28 Perkins engines || handbook for marine diesel engines 6.354 M | H6.354 M T6.354 M HT6.354 Mten protens Vay @ ~ #5 IL Every endeavour has been made to ensure that the information contained in this book is correct at the date of publication, but due to continuous developments, Perkine Engines Ltd, reserve the right to alter the contents without notice, handbook for 6.354M, H6.354M, T6.354M, HT6.354M diesel engines Perkins Engines Ltd., Peterborough 1974 Telephone Peterborough 67474 Telex 32192 Cables ‘Perkoil’ Peterborough Publication No. 201 SER 1110 Issued July 1974 ned in Eagan by Peteborogh Centel Prins 1engine guarantee ‘The guarantee applies to new engines and spare parts only. I does not cover second hand engines or parts, spurious parts, accessories and proprietary fitings. Perkins do not accept guarantee claims direct trom Bost ‘owners. Il a claim under guarantee becomes necessary, the Boat Owner should contact the nearest Perkins Marine Distributor. his approved Dealer or the Company from whom he purchased his craft. ‘The full torms of Perkins guarantee are sot out in the Engine Guarantee Certificate which is issued with each engine fand should be found with the ship's papers, naving been passed by the Perkine Distributor to the Boatouilder con ‘cerned, It would assist if the Guarantee Cerificate could be pro: ‘duced on any accasion that a claim is made contents (On Board Tools Engine Photographs Engine Identification Data Operating Instructions Instruments Preventive Maintenance Post Delivery Checkover Preservation of Laid Up Engine Frost Precautions Fuel System Cooling System Lubricating System Gearboxes Checking Tappet Clearances Electrics Emergency Measures Fault Finding 4 15 16 19 21 22 27 31 33 7 40 43 44 This handbook has been issued 10 guide operators in the correct use and mainte: ance of Perkins Marine Diesel engines. Providing an engi is correctly inet Correct maintenance and certain precautions are observed, then no ope ie, 3 it. culties or failures should be experienced. All matters relating to marine propulsion are covered, also fault diagnosis and remed) ‘marine operator can undertake, whilst his erat is afloat, 3 land minor repairs which the averageON BOARD TOOLS ‘An “on board” tool kit for engine work is avalable but the following tools and ‘General spares are suggested to supplement the kit — Hose clips, assorted Hose, assorted (convoluted type usetl). Fresh water pump driving bet. ‘Sea water pump impeller. Wire (20 Swa), Insulating tape. Jointing compound. Magnet (keep away from compass) Mechanical finger. Seltgripping wrench. Asbestos lagging. Low pressure fuel pipe olives. Small hacksaw with spare blade Assorted files. For some engines an on board spares kit can be purchased from your Perkins Marie Distabutor Perkins Engines are built 1o individual requirements to suit the applications for which they are intended and tne following engine views do not necessary typity any. nw i eo wt Lowiine 654M Engine Fresh Water Filler Cap. {Ubnteating Ol Filler Cap Water Cooled Exhaust Manifold Gylingor Head Top Cover ‘tomicer Lubricating Sump Drain Pump mmiser Leak Ol! Pipe Exchanger Heat Exhanger Air Bi Gearbox Oi! Cooler Gearoox Contrel Lever Gearbox OI Filer Pug. Gearbox Fear Engine Support Bracket 1d Vent Engine Lubricating Oil Cooler [Lubricating Oi Sump Dipstick Oil Cooler Water Orain ap Lubricating oll Sump Sea Water Pump. Lubrieating Oi Fiter Fuel OI! Injection Pump Front Engine Support Bracket Tachometer Drive Connection Power Take-On shaft Crankshatt Pulley Generator Fresh Water Pump Pulle Fresh Water Header Tank6.3544 Engine Frosh Wator Heat Exchanger Frosh Water Filer Cap Fuel Olt Fiter Lubricating it Fi ‘Sump Drain Pump ir Fier Engine Breather Pipe Lobseating, OW Filter ‘tomieor Lubreatng Oi Pi Adaptor Gearbox Oi Cooler Engine Of Cooler Engine Oil Cooter Drain Tap Gearbox OW Filer Searbox Lubricating Oil Pipe, Fiter to Sooke Sump Orain Pump Pipe Tubteating Oi Pipe, Adaptor to Fiter . Filter to 6.354M Engine Dipstiok Sea Water Pump ion Pump ‘rive Searaoe Oi Cole Drain Tap jst Manifold Drain Tap Water Cooled Exhaust Matifold Inet Manifold Gola Starting Ala Fresh Water Pump Generator Power Take-Ofl Shaft Generator and Fre Brive Belt Engine Front Support Bracket Fuel OW Lit Pump Starter Motor ‘Water PumpLowline T6.54M Engine Fresh Water Filler Cap Librieating Oil Fiter Gap Fresh Water Header Tak Fusl injection Pump Lubricating Sump Drain Pump Turbocnargor Heat Exchanger Air Cleaner ‘air Charge Cooler 10. Heat Exchanger Air Bleed Vent 11, Heat Exchanger Water Drain Plug 2. 15 18 18. 8. 7 8. 19. 20 2 ES Qi Cooler Rear Engine Support Brack: Lubricating oil Sump Dipstick Lubricating Oi Sump Sea Water Pump Lubricating Oi Fiter Front Engine Suppart Bracket Tachometer Drive Connection Crankshaft Pulley Sonorater Fresh Water Pump Pulley %0. 12 18 Ge 18 38 18. 7. 13. High Rated 6.954M Engine Fresh Water Header Tank Fuel Ol Filter Frosh Water Filler Gap Fuel injection Pump. Lubricating Gi Filler Cap ‘Sump Brain Pump Heat Exchanger ‘Lubricating ol Dipstick Engine Breather Pipe Air Charge Cooter Turbocharger Engine Ol Cooler Water Drain Tap Feat Exchanger Pipe Drain Tap, Engine Oi Cooler Sea Water Pump Cubrieating OW FiterFiller Cap Lobseating Ol Filer Cop Fuel Oil iter Fuel Injection Pump ‘Atomiser Gyinder Block Or Turbocharger Air Gleaner ‘At Charge. Cooler Gearbox Oil Cooter Engine Oil Cooter Lubricating Oi Bipstick Sea Water Pum. Lubricating OW Fitter Tachometer Drive Adaptor Power Take-Off Shatt ‘Alternator Pallay : 10 Lowline HT6.354M Engine Air Charge Cooler Turbocharger Fuel Injection Pump Lubsleating Oil Drain Pumps Lubrleating Oil Filer Cap Lubsieating Oi Bipsticx Fuel il Filter Fuel Lin Pump Alternator Tachometer Drive Adaptor Fresh Water Pump Pulley Fresh Water Header Tank sh We Heat exchangerHT6.354M Engine fresh Water Filer Cap Fresh Water Header tank Fuel injection Pump Fuel Filter Lubricating Oil Filler Engine Breather Pipe Lifreating Ol Pressure Feed Pipe {0 Turbocharger “Turbocharger Gearbox OM Cooler Gearbox Oi Filer Searbox ‘Turbocharger Oit Filter Engine Of Fiter Bipstiek Dynamo Thchometer Power TakeOMt Shatt 2 2 mh 2022 a 20 HT6.954M Engine Sea Water Pump Atomiser Hoat Exchanger to Exhaust Manifold Water Pipe Exhaust hanifols Turbocharger Exhaust Outlot Exhaust Menifeld Orain Tap Turbocharger to Inlot Manifold Pipe Air Gharge Cooter 13engine identification “The engine types with which tis handbook is associated sre designated 6.354M He 254M, TO.354N or HT6. 