Scribd Logo
Upload

Welcome to Scribd!

  • Same Antares 100 130

    Uploaded by

    Sabadsag Darius
    1K views445 pages

    Copyright

    © © All Rights Reserved

    Available Formats

    PDF or read online from Scribd

    Did you find this document useful?

    Is this content inappropriate?

    Report this Document

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    Download as pdf
    1K views445 pages

    Same Antares 100 130

    Uploaded by

    Sabadsag Darius

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    Download as pdf
    of 445
    workshop manual ANTARES 100 ANTARES 110 ANTARES 130 introduction This publication is intended for the trained technician who must operate on our tractors. It contains all general information relating to our tractor range, and in particular it highlights the inspection, overhauling and adjustment procedures as well as the main instructions for dismantling and reassembling operations. The workshop manual is a natural summary for the mechanic who has attended the vocational training and specialization courses, which are held every year at our Service School, to permit him to perform a precise and qualified work on tractor. tts contents are therefore an exhaustive reference book for the experienced mechanic who desires to refresh his memory on the sequence of the operations to be done. It is then good practice for every authorized dealer mechanic to have at his disposal this publication, so that it may be consutted quickly when necessary. We wish to thank in advance for the cooperation allthos people, who wilt et us have their suggestions in order to make this publication more complete. technical documentation To leam how tractor must be operated and serviced with speed and skill, it is advisable to make use of all technical ubjications which are specifically issued for the authorized workshops. In act, besides workshop manuals, other publications are available and namely: the "Workshop Special Tools” book, which includes allthe equipment being necessary toperforma correct and satistactory jobonthe tractor, also explaining the way it must be used. Moreover a major working instrument is offered by the "Workshop Standard Times" book, giving the correct working time for each single operation as well as the operating procedure to be followed. Finally, specific instalments are ‘occasionally printed, when a new unit or system is introduced in standard production or a new tractor model is put on the market, ‘A “Technical Bulletin” is periodically sent to every workshop to promptly inform the mechanic about ali changes and ‘modiications hevirg been introduced thus giving mmeciate updating o he above mentioned publication, uri they are reprinted. eo contents Dimensions and weights Conversion table Engine running-in Maintenance operations Filing operations How to order spare parts Measuring engine powor 1+ ENGINE Generalinformation Engine sections Specifications Lubrcation system (specifications) Fuel system (specifications) TTurbocharging (spectications) Cooling system (specifications) Cylinder Block Crankshaft Camshaft Cylinder head Lubrecation system Fuel system Cooling system Intake and exhaust system Assembly Diagnosing malfunctions 2+ CLUTCH Engine-to-gearbox clutch ‘Syncropower transmission 3- TRANSMISSION Gearbox Differential gear Rear power take-oft 4- AXLES AND DRIVE AXLES 2WD front axle ‘WD tront drive axle ‘SBA System Rear axlo Front hydraulic power- Front power take-off 6- CONTROLS iydrostatic power-steeri Mechancalconttols Electrohydraulic controls 7+ BODY ‘Cab Performance monitor 8-SYSTEMS Hydraulic system Electrical system Air conditioning system Auxiliary hydraulic systems Trailer braking system APPENDIX Electonics information for dealer mechanics Electronic testing unt Bseovan 17 18 2 2a a 32 47 49 37 98 14 116 123 139 153 172 180 189 214 221 280 283 291 306 308 319 349 373 339 407 ANTARES 100 ANTARES 110 ANTARES 130 DIMENSIONS AND WEIGHTS ANTARES 100 ANTARES 110 ANTARES 130 2WD = 4WD max. length without tower links (A) mm. 3687 3730 4237 4350 min-max. width (B)mm ___1870+2570_1870+2570 22122814 221242814 max, height to cab (Cc) mm 2593 2593, 2754 2804 max. height to safety frame mm 2543 2549 - - height to bonnet (0) mm 1643 1624 1830 1875 ground clearance under the axle___(E) mm_ 520 450, 400, 450, wheelbase (F) mm 2415 2320 2750 2750 front tread © minimum mm 1400 1600 1800 1800 standard mm 1400 1600 1800 1800 maximum, mom, 2000 1800 2320 2320 e 2 oO minimum mm 1600 1600 1750 1740 standard mm 1600 1600 1750 1.40 maximum mm. 2100 2100 2250 2320 front tyres. 