AND REPLACEMENT OF PARTS PROCEDURE FOR REPAIRING CYLINDER BLOCK
PROCEDURE FOR REPAIRING

CYLINDER BLOCK
REPAIR TOOLS
Camshaft bore boring bar
Camshaft bearing driver
Cylinder boring bar
Cylinder block and head surface grinding machine
Cylinder honing set
Caution: It is possible to carry out the following

repair using standard gasoline automo-
bile tooling at a local automobile engine
repair shop.
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
15-24 102 SERIES

If the block has been ground 0.25 mm, an X must

be stamped at the top right corner at the rear face
of the block. If the block is ground a 2nd time and
the total amount removed in grinding is 0.50 mm,
a 2nd X must be stamped
beside the first X.
For details of a suitable head gasket to use together

with the block after grinding, check the parts cata-
log. Be careful to ensure the correct clearance from
the piston to the valve.
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.
102 SERIES 15-25

OUTLINE OF REPAIR OF CYLINDER

BORE
The cylinder bore can be repaired in the following
two ways.
Method 1: Open a larger hole and use a larger pis-
ton and ring.
Method 2: Make a hole, install a repair sleeve, and
return the bore to the standard size.
Two types of oversize piston and ring
are available: 0.5 mm and 1.00 mm.
If the larger (1.00 mm) bore is needed,
it is necessary to use a repair sleeve.
Depending on the need, the sleeve can
be installed to individual cylinders. The
old repair sleeve can be removed from
the bore and replaced by using a bor-
ing bar. The cylinder bore must not be
cut in excess of the oversize limit.
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°
15-26 102 SERIES

A surface which has been given correct honing will

have a cross-hatch pattern, and the angle of the
line will be 15 - 25° to the top surface of the cylin- Upper surface of cylinder block
der block.
Rough grinding: Use an 80 grit honing grindstone
Finishing grinding: Use a 280 grit honing grindstone
15 to 25 deg..
The surface finishing must be a maximum of 1.2
micrometres.
After completion of finishing

Wash the cylinder bore immediately with concen-
trated washing solvent and hot water. After rins-
ing, apply a breeze to the block to dry it.
ng
s hi t
a
W gen
a
Check if the bore is clean by wiping it with a white

cloth soaked in diesel oil.
If the block is not to be used immediately, coat it
with rust prevention agent.
102 SERIES 15-27

INSTALLATION OF REPAIR SLEEVE

Repair sleeve part number 6736-29-2110
If an oversize bore of more than diameter 1.00 mm
is needed, the hole must be made in the block again
and the repair sleeve installed. After installing, the
sleeve bore must be finished again to a diameter
of 102.020±0.020 mm. Use the standard diameter
piston and service piston ring set.
Making a new hole in block for repair sleeve

A = 104.515 + 0.015 mm
104.500 –- 0.000 mm
B = 6.35 mm
After completely making the hole, remove all metal
chips, particles, and oil completely from the bore,
and install the repair sleeve.
Cool the repair sleeve at –12°C (+10°F) for at least
one hour. Remove the sleeves one at a time and
install them to the block as follows.
When installing the sleeve, coat each bore one at a

time with Loctite 620.
Using protective gloves, push the frozen sleeves

as far as possible into the bore by hand.
15-28 102 SERIES

A surface which has been given correct honing will

have a cross-hatch pattern, and the angle of the
line will be 15 – 25° to the top surface of the cylin-
der block. Upper surface of cylinder block
Rough grinding: Use an 80 grit honing grindstone

Finishing grinding: Use a 280 grit honing grind-
stone 15 to 25 deg .
Finishing grinding dimension:
102.20±0.020 mm
The surface finishing must be a maximum of 1.2
micrometres.
After completion of finishing

Wash the cylinder bore immediately with concen-
trated washing solvent and hot water. After rins-
ing, apply a breeze to the block to dry it. ng
hi
as nt
W ge
a
Check if the bore is clean by wiping it with a white

cloth soaked in diesel oil.
If the block is not to be used immediately, coat it
with rust prevention agent.
102 SERIES 15-29