354M. ‘The first figure in the engine designation denotes the number of cylinders. The ‘engine capacity in cubic inches. The letter “H second group of figures denotes th preceeding the engine type denotes a horizontally inclined engine. ‘The letter “7 signifies that the engine is turbocharged. ‘The letter “M's for “marine engine serial number ‘The serial number ig stamped on the fuel pump mounting flange of the eylinder block as: shown in Fig. 1. The frst three figures represent the cubic capacity: the letter “U” signifies that the engine was Bult In the UK. The second group of figures Comprises the engine serial number. Further letters can be Included in the combina: tion a letter “H" indicates a horizontal engine — a letter “T" indicates a turbo: charged engine — a letter "X" indicates a contra-otating engine. Where infornation, spare parts or assistance is required, this number should always be quoted in tl Engine No. Lo engine data Type Four Stroke, Direct Injection. Vertical and Inclined No. of Cylinders 6 Nominal Bore 3.875 in (98,4 mm) Stroke Sin (127 mm) Cubic Capacity 354 In’ (5,8 litres) Compression Ratio ten Firing Order (normal rotation) 4,5,3,6.2,4 Firing Order (contrat 14,2635 Valve Tip Clearance (0.012 in (0,30 mm) Oil Prossure 90.60 Ibt/in® (2,1 4:2 koHVem) {at maximum speed and normal operating temperature. ‘Sump Capacity Verticat-Engines——__te1Mp-pintstt0-2-Htros} 224h6¢ints— Horizontal Engines 29 IMP pinta (19,1 litres) 27 U.S. pints Rating Detaile ae Early 76.354M 125 shp at 2,400 rev/min (Current 7.6354 and Early HT6.054M 135 sho at 2,400 rev/min Current T6.354M and HT6.354M 120 shp at 2,250 rev/min Maximum Continuous Current 76.384 and HT6.364M (for fast planing cratt only) 145 shp at 2.400 rev/min Current T6.354M (High Rated for fast planing eratt) 175 ohp at 2,400 rev/min Maximum Intermittent 17S hp at 2.600 rev/min Maximum Intermittent Early 6.354M 108 shp at 2,400 rev/min Current 6.36444 118 shp at 2.800 rev/min Current 6.354M 96 shp at 2.400 rev/min Maximum Intermittent Maximum Intermittent Maximum tntermittant Maximum Intermitént Maximum Intermittent Maximum Continuous 16operating instructions PREPARATION FOR STARTING ENSURE FUEL |S TURNED ON! ‘Open engine coolant seacocks. Ccheck coolant level In header tank Ccheck engine and gearbox lubricating ail lavels (see page 36 for approved oils) Waen checking ol level on H6.954 and HTS.354 engines, the procedure given on page 54 should be observed. Ensure that the fuel tank contains considerably more than sufficient uel for the intended voyage. The fuel oll should conform to one of the specifications given on page 27. ig. 2. Typical engine contro! panel 16 Starting the Engine Place gearbox control in neutral g Turn starter switch to position “A fig. 3 and ensure that the engine stop control is In the run position (Le, pushed fully home). Place engine speod control in maximum speed position. 1 the engine or weather is warm, turn starter switch in a clockwise direction to the "HS" position. [As soon as the engine starts, release the awiteh to the "R” position Be sure that the starter pinion and engine have stopped rotating before re-engaging the startor moter, otherwise damage may result, F 1M weather Is cold, ensure cold start ald reservoir contains fuel oll, Turn on tap between reservar and cold art ai. ‘Turn startor switch to the “H" position and hold it there for titeen te"twenty seconds Then turn the starter switch to the motor. 1S" position, thereby engaging the starter Hf the engine does not start after twenty seconds, position for ten seconds and then reengage the sta HS” positon lun the switch to the "H" 1 motor by Suntching to the [As soon as the engine starts, release the switch to the “R position and turn off the tap on the cold start aid reservoir. Earlier Heat Start Switch “The cold start switch supplied with earlier engines is shown in ig. 4 wWith this switch, starting a warm engine is etlected by turning the switch in a clockwise digestion to the "'S” position. In cold weather, the switch should be turned to the “H" position for fiteen to twenty seconds and then to the "HS" position in order to engage the starter motor. |As soon as the engine stars, the switch should be returned to the "0" position, Where this type of switch is used, it was sometimes customary to have a separst switch for the electrical circuits and this should be turned on before staring the fengine and turned off after stopping the engine. Starting the Engine (Alternative Method) With some engines, a diferent starter switch is provided and the cold start aid Is operated by means of @ separate push button switch ‘The cold starting procedure however is the same, Le Switch on by turning the starter switch in a clockwise direction to the first posiion. Press the heater butlon for fifteen to twenty seconds and then, with the heater button still pressed, turn the starter switch in @ further clockwise direction to engage the starter motor As soon as the engine stars, release both starter switch and heater button, TO STOP ENGINE |A spring loaded stop control Ie located near the normal engine controls and functions By cutting of the ive atthe fue injection pump. To operate, pull the knob and hold in this position until the engine ceases to rotate. Ensure that the ccntrol returns to the run position, otherwise dificulty may be experianced in restarting the engine. SSwiten off by turning switch to position "0 Things to Note When the engine starts, check the following points {a) That oil pressure is repistored on gauge(s) (b) That charging rate ie indi: sed on ammeter/ganerator light goes out {c) That coolant Is discharging oversoard ‘Care should be taken not to operate the engine st maximum speed for long periods. ‘The following table gives maximum intermittent and continuous speeds for the re spective engine types. 18 __-__eenscnccinienimcccnnnaiatitiltces, Engines should not be operated at maximum intermittent speeds for periods in ‘excess of one hour after which, the engine speed should be reduced by 160 rev/min, for atleast fiteen minutes before returning to maximum spe Where engines are loaded down to speeds less than maximum intermittent when on {ull throttle, then the same procedure applies and the maximum continuous or cruising speed ie 150 rev/min below maximum possible engine speed, Engine Type Maxim Maximum Intermittont Speed Continuous Spee (rov/min) (cev/min) 6.54(M) H6.954(M) 2,800 2.400 Te.354(M) HT6.356(M) 2.400 and 2,600 2,250 Instruments These serve 0 give the operator important information ‘about the running of the engine, fuel state, temperature ete Generally speaking instruments have not the accuracy that a laboratory meter has and this should be bore in ming when reading them ; nevertheless they may be used to ensure correct functioning ofthe engine(s. Engine Oi! Pressure Gauge This is one of the most important instruments and should be checked for correct ‘operation as soon as the engine starts. Normal oit pressure ie 30/60 Ibt/in= (2.1/4.2 kgt/em’) at maximum engine speed and normal operating temperature. However it should be remembered that during the life of the engine there will be a gradual crop in oil pressure, This is perfectly normal as bearing sUrlaces wear. There wil also be {slight drop in pressure when the oll i hot or if the wrong grade of oil is used in Certain climatic conditions. See page 26 for correct cit graces. 