900-16 149/R-24 16.9/R-24 44.9/R-30 reartyres 16.9/R-34_169IR-34 18.4/R-34 18.4934 Tractor weight in operating coneiitions and without balasting with safety frame kg 2800 3075 7 ; = with cab kg 3050 9350 4550 4750 minimum tuming radius (braking appied) mm, 2940 2940 5500, 5500, CONVERSION TABLE FROM TO. muttiply by: inch om 2540 en inch 0394 foot m 0.305 n foot 3.281 yard m 0914 a yard 1.094 Eng. miles ken 1.609 km Eng. mies 0.622 Sai. om 6452 on a 0.155 Sgt. 7 0.093 m Sqft. 10.77 Sgyard ne 0.833 m Sayard 1.197, Cain om 1639) om? Cun. 0.06 1 cut litres 2836 tires Cut. 0.085 Cuyard im 0.763 a Cuyard 4.911 imp gall litres 4547 litres Imp gall 0220 US gall litres 2785 litres US gall, 0.264 pint litres osss fires pint 1.762 quant litres 1.137 feros quart 0.880 , kg 0.028) ig oz. 35.25 be. ‘g 0.454 ‘9 bb, 2.203 iba kgm 0.139 fam tt 7233 Ibfn. kgm 17.87 gi tof, 0.056. ibssain. Kgl’ 0.070 kaon? Ibis. 14.22 IbAmp-gal ko/ltres 0.100 kgfres imp gal. 10.00 {b/US gal folltres 0.120 kgfitros IbJUS gall 8.333 IbJeu.t kgim® 16.21 kgin® tbieut. 0.082 cu.t.nb, mg 0.082 mg cut Mb. 1621 Nm kgm 0.102 kgm Nm 981 aw ov 1.36 a kW. 0.736 bar glam 1.014 glo? bar 0.981 dm? 1 1 L dm? RUNNING-IN first 100 hours’ work ‘The tractor is delivered to the customer ready for use under full power, thanks to the exhaustive inspections to which the engine is subjected in our testing rooms. Nevertheless, FOR THE FIRST 50 HOURS’ RUNNING, it is recommended that the tractor not be run at maximum ‘oad for long periods, so as to enable the piston rings, as well as the various moving parts, to bed properly. During this period we strongly advise to refrain trom running the engine at iow r.p.m. for long time, as well as running itathigh r-p.m. when in neutral, as either situation is harmful and would result in engine components becoming bedded in such a way that the MAXIMUM ENGINE PERFORMANCE will not be guaranteed. For satistactory running-in, the following rules should be observed: — whenever the engine is started up. it should be let run idling for a few minutes: — avoid using the engine continuously at tow or at high idling speeds with light loads: — during the first 20 hours’ work do not use the engine with excessively high loads; use tractor under full oad for gradually longer periods; — before stopping the engine, let it run for a few minutes at low idling speed; — the maintenance and checking operations listed below should be performed most conscientiously: during early hours’ running engine oil level: check trequently after 50 hours work change engine oil and fiter: use recommended oil only betore fitting the fiter, oll the sealing ring MAINTENANCE OPERATIONS ‘The observance of the scheduled maintenance operations is vital to tractor to provide good working conditions, also When onerous machin ile ime cos for ne farmandhrard servicing problems forthe repair technician are respectively to be avoided. A ssorupolous check on such operations through a specialized workshop is then needed, in order to offer the final user the most qualified and comprehensive service. ‘The technician willthen instruct the user to strictly observe the following simple rules, so ass the tractor may be correctly ‘operated and machine depreciation successfully curbed. Periodical inspection — At regular intervals perform an accurate lubrication of ali tractor greasing points and check oil levels. — Make sure the nuts are properly tightened as prescribed (see on page 96) — Frequently inspect cylinder and cylinder head fins as well as the oil radiator, cary out cleaning when necessary. — Check for correct fluid level within the related hydraulic fuid reservorr. — Adjust parking brake control lever. — Be sure the pilot lamps are aways operating properly. — Check for correct battery electrolyte level. — Ifthe tractor is equipped with the reversible driving position option, inspect parking brake control and check for ‘correct brake and clutch oi! level in the special reservoir too. For cab tractors — Make sure the air conditioning system condenser is aways duly clean. — Top-up windscreen washing fiuid level in reservoir. — Invery cold climates itis advised to add some concentrated antifreezing fluid. Mixing should be made onthe basis Of the proportions given here below: temperature antitreeze/water in em? +10°C 1000/3000 215°C 1000/2000 -30°C 1000/1000 periodical reptacements Every 150 HOURS: change engine oil (check level frequently) WARNING: Refer to indications on page 10. Every 300 HOURS replace engine oil fiter (this should be done every 2 engine oil changes) replace fuel fiter. NOTE - The recurrence of these operations must be meticulously observed; it is advisable to take note of the tractor working hours when these replacements take place. Cold starting ‘When the temperature is particularly cold and no "WINTER-TYPE" Diesel oil is available, we recommend adding an additive to the fuel, so as to make starting easier. This mixture avoids the paraffin molecules contained in the tuel solidifying and becoming deposited in the filters, thus preventing the fuel flow to the injection pump. ‘Strictly observe the following instructions to perform this operation: Add the AGIP ROAR additive to fuel (or the PRO-FLUID Anti-Frigeamt additive made by Pro-Combur) maintai following proportions: 1 litre additive every 100 litres fuel. The additive should be poured before the fuel (the latter should not have a temperature below -5 °C). Before using the tractor, let the engine tum over for a few minutes, so that the fuel can circulate throughout the supply circuit. ithe above mentioned additive is not available, iis altematively possible to use a diesel oillkerosene mixture in the following amount: 20% kerosene, with temperature of -5 10 -10 °C; 30% kerosene, with temperature of -10 to -15 °C. WARNING - This kind of mixture reduces engine efficiency; therefore its use should be re stricted to those cases where the climatic conditions make it absolutely necessary. ANTARES 100 FILLING OPERATIONS Tota ransission of pts hystautc sence, 617 Hes remain witin ower‘ case and can low back no gearbox cry ater removing te special level pipe. A part of oll remains in the hydrostatic steering cylinder and power-ft ines, ANTARES 110 - 130 FILLING OPERATIONS all amounts in litres. fuel tank ANTARES 110 130 (auxiliary tank 100) ANTARES 130 230 “Total ranrisson oi plus hycasesenics, $07 Bros romain wit power cas and can flow back inte goarbox only afte emeving te special level pipe. ‘Apart of oil remains in the hydrostatic tmering cylinder and power-it ines. ANTARES 100-110-130 RECOMMENDED LUBRICANTS e@ AGIP ROTRA THT-SL. GEARBOX - DIFFERENTIAL - REAR REDUCTION GEAR UNITS - FRONT REDUCTION GEAR UNITS - HYDROSTATIC STEERING - POWER TAKE-OFF - HYDRAULIC POWER-LIFT- AUXILIARY SYS- TEMS - FRONT PTO CLUTCH AGIP ATF DEXRON BRAKE AND CLUTCH CONTROLS: GREASE (GREASE 30) LUBRICATING POINTS +15 - 0 5 20 35°C PIT Say Very cold climate - Winter AGIP DIESEL SIGMA SAE 20W20 (API SE - CD/MIL-L-2104D) ‘Summer AGIP DIESEL SIGMA SAE 30 (API SE - CD/MIL-L-2104D) Very hot climates. AGIP DIESEL SIGMA SAE 40 (API SE - CD/MIL-L-2404D) As an alternative itis possible to use for year-long operation: AGIP SUPERDIESEL MULTIGRADE SAE 15W40 (API SE - CD/USA MIL-L-2104 D) ae | | -15 -5 0 5 20 35 °C OIL FOR ENGINE HEAVY DUTY - AGIP SIGMA TURBO 15W40 CAN BE REPLACED EVERY 300 HOURS’ AGIP BLITUM T. (SHP.D.0) WORK INSTEAD OF 150 HOURS’ WORK AGIP TURBODIESEL SUPER 0 HOW TO ORDER SPARE PARTS ANTARES 100. To ensure perfect tractor efficiency thus avoiding serious drawbacks, and to optimize your investment and the ‘operational expenses, the use of "ORIGINAL SPARE PARTS: is recommended. ‘Spare parts orders must specify the following: — Tractor serial number and engine serial number (if the engine is concemed) — Spare part name and reterence code. ANTARES 110-130 — Tractor serial number and engine serial number (it the engine is concerned). — Spare pant name and reference code. ‘TRACTOR FRAME TYPE AND SERIAL NUMBER. ENGINE TYPE AND SERIAL NUMBER MEASURING ENGINE POWER Heoxma TRACTOR HORSEPOWER BY USE OF THE P-2000 TYPE M&W BRAKE TO TAKE PTO HORSE- This equipment was constructed