Repair specifications for main bearing bore
Measurement mm
Main bearing bore 87.982 MIN

Inside diameter 88.018 MAX
Inside diameter expanded - preliminary cut 0.76 MAX
Inside diameter expanded - finishing cut 0.25 MAX
Surface finishing 3.2 µM MIN
Torque for main cap bolt :

Torque value:
S6D102E-1 Engine Serial No.: 26200929 – 26222207
1 st step 60 Nm {6.1 kgm}

2 nd step 119 Nm {12.1 kgm}
3 rd step 178 Nm {17.9 kgm}

SA6D102E-2 Engine Serial No.: 26319384 and up
1 st step 60 Nm {6.1 kgm}

2 nd step 90 Nm {9.2 kgm}
3 rd step Tighten 90 ± 5°
15-30 102 SERIES

REPAIR AND REPLACEMENT OF PARTS PROCEDURE FOR REPAIRING CRANKSHAFT

CRANKSHAFT
REPAIR TOOLS
Lathe for regrinding crankshafts
Caution: It is possible to carry out the following
repair using standard gasoline automobile tooling
at a local automobile engine repair shop.
OUTLINE OF GRINDING CRANKSHAFT

It is possible to regrind the crankshaft main jour-
nal and rod journal a maximum of 4 times in incre-
ments of 0.25 mm, making a total amount of grind-
ing of 1.00 mm. The only exception is the surface
of the main journal thrust width, which must be
reground in two sizes of increment: 0.50 mm and
1.00 mm. The thrust surface on the 4-cylinder en-
gine is at the No. 4 main shaft, and on the 6-cylin-
der engine it is at the No. 9 main shaft. If it is
necessary to regrind the thrust surface, the main
journal must also be ground in the same way to a
smaller size.
When regrinding the crankshaft journal, in both
cases, the explanation is for two types of proce-
dure: the recommended procedure and the op-
tional procedure. However, if it is necessary to
regrind the width of the thrust surface, only the
recommended procedure is authorized.
102 SERIES 15-31

REGRINDING SPECIFICATIONS FOR CRANKSHAFT JOURNAL

Standard journal size: 83.00 ± 0.013 mm
Wear limit: 82.962 mm
Journal
Available undersize Grind to size below
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.
Regrinding width of thrust face of thrust journal

The thrust journal can be reground using the same increments as the other journals and using the same
specifications. If regrinding of the thrust face width is not carried out, the journal radius can be reground
using the recommended procedure or the optional procedure. When grinding the thrust face width, the
recommended procedure must be used. For details, see page 1-14. If it is necessary to regrind the thrust
side face, the journal must be regrind to the same undersize.
Available undersize Regrind to dimensions below

thrust/thrust face A = Radius B = Width
0.50 mm 82.500±0.013 mm 38.00±0.025 mm

1.00 mm 82.00±0.013 mm 38.500±0.025 mm
Thrust face (C) must be ground at the center within

a tolerance of 0.10 mm, and the front and rear jour-
nals must be perpendicular within 0.0015 mm per
inch of radius in the thrust range. The surface fin-
ishing conditions are 0.4 micrometres.
For details of regrinding the radius and the surface
finishing.
15-32 102 SERIES

REGRINDING CRANKSHAFT JOURNAL

RADIUS
Recommended procedure - journal
Join the 4.20 ± 0.20 mm radius smoothly to the
reground diameter.
Surface finishing
A = 0.8 micrometres in minimum 45° range at fillet
on opposite side of journal surface
B = 1.6 micrometres compared with remaining part
of fillet
C = 0.4 micrometres
(Journal surface)
D = Basic dimension
E = New undercut dimension
Optional procedure - this must not be used when
regrinding the thrust face width
Join the 1.25 ± 0.20 mm radius smoothly to the
reground diameter.
Surface finishing
of fillet
C = Basic dimension
D = New undercut dimension
E = 0.4 micrometres
(Journal surface)
Regrinding width of undercut radius
F = 34.500 ± 0.025 mm
102 SERIES 15-33