19Gearbox Oil Pressure Gauge Whore this is filed the pressure should be within the ranges given on pages 37 and 38 Here again there willbe a slight pressure drop when the oi is hot. Tachometer This provides the operator with the engine revolutions per minute (rev/min). The umber indicated has usualy t0 be multiplied by one hundred to give engine rev/min, ¢9, 20 x 100 = 2,000 rev/min Water Temperature Gauge Ts indicates the temperature of engine coolant. Coolant temperatures should remain within the ranges given on page 31. If high temperatures aro experienced in- vestigate the cause immediately (soe page 44) preventive maintenance a Perkins marine diesel engine is to give long and trouble free service, it is Imperative that it be maintained in accordance with the following Periodical Aiten- Daily Check coolant level. ‘Check sump cil love. Ccheck oil pressure (where.@ + ited). Check gearbox oil lev check boost pressure (wher uge ited) Every 150 hours orm. 3 (whichever occurs first) Clean air intake gauze «s 8c Grease tachometer angle di sonnections (where nipple filed) 20 Every 200 hours or 4 months (whichever occurs first) Dain and renew engine lubricating oll (see page 6) Renew lubricating il iter element. Check drive belt te Clean water trap, (Check engine for leakage of cil and water. Lubricate dynamo rear bush (where fied) Every 400 hours or 12 months (whichever occurs first) Clean lit pump gauze strainer. Renew final fue fiter element (Check hoses and clips. Drain and clean fuel tank. Fenew geatbox lubricating ol. (Bora Warns Every 800 hours Clean turbocharger impeller, cittuser and oll drain pipe. Renew gearbox lubricating oll, (MAF 350). Every 2,400 hours ‘Arrange for examination and service of proprietary equipment, i. starter, generator, ‘servioe atomisers, CCheck and agjust valve tip clearances. NOTE for engines fitted with air charge coolers see page 33 ‘The atomisers filed to 175 shp T6.364M engines for fast planing craft should be serviced every 100 hours. post delivery checkover ‘Alter a customer has taken delivery of his Perkins Diesel engine, a general ccheckover of the engine must be carried out after? rst 25/60 hours in service. ‘The checkover should comprise the following — 1. Drain lubricating ol, renew lubricating oll fiter ret" sump to full mark on dipstick with now cil 2. Remove rocker assembly and check cylinder h 3. sts sind/or setscrews are to the correct torque of 100 bt ft (13,8 kgf m). (Sex #1). 3. Refit rocker assembly and set valve clearance to 0°12 in (0,30 mm) cold aFig 5. Tightening Sequences for Cylinder Hoaé Nuts and/or Setscrews. 16.954(M), H6.254(M), T6.954(M), HTS.354(M) Ccheck coolant level in header tank and inspect for coolant leaks. Ccheck extemal nuts, setscrews, mountings, et. for tightness. Ccheck water pump drive belt tension Check electrical equipment and connections. ‘Cheek for lubricating and fuel ol leaks. Check engine idling speed (soe page 81) 1, Check general performance of engine. preservation of laid up engine Whore a boat is to be laid up for several months, the engine should be protected as follows — 1, Clean all externct parts 2, Run engine until warm. Stop and érain the lubricating oil sump. 13. Renew the lubricating oll filter canister or throw away the ity element, clean bow! and fit @ new element 4, Clean out engine breather pipe. 5. Fill lubricating oil sump to correct level with new oil ef an approved grade. 6. Drain all fuot oil from fue! tanks and fiers. Put into the fuel tank at least one gallon of one of the oils listed under “Recommended ils for the Fuel System (see page 24). If, because of the construction of the fuol tank, this quantity of oi is inadequate, break the {vel feed line betore the first filter and connect a small capacity auxiliary tank. If the fuel tanks) eannot be drained they should be filed with fuel and an inhibiting oi put into a temporary tank inserted in the fuel feed line. 7. Prime the system as detailed on page 28 22 18. Start engine and run it at halt speed for 15 minutes when the oil will have ci. culated through the injection pump, pipes ana atomisers, 9, Seal the air vant inthe tank oF filer cap with waterproot achosive tape Fig. 6 Removing Sea Water Pump End Plate 10. Drain water from hest exchanger and engine cylinder block. The heat exchanger should be removed and serviced ; the cylinder block may be flushed back through the drain points with the thermostat removed. If It is dacided to rofl the fresh water system with antifreeze the precaution on page 26 should be followed. 11. Remove end plate from the sea water circulating: pump and lubricate the interior Of the pump bady with Glycerine or MARFAK 2HD grease (see fig. 6). or remove impeller for layup period. 42 Remove the atomisers and spray into the cylinder bores 2 pint (0.14 litre) of Tubriating oil eivided between all cylinders, Rotate the crankshatt one complete revolution and replace atomisers. 23Ch ee Popgertin Retake, TX te K}Reet/ we Ret feet bere TE of 7 18, Romove the ar cleaner and any piping. Seal the cir ftake with waterproct Seneaive tape 14. Remove the exhaust pip 1nd geal the manifold port 15. Remove cylinder head cover, lubricate the rocker assembly and replace cover(s) 16. Remove water pump driving bet. 17, Batter (2) Remove the batteries and top up ct (b) Recharge. (c) Clean the terminals and lightly smear with petroleum jelly (4) Store in a cool, dry, dust free place. Avoid Ireezing risk. (@) Recharge once a month. 's with ¢istiled water. 