to take variations in pressure by reducing the delivery rate of a hydraulic pump connected to the tractor PTO through an universal joint. This brake is equipped with two types of universal couplings so as to permit both tractor PTO and raw engine horsepowers to be measured. An adapter is required if measurement must be taken on the 1000 p.m. PTO shaft terminal NOTE: It is most important the connection be carried out by keeping to the correct direction of rotation - ARROW DIRECTION - shown on brake. WARNING: Belore taking the horsepower, ahways make sure that peak r.p.m. is correctly sel. 13 Keep to the following procedure: — Connect tractor to brake so that both are thoroughiy aligned (on the same axis): — Run the engine to the maximum idling speed (after it has property warmed up} and reduce the circuit flow rate by ‘tuming the brake handwhee! until realizing the engine speed begins to drop. — Take pressure readings (in p.Si.,.¢. pounds per square inch) as well as the relevant PTO r.p.m. at the following engine r.p.m.: — Nmax — Nr 2500 engine rp. — Ne 2000 engine r.p.m. — Ns 1000 engine rp.m. '540 engine r.p.m. ‘The maximum horsepower speed is about 10% less than the maximum idling speed. 1 horsepower (CV - metric) = 736W 1 HP (british) = 1.014 CV, inversely 1cv = 0.986 HP. — Subsequently infer the horsepower with the special straightedge. ‘As an example: PTOrp.m. =1000 Pressure gauge reading (p.s.i) = 540 corresponds to a 100 HP horsepower revolution counter dial, and namely: IMPORTANT - As to the four power take-off speeds shown in red on: — S40 PTOrp.m — 620PTOrpm. — 1000 PTO rpm. — 1160 PTOr.p.m. the corresponding horsepower can be directly read on brake with no need for conversion gauge. horsepower p.m. speed Na N2 Na Nmax S40 rp } 1“ Before taking horsepower reading check for maximum engine idling speed by taking the PTO r.p.m. (if possible, i ‘would be convenient to take the engine r.p.m. directly) with a special revolution counter. Wnecessary, restore the correct engine setting by means of the MAX. and MIN. engine govemor adjusting screws. ‘When taking horsepower reading, itis also possible to check the specific consumption with a fuel delivery meter, also taking into account the diesel tuel portion recovered by the pump. i horsepower readings are lower than expected, the follo — proper fuel and air fitter cleanliness; 19 inspections shall apply: — injector calibration; — piping etficiency: — engine compression (valve and piston ring wears); — fuel recovery line (check for either squeezed or blocked pipe); — fuel supply system (fuel piping, pump. fiers, etc.): — airintake system (dirty protective grating or air gril, worn hoses, loose hose clamps, clogged air fier, inetficient turbocharger); — valveirocker clearance; — After pertorming the above inspections, i any adjustments were made, take horsepower readings again and check for improvement. ‘Should the reading not be salistactory yet, perform a thorough check on engine timing. ‘Sos the horsepower curve may be obtained, begin taking readings (r_p./pressue) with engine running at maximum idling speed and unloaded brake: than proceed by gradually reducing engine r.p.m. and progressively loading the brake. Readings should be taken at constant r.p.m. intervals, 1 ENGINE POWER MEASUREMENT S einson city, 1tiecrs, P55 qynontd® engine |1 e [1] a general information Operating efficiency, low fuel consumption and essential mainten- ance are the Company major goals achieved through the design ‘of these engines. Modular construction is the fundamental prin- ciple permitting over 80% of components to be standardized. These engines adoptour traditional andworldwide tested air-coot- ing system. In addition, the lower parts of both pistons and cylinders are kept under constant temperature through a new auxiliary oil cooling system. This providing a further improvement in thermodynamic efficiency and a prompt engine response affera cold starting, the latter being already a peculiar property of our air-cooled engines. Besides reducing the machine idle time after starting the engine, the engine warm-up time, during which major wear usually occurs, e@ is severely restricted. ANTARES 100 - View of a 4-cylinder engine e |_/ ANTARES 110-130 - View of a 6-cylinder engine [7] engine ch engine section : Li) ts APA AS An fy \ oO : oO ih ae ; Dk. ig. 1- Engine cross-section (counterbalance weights fited on 4-cylindar engines only). o eulbue sepuio-p oun jo vouses jeurpny6u07- 2 “B14 uonoes ourbue 001 S3HVINV eulbue uve sepuyko-g yt jo vonDes feupmybuey -¢ Bid OEL-OLL SSHVINY Uonses euBue [| aubue [1] general information engine =| ANTARES 100 ANTARES 110 __ ANTARES 130 type. 1000.4-AT 1000.6-A 1000.6-AT cycle diesel strokes, 4 injection direst number of cylinders, 4 6 6 _Oylinder arrangement indine bore x stroke mm 405x115.5 stroke/bore ratio. 