SPECIFICATION FOR REGRINDING CRANKSHAFT ROD JOURNAL

Standard rod journal size: 69.000±0.013 mm
Wear limit: 68.962 mm
Available undersize Grind to size below
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.
REGRINDING CRANKSHAFT ROD JOUR-

NAL RADIUS
Recommended procedure
Join the 4.00±0.20 mm radius smoothly to the
reground diameter.
Surface finishing
of fillet
C = Journal surface: 0.4 micrometres
D = New undercut dimension
E = Basic dimension
15-34 102 SERIES

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
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
102 SERIES 15-35

REPAIR AND REPLACEMENT OF PARTS PROCEDURE FOR REPAIRING CONNECTING ROD

CONNECTING ROD
REMOVAL OF PIN BORE BUSHING
The tools for removing and installing part number
3823902 connecting rod pin bore bushing are as
shown below.
Index No. Part No. Explanation Qty
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
Set the end of the connecting rod pin bore in the

mandril.
Set the thin wall removal and installation ring on

top of the mandril inserted in the connecting rod.
Adjust the surface with the angle.
Install the cup to the mandril and secure with the

hair pin cotter.
15-36 102 SERIES

Install the mandril to the anvil.

Adjust the rod so that the angle of the rod matches
the angle of the anvil. The rod should be horizon-
tal.
Apply pressure to the top of the cup to push out

the bushing. Push the bushing in to the bottom of
the bore.
Remove the hair pin cotter. Remove the cup, then

slide the rod from the mandril.
Remove the bushing and measure the connecting

rod bushing bore.
Caution: If the connecting rod bushing bore is not
the specified value, replace the connect-
ing rod.
Diameter
mm
42.987 MIN
43.013 MAX
102 SERIES 15-37

INSTALLATION OF PIN BORE BUSHING

Before installing the bushing, soak the bushing and
connecting rod pin end in clean 15W-40 engine oil.
Install the bushing to the mandril.
Insert the removal/installation ring on the inside of

the stop ring.
Align the angle, set the side with the angle at the
bottom, then align the notch of the removal/instal-
lation ring with the pin on the inside of the stop
ring, and slide it on the mandril.
Install the cap and secure with the hair pin cotter.
15-38 102 SERIES

Insert the mandril and components on the cham-

fered side of the rod.
Align the angle of the bushing, connecting rod, and
stop ring.
Caution: Not all the rods have double chamfering.
In some cases, additional chamfering is
carried out to make it easier to install the
bushing, but there must be no area of the
bushing that is not supported.
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
Set the rod and mandril assembly on top of the

anvil. (Align so that the angle at the top of the rod
matches the angle on top of the anvil) and set so
that the rod is horizontal.
Use an arbor or hydraulic press to apply pressure

to the top of the cup, and push the bushing on to
the rod. Keep pushing continuously until the stop
ring is pushed in to a point where it contacts the
rod.
102 SERIES 15-39

Check the alignment of the oil holes. It must be

possible for the rod with diameter of 3 mm to move
the rod and bushing oil hole freely.
Check the clearance between the connecting rod
bushing and connecting rod.
Using a clearance gauge (25 mm), check that the
bushing is properly fitted. The clearance gauge (25
mm) should not enter between the bushing and
rod (B).
MACHINING OF CONNECTING ROD

BUSHING
It is necessary to finish the inside diameter of the
new rod bushing. Use a Cummins rod boring ma-
chine or equivalent to machine the bushing. If a
Sannen PM-300 or equivalent connecting rod bor-
ing machine is adjusted properly, it can control the
tolerance for curvature and twisting, and also the
tolerance for the crankshaft - pin bore center - cen-
ter.
When carrying out the alternative repair for the B
series connecting rod, this type of boring machine ®
must be used.
Do not use a floating rod type honing machine.
Finishing dimensions of bushing
Inside diameter (before 1994)

mm
40.053 MIN
40.067 MAX
Inside diameter (1994 only)

mm
40.019 MIN
40.033 MAX
15-40 102 SERIES

Clearance of pin bushing
Clearance
mm
0.050 MIN
0.077 MAX
INSPECTION OF CURVATURE AND