18, Starters and Generators nn terminals and lightly smear with petroleum jelly. The generator, starter and cor al board must be protected against rain. OILS COMMENDED FOR PRESERVATION OF FUEL SYSTEM Lowest Temperature to be expected during lay-up Esso IL815 as"F (— arc) Esso IL1047 oF (18°C) ‘Shell Calibration Fluid “C" (UK) OF (18°C) ‘Shell Calibration Fisid “B* (Overseas) 10°F (57°C) Shell Fusue “A’ 18°F (26°C) Shell Fusus "A" 1476 (Old Type) 2s°F (— °C) No attempt shoud be made to restart the engine until the temperature has been at least 15°F (9°C) above that shown in the table, or not less than 24 hours, otherwise there may be dificlty in obtaining a troe flow of fuel ‘The proprietary brands of oils listed are recommended for the purpose by the cil companies. They may not be availabe in all parts of the world, but suitable oils may be obtained by reterence to the oll companies. The specication should include the tollowing — Viscosity: Should not be greater than 22 centistokes at the lowest ambiont tem- perature likely to be experienced on restarting, Pour Point: Must be at least 15°F (9°C) lower than the lowest ambient temperature to be experienced on restarting and should be lower than the lowest temperature likely to be met during the layup perio, 24 PREPARING THE ENGINE FOR RETURN TO SERVICE When the engine is to be retuined to service, the following procedure must be observed — 1. Thoroughly clean all external parts and refit seawater pump impeller (where applicable), 2, Remove adhesive tape Irom the fuel tank vent oF filler cap. 8, Drain fuel tank to remove any remaining oll and condensed water and refil the tank wth fuel oil. If tanks have been filled, drain water from trap if this has been Provided by the boat builder. o 4. Fit now tue! fiter element and vent the filer (see page 28). ‘5. Vent and prime the fuel injection pump (see page 28) 3A 6. Close all coolant drain taps and fill the system with clean coolant. Check for leaks. Remembor that if a coolant solution of 25% antisreeze manufactured to 333151 has been lettin the system, thon a life expectation of one year can be expected of the solution 7. Rotate tresh water pump by hand to ensure freedom of water pump seals. It the pump will not rotate with a reasonable amount of persuasion then it will have to be removed to determine the cause, 8. Refit water pump driving belt. 9. Remove the rocker cover, lubricate rocker assembly with engine oil. Replace 10. Remove adhesive tape from the air intake, refit the air cleaner and any intake pipe. Clean the gauze and if it le the oll Bath type, fil with engine oil to the correct level 11. Remove adhesive tape from the exhaust manifold port and refit exhaust pipe. 12. Starter and Generator ‘Wipe the grease from the terminals and check that all connections are sound. I the starter is fitted with a Bendix type of drive, lubricate with a litle light engine oil CA4S co-xial starters, except where they are fted with dust covers, should be oiven the same treatment 2513. Connect the batteries, 14, Check the leval and condition of the oll in the sump, Change the cil f necessary 15, Start the engine in the normal manner checking for oll pressure and electrical rate of charge. Whilst the engine is reaching its normal running temperature, Check that i sires from water and oil leaks. Note: If the foregoing instructions are observed, the layingwp and returning to service should be carried out efficiently ang without adveree efect on the engine. However, Perkins Engines Lid. cannot accept lability for direct or consequential damage that might arise fllowing periods of layup. frost precautions Precautions against damage by frost should be taken if the engine Is to be left exposed fo inclement weather either by adequately draining the cooling system or where this is not convenient, an antifreeze of reputable make and incorporating a suitable corrosion inhibitor may be used. ‘Shoula it be the policy to protect engines trom frost damage by adding antifreeze to the cooling system, i 1s advisable that the manufacturers of the relevant mixture be contacted to ascertain whether their products are sullable for use in Perkins Engines and also to ereine that their products will have no harmful effect on the cooling system generally It is our experience that the best results are obtained from antifreeze which con- forms to British Standard 3151 When draining the water circulating system, the tap on the cylinder block must be opened. There may be other drain tape on exhaust manifolds, oil coolers etc, all of which must be opened. When the engine is drained, the fresh water pump is also drained. but moisture may remain around the pump seal or, if the pump leakage drain hole is blocked, a quantity of water may remain in the pump. Operators are theretors advised 10 take these precautions when operating in tom: peratures below treezing point 1. Before starting the engine tuen the fresh water pump by hand: this will indicate it freezing has taken placa, If freezing has taken place, this should tree any ice formation. 2. It impossible te turn the pump by hand, the engine should be filled with warm water 26 8. To avoid this trouble, tie advisable when all water has been drained to run the engine for a few seconds at idling speed, thus dispersing any moisture remaining in the pump. [ter an antisreeze solution has been uted, the cooling system should be thoroughly flushed in accordance with the manufacturers instructions betore rafiling with normal coolant. Ut the foregoing action is taken, no harmful effects should be experienced but Perkins Engines Lid, cannot be held responsible for any frost damage or corrosion which may be incurred. fuel system ‘The importance of cleantiness in all parts of the fuel system cannot be overstressed. Dirt and sludge are killers tothe engine lite blood. FUEL OIL SPECIFICATION ‘The uel oll used in Perking Marine Engines should contorm to the following specifications -— United Kingdom ‘ 'BS.2869 1967 — Class At and A2 United States 'AS.TM/0.875 — 66T — Nos, +0 and 20, Federal Specification WW-F-800a : Gra ing ambient temperature). DF-A, DF-1 and DF2 (according to operat Germany IN-S1601 (1967). France ‘10. 14/9/67 Gas Oil or Fust Domestique italy ‘Cuna-Gas Oi! NC-630-01 (1957). nate 18 : 1460/1968 — Grade Special and Grade A Sweden ‘SIS. 15 64 $2 (1968) Switrertand Federal Miltary Specification 9140-335-1404 (1965) Fuel oils available. in territories other than those listed above which are to an ‘equivalent specification may be used. aBLEEDING THE FUEL SYSTEM Should tho operator be unfortunate enough to run out of fuel, oF whenever any part of the system between the fuel tank and fuel injection pump has bean discon- ected, the fuel system wall have to be bled. Ensure the turned on. is surficient fuel In tank and that the fuel tank cock, where fited, is 1. Slacken air vent valve on side of control gear housing (see fig. 7). For engines with mechanical governor, see fg. 8. 2. Slacken vent valve fitted on one of the two hydraulic head locking screws (see "ig. 9). Unecrew vent plug on top of fue ter where fitted 3. Operate priming lever on fuel feed pump (it this is not possible, the camshaft living the lit pump lever may be on maximum lit; turn engine one revolution) and when fuel, free trom air bubbles, Issues ‘rom each venting point, tighten the scrows in the folowing order :— 1, Fuel fiter cover vent serew. 2. Head locking screw. 3. Governer vent serew. 4. Slacken the 1. pe union nut (see fig. 10) at the pump inlet, operate the priming lever and religh’an when fuel, tree from air bubbles, issues from around the threads, 5. Slacken unions at atomiser onds of two of the high pressure pipes. 