11 Gisplacement ‘om? 4000.44 6000.66, 6000.66 compression ratio. 16:1 A7A 16:1 maximum horsepower CVCUNA 100 110 127 kW 735 80.9 93.4 max. horsepower speed pm, 2500 max. torque dam 343 389 496 max. torque speed. p.m. 1400 1200 1400, ‘specific horsepower cv 25 183 21.18 kWAL 18.4 13.4 15.6 average piston speed (at max. speed) mmvmin. 9.625 jowest idling speed p.m. 650 to 700 highest idling speed p.m. 2710 to 2730 a 1 | engine a iS timing specifications e ‘A Top dead centre (TDC) B - Bottom dead centre (BDC) - Injection advance D- Valve overlap a- Intake b- Exhaust ¢- Opening d-Closing Fig. 4-Timing diagram timing by overhead valves and camshaft fitted into engine block e valve arrangement vertical in-line Intake valve opening before TDC 14 Closing atter BDC 40" exhaust valves, opening betore BDC 48° ~closing atter TOC 12° clearance between valves and rockers (cold engine) mm 0.20 valve overlap (valve balancing) 1°55" “injection advance (geometric) before TDC 16° piston stroke as to injection advance mom 292 ‘The valve opening and closing values indicated are the operating ones. With cold engine, these values apply to timing adjustment only atter correcting the clearance between valves and rockers to 0.25 mm. e@ engine lubrication system - specifications Fig. 5 - Schematic lubrication diagram engine type 1000.4-AT 1000.6-A 1000.6-AT. lubrication forced-lype, gear pump-driven ol pump 065.1560.6/10___007.0983.4 007.0983.4 ump delivery rate 2500 engine rp. (dm“/60 sec.) vin 35 90 90 pressure reliet valve calibration bar 49:59 4945.9 4.9159 Diston cooling nozzle calibration bar 45, ‘minimum lubricating oil pressure (hot oi) at low idling speed bar 205 at high idling speed bar 235 replaceable cartridge oil filter no. 1 2 2 type 244193400 044.15670 _2.4419:340.0 fitering capacity u 15 25 45 total fittering surface em? 4000 4900 8000 oil sump capacity (om) 92 155 155 ollradiator rel. code 086.1540.3 (007.0775.3 (007.0753 oil radiator type ‘4r0w -row row [+] engine . 5 [__]_ fuel system - specifications fuel supply by diaphragm pump fuel pump ret. code ANTARES 100 2.4519.300.0 ANTARES 110-130, 2.4519.310.0 pump delivery when pressure inside the circuit changes {rom 0 to 0. 4 par and engine is at peak speed (dm”/h) Vb ANTARES 100 100 ANTARES 110-130. 130 injection by single-cylinder, immersed-type pumps. and camshait-controlled plungers. _ manufacturer BOSCH, OMAP. type PER 1K 90 A503 ‘OPER 1K 90-286 ~ number of pumps used ‘4-cylinder engine 4 6-cylinder engine 6 injection order 4-cylinder engine 1-3-4-2, 6-cylinder engine 1-5-3-6-2-4 = lunger diameter mm 9 - delivery per plunger (pump delivery at 750 r.p.m. - 60/1000 strokes) on? 36822 ~ injection system residual calibrating pressure bar 70 injectors ~ manufacturer BOSCH OMAP = injector type BLLA 150 $ 925 ‘OLL 150 $ 8977 = injector holder type KBEL 100831 ‘OKLL 100S 3101 - fated calibration pressure bar 180 - injection pipe inside diameter mn 15 cylinder pressure at sea level at 150 r-p.m. (with hot oil) measured by equipment no. 5.9030.500.6/10 bar 25+30, Ory air fitter 1000.4-AT 1000.6-A. 1000.6-AT -fiter ret. code 2.4249350.0 007 5263.4 007.5262.4 = titer diameter s s 10" fuel filter with replaceable paper cartridge ~ filter ret. code 2.4319.060.0/10 2.4319.180.0 2.4319.180.0 ~fitering capacity u 1502 engine [1 a turbocharging - specifications eo] ANTARES 100 and ANTARES 130 only Betore attaining the cylinders, the air flows through a heat exchanger, which provides cooling by increasing the ait specific weight. This permits the combustion process to be remarkably improved and a better operating smoothness to be obtained. ‘ANTARES 100 ANTARES 130 Fig, 6 