TWISTING OF CONNECTING ROD
Calibration of test equipment
Check for curvature and twisting of the rod. To
calibrate the test equipment, use a new rod that
has had its length from center to center measured
accurately.
Length from center to center

mm
191.975 MIN
192.025 MAX
Install the connecting rod to the equipment.

Move the dial holder and set the contact of the in-
dicator on the mandril to the piston pin bore.
Tighten the bracket and secure the indicator. Set
the dial indicator to 0.
102 SERIES 15-41

Remove the connecting rod from the equipment.

Rotate the rod 180° horizontally, then install the rod
to the equipment again.
Check again that the dial indicator is at the 0 posi-

tion.
If the dial indicator has moved even slightly from
the 0 position, set the dial to half the reading on
the scale.
This calibrates the equipment, and the connecting
rod can be installed to the equipment in any direc-
tion. The dial shows equal error on both sides of
0.
Curvature of connecting rod
mm
0.150 MAX
TESTING ALIGNMENT OF CONNECTING

ROD
Install the mandril and arbor to the connecting rod,
then carry out inspection.
Install the connecting rod to the equipment.
INSPECTION OF TWISTING OF CON-

NECTING ROD
Apply light pressure to the rod and rest it against
the equipment. Pass the clearance gauge over both
ends of the mandril at the opposite side of the pin.
Twisting of connecting rod
mm
0.150 MAX
15-42 102 SERIES

REPLACING VALVE SEAT INSERT

Special tools required 1. Removing valve seat insert
Before carrying out the grinding operation,
No. Part No. Part Name Q’ty test run the grinder for 1 minute to check that
there is no abnormality.
A 795-100-4801 Puller (valve seat) 1
• If the grindstone has been replaced, test run
Push tool 1 for 3 minutes.
B 795-744-1110
(for intake valve)
Check that the grindstone is not damaged, in-
Push tool 1 stall so that there is no play in the grinder
C 795-744-1120
(for exhaust valve) shaft, and use safety glasses when using the
grinder.
795-100-3005 Seat cutter (kit) 1
795-100-3100 • Body assembly 1
795-100-3200 • Micrometer 1
1
795-100-3300 • Gauge 1
795-100-3401 • Tool head 1
795-100-3601 • Head support 1
2 795-100-3710 Cutter 1
D
Cutter 1
3 795-100-3740
(for intake valve)
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
• When using the valve seat puller to remove the

valve seat
1) Install grindstone 5 to grinder 1.
2) Align the groove of sleeve 3 with holder
2, then insert.
! Adjust the position of the grinder with
set screw 4.
102 SERIES 15-43

3) Adjust the position of the grinder so that

the center of grindstone 5 is at the center
of seat insert (1), then tighten the set screw
to fix the grinder in position.
4) Rotate the grindstone and move it slowly
until it contacts insert (1).
5) Push the grindstone lightly against the in-
side face of the insert and make a groove
around the whole inside circumference of
the insert.
! Depth of groove: Approx. 1 mm
6) Push the 3 teeth (a) of puller head 6 of tool

A inwards by hand and insert in insert (1).
7) Tighten screw 8 to push the 3 teeth against
the groove on the inside surface of the in-
sert.
! Stop tightening when the teeth contact
the groove completely.
8) Insert bridge 9 on the outside of the puller
head, put plates - and q on top of the
bridge, then tighten nut w and remove in-
sert (1).
• When welding a bar to the insert to remove.
1) Weld round bar (1) (thickness: 10 φ, length:

0.1 – 0.5 mm shorter than inside diameter)
to insert (2) on the inside diameter of the
insert.
! Be careful not to let any welding metal
stick to the head.
2) When the temperature of the weld goes
down to near room temperature, insert an
old valve (3) from the opposite direction and
hit the head of the valve with a small ham-
mer to remove the insert.
! Be careful not to hit too hard, if there is
strong impact force, the welding may
break off.
15-44 102 SERIES

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.
2) Check depth (h) of the insert from the bot-

tom surface of the cylinder head.
! Insert depth h
Intake valve: 3.5 mm
Exhaust valve: 3.49 mm
3. Finishing insert seat surface

1) Using tools D1, D2, D3, and D4, carry out
finishing so that the insert seat face is the
dimensions shown in the diagram below.
! When inserting tool D5 into the valve guide,
use a tool that enters without leaving any
clearance.
102 SERIES 15-45

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CONTENTS

01 GENERAL ............................................................................................................ 01-1

11 STRUCTURE AND FUNCTION ........................................................... 11-1

12 TESTING AND ADJUSTING ................................................................. 12-1

14 MAINTENANCE STANDARD ............................................................... 14-1

15 REPAIR AND REPLACEMENT OF PARTS ................................... 15-1

102 SERIES 00-1

IMPORTANT SAFETY NOTICE

GENERAL PRECAUTIONS 6. Decide a place in the repair workshop to keep

STRUCTURE AND FUNCTION

TESTING AND ADJUSTING

DISASSEMBLY AND ASSEMBLY

HOW TO READ THE SHOP MANUAL REVISED EDITION MARK

VOLUMES When a manual is revised, an edition mark

Chassis volume: Issued for every machine model REVISIONS

DISTRIBUTION AND UPDATING

• If a part cannot be smoothly removed from the

2) Sling wire ropes from the middle portion of the

METHOD OF DISASSEMBLING, CONNECTING PUSH-PULL TYPE COUPLER

¤ Before carrying out the following work, release

For details, see TESTING AND ADJUSTING,

Even if the residual pressure is released from

2) Hold adapter (1) and push hose joint (2) into

3) After hose joint (2) is pushed into adapter (3),

4) Hold hose adapter (1) or hose (5) and pull it out.

2) After inserting the hose in the mating adapter

• Used to prevent rubber gaskets,

• Used in places requiring an imme-

• Features: Resistance to heat and

Adhesive: • Used as adhesive or sealant for

Polyethylene • Used as sealant for machined

Holtz • Used as heat-resisting sealant for

• Quick hardening type adhesive

• Quick hardening type adhesive

Loctite Polyethylene • Resistance to heat, chemicals

• Used as adhesive or sealant for

• Used as sealant for various

• Features: Silicon based, resist-

• Ftures: Silicon based, quick hard-

Three bond • Used as heat-resisting sealant for

• Used as lubricant for sliding por-

SYG2-400LI • General purpose type

SYG2-400CA • Used for normal temperature,

Molybdenum 400 g • Used for places with heavy load

STANDARD TIGHTENING TORQUE

Thread diameter Width across

6 10 13.2 0 1.4 1.35 0 0.15

27 41 1320 0 140 135 0 15

Thread diameter Width across

TABLE OF TIGHTENING TORQUES FOR FLARED NUTS

TABLE OF TIGHTENING TORQUES FOR SPLIT FLANGE BOLTS

Thread diameter Width across flat Tightening torque

TABLE OF TIGHTENING TORQUES FOR O-RING BOSS PIPING JOINTS

Thread diameter Width across flat Tightening torque

TABLE OF TIGHTENING TORQUES FOR O-RING BOSS PLUGS

Thread diameter Width across flat Tightening torque

TIGHTENING TORQUE FOR 102 ENGINE SERIES

ELECTRIC WIRE CODE

0.85 11 0.32 0.88 2.4 12 Starting, lighting, signal

2 26 0.32 2.09 3.1 20 Lighting, signal etc.

5 65 0.32 5.23 4.6 37 Charging and signal

15 84 0.45 13.36 7.0 59 Starting (Glow plug)

40 85 0.80 42.73 11.4 135 Starting