2a 6. Set accolerator to the fully open position ensuring that the stop control isin tho run" position, 7. Turn engine until fuel, free from air bubbles, Issues from bot “ei pipes. 8, Tighten the unions on both fuel pipes, and the engine is '2e9y for starting. In ‘the unhappy event of the batteries bocoming flattened during the ebove operation, lok to your tare looker (did you check its contents befor9 leaving por). It in ‘any doubt about battery condition tne load on the battery can be eased during ranking by preventing alr Being drawn into the air intake.,Remove air fiter and Close off intake by pressing a large sheet of sit eerdboard‘or similar over intake, FUEL FILTERS : ‘Two fuel fiters are usually fted to Perkins Mifine ‘Engines, one in the fuel tit pump and the other, a sell contained unit with renewable element, mounted on the Engine. A fine mesh gauze filer should always be fited to the fuel tank filler To renew fier elements 1. Clean exterior of titer assembly.Fig. 14 Fig. 12 Unscrew eeiscrew al top of liter bowl. (See fig. 11), Elther lower filer bow! clear and lecard element or lower base and discard element. (See fi. 12) Clean fite: head and bow or base in suitable clesning tuid (Check sealing rings and, it damaged, renew. Fit new element ‘9 filter bow or new element 10 base. Place square against filter head and tighten setscrew. Bleed fuel system ss described previously IDLING SPEED SETTING With hydraulically governed pumps, the adjusting screw is a spring loaded screw (see Fig, 12). Turn clockwise to increase engine speed or ant-clockwiee to decrease. With mechanically governed pumps, aclustment is by setscrew and locking nut (see Fig. 14). ATOMISER TESTING AND REPLACEMENT Otten a particular atomiser or atomisere causing trouble may be determined by releasing the pipe union nut on each atomiser In turn, with the engine running at fast "tickover", This will prevent fuel being pumped through the nozzle to the engine cylinder, theraby altering the engine revolutions. It after slackening a pipe union nut the engine revolutions remain constant, this denotes a faulty atoms. When iting a replacement atomiser it should be noted that the joint betwoon the atomiser and cylinder head le made by a epecial copper washer. Care should be taken to ongure that only this type of copper washer is usea! The recess in the tylinder need. the faces of the copper washer and the corresponding face of the nozale holder cap must be pertecty clean if a leakproot jot ie to result. Fit new ‘copper washers each time an atomiser is replaced, The mute on the flange should be tightened down evenly to prevent the atomiser nozzle being canted and eo nipped in the cylinder head. Uneven tightening will almost certainly result in blowby. Over tightening nigh pressure fuel pipe nuts wil result in spit olivesy, * cooling system ‘The system incorporates a heat exchanger, cooling Mey in a closed circuit, using raw water ag the cooling medium, The raw water digenblge can be used for normal (water injection ‘nto the silencing eystem. A thermostat fied into the closed circuit System keeps the engine at optimum temperature of,168-197°F (751°C). Two water pumps are used, Coolant Capacities. Engine only 6.354M, HE.954M, T6.2640, HTE.354M, 84 Imp. pts. (19.28 litres) 44 US. pints stCooling System Maintenance Rubber Impeller Type Water Pump ‘The pump should never be run in a dry condition (impeller blades will tear) and it the engine is to be withdrawn from service for any length of time, it will be necessary ta pack the water pump with MARFAK 2HD grease, (Where this is not available, alycerine may be used). This is elfected by removing the pump end plate, giving faccess to the interior of the pump, which can then be packed with grease, or aly: ‘carine introducea through the topmost pipe connection alter removing the ruboer hose. Turn engine over to spread the lubricant. ‘This treatment is usually effective for about three months, and should be repeated prior to recommencement of service if laid up for a longer period than this. ALWAYS CARRY A SPARE IMPELLER Water Pump Drive Belt Ccheck tension of water pump drive belts (see Page 21). When correctly aejusted, sideways movement of belt between water pump and crankshaft pulley should be Fin (10 mm). Heat Exchangers, Oil Coolers and Air Charge Coolers Heat exchanger tube stacks can be removed for servicing by unscrewing the tle rod nut in the end cover and removing both end covers. Both “O" Seals can now be removad and the tube star” withdrawn from the casing. If the tube stacks are Lily choked the best method of cleaning is to place the assembly in 2 boiling causue soda solution. This will loosen ail foreign matter adher ing to the unit. Generally specking, however, the fresh water side 1c. the outside of the tubes, should be fairy clean as these are on the closed circuit. The inside of these tubes which may ave salt water passing through them are more likely to roquite clesning. If these are 9 badly scaled enough to require the caustic soda solution treatment described a ve, they can be cleaned by pushing a length of } in (32 mm) ciameter steo! rod wa the tubes to dislodge any foreign matter. It is IMPORTANT when doing t's, the rod is pushed through the tubes inthe opposite rection to that in which ec ter flows also that the rod does not damage tube walls, When replacing tie rous, do not overtighlen nut. Torque to 25 Ibt ft (3.46 kat m) 2 Hef e ~e, Peta) ed Fig. 15 ‘Air Charge Coolers should be serviced every season in the same way 9s heat exchangers. However, itis stressed that according to operating conditions, this period may nave to be reduced. ‘Seacocks and Strainers Ensure that seacocks are open prior to starting the engine and that, after the fengine has started, there is a flow of water trom the discharge pipe. The operator Knows his home water so cleaning of the strainer is left to his discretion, but regular Cheeks should be made of the engine waler temperature gauge. Fig. 15 shows a typiest seacock postion lubricating system ‘The importance of correct and clean lubrication cannot be stressed too highly and references to engine oll should be taken to mean lubricating oll which falls within the specification given in this section. Care should be token that the oil chosen is that specified for the climatic conditions under which '» engine is operated. The ump should be filled to the correct level but OO NOT veil above the full mark. Due to the variance in delivery of the lubricating oll hu ip 2nd scavenge pump, the following procedure Is recommended wih horizontal 6.354 ergines wnen renewing the lubricating oil 1. Fill engine sump well to full mark on dipstick ing temperature, isle engine 2. Run engine until oll temperature is at normal oi for two minutes and shut down, fi 3. Top up sump well to full mark on dipstick. This replaces residual oil remaining In the crankcase, 33For routine oil level checks, horizontal engines should be idled for two minut then shut down before reading the dipstick, and ‘The oll level should not be checkad with the engine running at speeds in excess of 1,000 rev/min, or ifthe engine has been shut down from speeds of aver 1,000 rev/min without the two minutes idling period As, In most cases, the sump cannot be drained by unscrewing the drain plugs due to the installation, a sump pump can be provided Itt isnot already fited, to facilitate removal of sump oi Oil Pressure This should be 30/60 Ibt/in’ (2,1/4,2 kgl/em’) at normal working speed and tem: pe ature. The pressure will drop whilst the engine Is icling also a slight drop will be experienced when the cil is hot, this le quite normal Oil Filters The lubricating oil fiters fitted to Petkine marine engines can be either the renew: able element type in which the fllering element is housed in a separate bowl or the Screw type in which the element is an integral part of the bow! or canister. In the latter type. the canister is secured (0 the ‘iter head by @ threaded adaptor or. in some ingtancs:, » tareaded standpipe. Where tt: iter as two elements, both should be changed at the appropriate time. Fig. 16 Fig. 17 3 Renewing Oil Filter Elements 1, Clean exterior offer bowl 2. Unscrew filer bowl securing setscrew (this is either on the head casting or at the base of the Dow) 3, Lower filter bow! clear (seo fig. 18), remove element and discara 4, Clean inside bowl before fiting new element 5, Renew bow! to head casting sealing ring 6. Offer bow! to head casting squarely and firmly, locate securing setscrew and tighten carefully. 7. Aller the engine has been run and the fter assembly checked for leaks, restore cil in sump to its correct level Renewing Screw Type Oil Filter Canisters 4. Olean exterior of titer, 2. Unscrew canister from fiter head, before disposal check that thranded adaptor or standpipe is secure in titer head (s0@ Fig. 17). : 3. Using clean engine oil tightly ll top seal of replacement canister 4. Screw replacement canister on to fier head until canister seal lust touches heac land then tighten by hand a further half turn. If canister is cvertightened, dificulty may be experienced in its removal. 5. Run engine and check for leaks — do not run er. 8 at high speed until ol! Dressure has built up. Recheck ol level and top up al necescary, : il Coolers Under norm circumstances, oil coolers wil requit litle atention, proving the con wate inet aisner is efficient and Kept clean T ‘Aer tengthy period of service it may be neckesary to clean the ube slack and ee Teen emia manner to tal given for the heat exchanger. Ser wnat the wer horizontal 8.394 engine all cooler ental removal ofthe sumo. 35rail, LUBRICATING OLS LLubscating oils for normally aspirated engines should meet the requirements of the US. Ordnance Specifications MiL-L-46182 or MIL-L2104C. Lubricating oils for turbo- charged engines should meet the U.S, Ordnance Specitication MIL-L2104C. Some of these oils are listed below. Any other olls which meet these specications are also suitable. MIL-L-46152 OILS Company Brand T ‘SAE Designation O°F (-18°C) | 30°F (°C) to to over 90°F (-1°C) |o0°F (27°) | °F (27°C) BP. ta Vaneltus M Tow aw 20 Vanellus M zowso | z0w-s0 Castro! Le Castrol/Deuso! Cra | _10W 2 30 astcoi/Deusol CRB | 50/20 | Castrol/Deusol CRB | tow/30 | tow/s0 | xow/s0 | Castrol/Deusal CRB zow/so | 20w/s0 ‘A. Duckham & Co. Lid. | Fleeto! HOX 10 20 30 | Q Motor oi! zow/so | 20/50 Flootol Multi V zowrso | 20w/50 Flgetol Mulilite sowrso | tow/eo | r0w/s0 Farmadco! HOX 20 20 Mobil Oi! Co. Lie Delvac 1200 Series | 1210 1220 1290 Delvac Special row/so | row/eo | 10w/90 Rotella Tx row | zowreo | ao Rotella TX | zowsao | cowreo MIL.L2tc OILS | Company Brand ‘SAE Bosignalon - O*F (-18°C) 90°F 1"C) © to over 30°F (1°) foork (27°C) 60°F (27°C) ar-ua -vananaac3 jew |-2oni725 | —20 Castrol Le Castr/DeusoicRo | 10 20 20 Agricastol HOD 10 20 30 | A Ouckham & co. Led. | Fleatora ano | a0 | s/s0 Famadcel 3 ano | 3720 | 3/30 Esso Petroleum Co. te. | Essolube D9 HP sow | 20" 20 Mobil Oi Co. Lie Deivac 1900Senes | 1310 | taz0 | 1990 Shell Rimula cr } iow | 2ow20 | 20 Rotella Tx sow | 20w20 | 30 Fotella TX 2owsao | zows40 Where olls to the MIL-L-45152 or MIL-L2104C epecitication are not availabe, then oils to the provious specication MIL4-21048 for normslly aspirated engines and MIL:L-45199B or Series © specification for turbocharged engines may continue to be Used proviging they give satisfactory service, Lubricating oils for use in Perkins Diesel engines should have & minimum viscosity index of 20 The above specifications are subject to alteration without notice Gearboxes ‘The gearboxes supplied and titted to 6.354M, H6.954M, T6.954M and HT6.354M fengines are the Borg Warner 72C or the Self Changing Gears MAF 360, Other boxes may be files outside the United Kingdom, BORG-WARNER Filling ‘Transmission fluid Type “A” should be added until it reaches the full mark on the Gipstick. The unit should be turned over at idling speed for a short time to fill all circuits, Procedure for checking oil level ‘The oll level should be checked immediately alter shutdown and sufficient oi ‘added to bring the lavel to tho fll mark on the dipstick. The dipstick assembly neec not be thr level. Later boxes have a plug type dipstick Oil Capacities Level Inotined us. us. “Imp. Type Quarts Pints Litres | Quarts Pinte Litres 7AcR 24 35-200 7 28 185 1528:1, 19121 2.100: 1 274888 eo as cas pera, 29r:1 27 mm 45285 Oil Temperatures and Pressures Oil pressure 110 - 150 Ibt/in’ (7.73 - 10,55 kat/em") at normal operating tompers- tures of 180 - 165°F (65.55 - 73°C). At low temperature or excessive speeds, pressures of 200 - 250 Ibt/in (1406 - 17,58 kgl/em") may be obtained. A maximum franamission oil iemperature of 190°F (87.6°C) is recommended. ‘SELF CHANGING GEARS MAF 350 Filling Stop the engine. Aller unit number UMI212 fil gearbox to “full” mark on the dip stick with SAE 90 EP gear oil for tropical and temperate regions, and SAE 80 EP 37‘ear oil for arctic regions. Earlier gearboxes should be filled with any high grade engine oll of SAE 20 specification Oil Capacity Imp. Pints US. Pints Lites 6 19 9.08, ll Pressure Standard Control 110 Ibt/in’ (7,73 kat/em") approx. Sequent Control 90 Ibt/in? (6.83 kgt/em") approx. PROPELLER SHAFT TRAILING (auxi nen oil operated reverse gears are used on auxiliary yacht installations care must be exercised when tailing the propeller with the engine or engines out of use ry yacht installations) On the Self Changing Gears gearboxes, it is necessary to run the engine after trailing tha propeller for 12 hours to lubricate the gearbox. With the a. g Warner gearbox it is permissible to tail for 8 hours providing the following shaft speeds are not exceeded — Direct Drive 1,500 rev/min 18 1,000 rev/min 18 780 rev/min 20 750 rev/min Fig. 18 2a 715 rev/min 25 600 rev/min This is set between the top of the valve stom and rocker arm end should be 0.012 in 29 520 rev/min (0.30 mm) cold 30 500 rev/min When setting valv clearances the following procedure should be adopted :— 4. With the valves rocking on No. 6 cylinder (Le. the petiod Setwuen the opening one incorporating reduction gear must have means of stopping the fof the inlet valve and tne closing of the exhaust valve), eet the valve clearances transmission Output snaft from prolonged or continuous freewheeling. This is because fon No. 1 cylinder. the engine, being stopped. ines not drive the oil pump in the gearbox. The box there: 2. With the valves rocking on No. 2 cylinder. set the Valve clearances on No, & fore is not being proper Ieoricated. covlinder. ith the valves rocking on No, 4 cylinder, set tho valve clearances on No, Propeller shaft brakes are wailable and the boat builder or stern gear special 3% ane " te) Ln 2 should be contacted fer furthe details, 4. With the valves rocking on No, 1 cylinder, set the valve clearances on No. 6 eylindor. Checking Tappet Clearances fig. 18 With the valves rocking en No. § oylinder, set the valve cicarances on No. 2 Note: When turning engines _y should slwaye be turned in their normal direction eylinder. fof rotation, ie. anticlockwise « “n viewing fram the gearbox end. The exception is 18. With the valve rocking on No. 3 cylinder, set “ne valve clearances on No, 4 Ccontravotating engines which is clockwise trom the gearbox end, oylinder, 38 29electrics Dynamo ‘The output of the dynamo ig controlled by the regulator unit and is dependent on the alate of charge of the battery and the loading of the elecrical equipment in use, ‘When the battery is in alow state of charge, the dynamo gives a high output, whereas it the battery is fully charged, the dynamo gives only sufficient output to keep the battery in good condition without any possibility of overcharging. An increase in out put is given to balance the current taken by lamps and accessories when in use. The type can be found stamped on the dynamo bady e.g. CA0A Alternator ‘The alterator has two parts, a stator and a rotor. When the rotor rotates inside the stator windings, alternating current (AG) is produced. This is unsuitable for charging the ballory 80. ractification unit comprising of diodes is built into the alternator These are connected in such a manner that the alternator output is direct current (00) wen itis Gelivered to the battery. The alternator output is controlled by a fully transistorised regulator which requires no servicing and ie non-rapairable. The alter- nator type “an be found stamped on the alternator body or identiticaion plate 0.9. Acs. Starter Motors ‘The starter moic 's of a similar construction to the dynamo with the solenoid and main witch semisies contained inside the drive eng-shield. No maintenance is required betw en periodic overhaul (see page 21), The machine type is stamped on the body or identification plate e.g. CAS, Electronics Screening (radar etc.) Many pieces of equipment on board generate interference signals and these are picked up by the radio receiver incigcriminately, It is therefore cesirable to screen these signals if possib'e. Radio interference suppression ig a very wide and variable fubject and itis suygs stea that a specialist Is contacted to advise on this sometimes aitficut problem. Electrolytic Corrosion This can occur when two dissimilar metals are brought together In the presence of 10a water. Care I taken to avoid this in the design of the engine although citfrent melals are necessary but a brass or bronze pipe titing altached to aluminium parts for example will result in rapid corrosion. Particular care is necessary when installing an engine in an aluminium hull. Zine ‘anodes can be fited to hulls where corrosion cannet be entirely avoided, and special: ist firms will advise on the use of these. Corrosion can also be caused by current leaking trom the battery and other parts ofthe electrical system to the null va the engine or metal fitings. Battery Maintenance WARNING. Batieries under charge give off an explosive gas. Ensure therotore that the batteries are properly and securely sited with plenty of ventilation and have access for maintenance. Isolate battery when not in use (Isolation switch) and maintain correct electrolyte level ie, just above top of separators. Keep battery clean and dry to avoid possible corrosion and current leakage. Ensure connections are clean and tight and that cable size is adequate for the installation, to avoid overheating ‘Any component that may cause arcing must nat be fied in the battery space, GENERAL PRECAUTIONS When alternators are used In the charging circuit the following prée.utions must be taken — [NEVER disconnect the battery or switch ‘of’ at the starter switch whilst the alternator 's running, This wil cause a voltage surge in the system damaging diodes and tran- sisters, NEVER disconnect any electrical lead without first stopping the alternator and turning all switches to the ‘OFF” positon. ALWAYS identity a lead to ig correct terminal before disconnection, A short circuit or reversed polarity will destroy diodes and ran NEVER connect a battery into the system without checking for correct polarity and correct voltage. NEVER ‘Flash’ connections to check for current flow. No matter how brief the ‘ash’ the transistors may be destroyed. “aNEVER experiment to try and adjust or repair the system unless you have had training fon alternators and you have the correct test equipment and technical data. NEVER earth the fe rout NEVER run the alternator on an open circuit. NEVER attempt to polarize an alternator. When using 2 battery charger disconnect batery cables nator field terminals as NEVER apply a battery voltage direct to the regulator or thie wil damage the transistors nator terminals detore carrying out any electrical welding on the sd by the ‘make’ and ‘break’ of the arc may Disconnect the alt boat as the intense magnetic field cr cause damage to the diodes, bo not check for continuity ofthe altemator or regulator with an insulation tester, such 1 a Woe Megger’ etc. [Always disconnect the battery before connecting test instruments (except voltmeter) for before replacing any unit oF wiring @ emergency measures IW the engine stops the first thing to do is check that the fuel supply is ON. Ifthe fuel valves or taps are open then check level in uel tank. tthe engine has been sun Until the fuel tank is completely empty there is @ very good chance that thera isa lot 1nd having refueled, bleed the system IT the engine slows down or loses power there could be something wrapped round the propeller. Always check this first. Check air intake for obstruction and engine ‘compartment for good supply of air. The air intake mesh on turbocharged engines may be clogged with foreign matter sucked trom a dirty engine comparimont or hose and clips may be loose, causing lew boost and high exhaust temperatures. tthe engine coolant boils ease down the throttle and try to ascertain the cause. ‘The first check here is at the sea cock to ensure adequate cooling water supply, it satisfactory, check raw water pump operation, perhaps the impeller has failed: i so, Feplace with the spare impelier wich should always be carried as an on board spare, Should one engine be shut down on a twin engined installation ensure that tho propeller shatt of the shut down engine is braked 0 thal the speeds given for the type of gearbox are not exceaded (see page 38) Ita serious leak occurs on a high pressure fuel pipe, disconnect and direct tow nto a can or other receptacle and run on remaining cylinders. On NO account attempt to flatten the pipe as this will ruin the fuel injection pump. Leaks in low pressure fuel pipes can be temporarily repaired by the use of adhesive tape, hose and clips. ‘Auxillary yacht Installations may requite the engine to be run while beating to windward. Under these conditions the boat may heel up to 30° for vertical engines Without adverse effect on the lubrication eystem providing the boat ie righted accasion- Aly, in order to lubricate the valve gear. With horizontal engines, the maximum Neel is 23° starboard side down and 36° port side down wnen looking forward fram the rear of the engine. Coolant leaks can normally be dealt with by adhesive tape, hose and clips. It a serious oil leaks occurs shut down the engine immediately and try to find the cause. Oil leaks are a lol harder to cure temporarily, because of the pressure in Volved. However if tne main flow can be stemmed to a drip or dribble place a can Underneath the leak and replenish the engine with new oll (Irom the spare oil can) at the same rate asthe loss Drip trays of metal or glass fibre should be used beneath the engine to stop lube cating oil or fuel il dripping into the bilges. Care must be taken to avoid galvanic faction with the drip try &g. a copper tray should not be used under an aluminium alloy sump. Remember to keep the drip tray clean as this gives an early indication of leakages. 4fault finding chart Possible Cause Tow cranking speed Tae ‘Will not start B67, 8 8, 10, 12, 13, 14 16, 16, 17, 18, 19, 20, 22, 31, 82, 33, Biticutt starting 5.7.8, 8,10, 11, 12,18, 14, 18,16, 18, 10, 20, 21,22, 24, 29, 1, 92, 98 Lack of power ~ 8,9, 10, 11, 12, 19, 14, 18, 19, 20, 21, 22, 23, 24 25, 96, 27, 31, 92, 33, nang 7 8,9, 10,12, 19,14, 16,18, 19, 20,25, 26, 26,39, 90, 02. Excessive fuel consumption Ti, 15, 14, 16, 18,19, 20, 22, 23, 24, 25,27, 28, 29, 31,8, 3S Black exhaust Blue/white exhaust TH, 19, 14, 16, 16, 19,20, 22, 24 25, 27, 26, 28,31, 92, 16, 18, 18, 26, 25,27, 31, 88, 34 35,45, 58 ‘low oit pressure 4,36, 57, 38, 38,40, 42, 43, 44,58 Knocking 9,14, 16, 18, 18, 22, 26, 26, 29, 51, 59, 05,96, 46H, 5B, Ereaie running Vibration | 7,8 8, 10, 11 12, 18, 14, 16, 20, 21, 29, 26, 28, 28, 90, 93,35, 45, 59. 13, 14, 20, 35, 25, 36, 28, 00, 58, 45, 48, 4. Figh of pressure ‘Overheating 734 17, 13, 14, 16, 18, 19, 24, 25, 45, 47, 60, 51, 62, 53, 54, 87, Excessive crankease pressure Poor compression 25, 51,83, 94, 85 | tt, 10,25, 28, 29,31, 32, 58,34, 4, 60 Slavia and stops 10,7, 72 KEY TO FAULT FINDING CHART 1. Battery capacity tow. 2. Bad electrical connections. 3. Faulty starter motor. Incorrect grade of lubricating ol 4 5. Low cranking speed. 6 Fuel tank empl. 7. Faulty stop control operation. 8, Blocked fuel feed pipe. 8. Faulty fuel litt pump. Incorrect high pressure pipes. Worn cylinder bores. 32. Pitted valves and seats 38. Broken, worn oF sticking piston ring). 34. Worn valve stems and guides 35. Overtull air cleaner or use of incorrect grade of oll 36. Worn or damaged bearings, 37. Inguttcient oil in sump, 88. Inaccurate gauge. 99. it pump worn 10. Choked fuel titer 40. Pressure relit valve sticking open 11. Restriction in alr cleaner. 41. Pressure relief valve sticking closed 1. Alri fuel system, 42, Broken rele valve spring 18, Faulty uel injection pump. 43, Faully suction pipe 14. Faulty atomisere or incorrect type. 44, Choked cil titer, 15. Incorrect use of cold start equipment 45. Piston selzure/pick up. 16. Faulty cold starting equipment. 48. Incorrect piston height, 17, Broken fuel injection pump drive AT. Open circuit strainer or weed trap blocked. 18. Incorrect uel pump timing, 48. Faulty engine mounting (housing) 19. Incorrect valve timing 49. Incorteetly aligned flywheel housing or flywhe 20. Poor compression, 50. Faulty thermostat 21. Blocked {uel tank vent. . S51. Restriction in water jacket 22, Incorrect type or grade of fue! 52. Loose water pump drive belt. 23, Sticking throttle or restrielid movement, 58. Gearbox or engine oil cooler choked. 24. Exhaust pipe restriction, 54 Faulty water pump. 25. Oylindor head gasket leaking 55. Choked breather pipe. 26, Overheating 56. Damaged valve stem cil detectors (if ited), 27. Cold running 57. Coolant level t00 low. 28. Incorrect tappet adjustment. 58. Blocked sump elrainer, 29. Sticking valves 59. Broken valve spring.PERKINS PARTS FOR PERKINS PRODUCTS To ensure you obtain the best results from your engine and to safeguard your own guarantee, fit only genuine Perkins Parts. These are readily obtainable throughout the world EXAMPLES OF SERVIGE FACILITIES Service Publications ‘The following Service Literature may be purchased through your local Perkins Distributor. Workshop Manuals. Workshop Data, Operator Handbooks. Turbocharger Service Instructions. Preservation for Diesel Engines. Valve Seat Inserting and Cylinder Head Skimming CAV D-P.A. Fuel Pump Workshop Manual CAV DP.A. Fuel Pump Test Data ‘Simms Fuel Pump Workshop Manual Etcetera Service Instruction At Peterborough Apply to Product Education Department for details. aPERKINS COMPANIES. Pei vam pa, ee a ne CE ea ea tein ; c Falorbone "E7494 Toler! $2152 Cables; Pokal” Ptsboroush. ries (Py) ‘etephone "313-477-3000. Telex: 025-5900, Cab ASSOCIATE COMPANIES & MANUFACTURING LICENSEES Sfeaphone | 35'951/38" Tome "121162, Cabin: "Pein 5.0" 3033021203 Moun Roos, Madras 2 nda oe Masets S900 ABX TO Yaa) Toler? 41-590. Cabs: “Spon Sine Lie Buling Nos br ZioudinRosd, Karachi 4, Pakistan. ce Bet ete ‘Telophone ” 562-043/962-322/862-092 Telex :11341 YU IMA. Cables: “Indmotor Belgrade, worn sree yt png. eee ew “0