Turbocharger turbine manufacturer GARRET SCHWITZER ‘ype "ANTARES 100 A118 5082-57 ‘S2N61.17AL/060 WE ANTARES 120 TO 4E 36.84 (&) $28-76.25H/0.8507 rel, code ANTARES 100 oo7.09214 ANTARES 130 007.0707.4 compressor and wrbine with racial wheel impeller shaft ‘on floating bearings with ol seals lubrication system linked to engine oil lubrication system ‘operating revolving speed ANTARES 100 rpm. $5,000 to 85,000 ANTARES 130, rpm, 70,000 to 110,000 ‘moan pressure in the duct at compressor exit: "ANTARES 100 “ANTARES 130 ber 025 0.45 bar 060 0.85 airflow rate under operating conditions: ~ at 1400 engine 1.9,m, msec 0.06 0.09 = at 2500 engine «9m. m®rsec 0.10 0.16 ‘air temperature inside intake manifold = at 1400 angine t.p.m. c 60 70 at 2500 engine p.m. “c 90 120 ll flow rave inside delivery pipe uw 2 2 engine a) cooling system - sper ications ‘The cooling system consists of a ventilation unit composed by a fan, a stator and an air conveyor. ‘The stator tunction is to “break” the whirling motion of the cooling air flow provided by the fain, so that it can be oriented to obtain the deepmost penetration into the air conveyor duct. This guarantees an efficient cooling ol all cylinder heads and cylinder fins. ‘The hottest parts of the engine get proper cooling through the ventilation unit, however, also those subject to a variable temperature range are kept under constant temperature thanks to an oilstream lapping the cylinder lower parts. ‘This system ensures high thermodynamic eficiency as well as prompt engine power availabilty after a cold start. 4-cylinder engine 6-cylinder engine aan) with aluminiurn blades fan diameter mm 250 320 fan blade number 13 Fig. 7- Cooling system, cy e engine [1 ae cylinder block | 11 engine cylinder block ‘The one-piece engine cylinder block is a particularly sturdy cast- ing. All oll passages necessary to piston lubrication and cooling are directly machined in it. Whenever the engine is stripped, ensure that all passages are not ‘obstructed. If necessary perform a thorough cleaning by com- pressed air after the block has been soaked in a water and soda ‘or Diese! oil bath for some time, and all passage caps have been removed. It is most important to make sure that neither the piston cooling nozzles nor the cylinder bottom cooling throats are obstructed as this could prevent the engine from running smoothly. It the piston cooting nozzles have been removed, pay particular attention on reassembly sos to avoid any interference with piston stroke, since this would certainly result in a serious engine dam- ‘age. For this reason we recommend using the special tool no. '5.9030.658.4, enabling the nozzles to be correctly positioned. ‘The tappet seat surfaces should be completely smooth. ‘Tappets must be fitted before installing the camshaft and with the cylinder block overtumed. Atter fitting tappets, ensure these can move freely. Installing bushings into the camshaft journals ‘Ascertain the camshaft journal bushings are correctly positioned, ie. thoroughly aligned with the oil passages machined in the cylinder block. Bushings should be positioned so that they may recess about 2 ‘mm fromthe holes inthe block, except the last bushing on flywheel side which should be flush with the block wall, Fig. 11- Piston cooling nozzle assembly [1] engine e@ [17] cylinder block BO Fig. 12 - Camshait journal bushings. Lao engine | 1 i e@ timingcase | 11 Adjusting backlash between the gear teeth of the auxiliary engine drive. Maximum horsepower drawn should never exceed 30 HP. Between engine plane and application base fit a number of shims to allow a 0.1 to 0.2 mm backlash may take place between the gearteeth. The pack of shims should be put together by alternating metallic and isogene shims, the first and the last shims being of isogene (the first metal shim on engine side shall be 0.5 mm). ‘Atter dismantling the timing case gears, provision shall be made for anew timing keeping to the instructions given on page 82 prior to reassembly. Make sure the idler gear shoulder rings are not excessively wom; also check the pin surtace and the gear inside face for scoring. @ __ircompressor or hydraulic pump support located between cylinder block and timing case. ‘The timing case is forged into an aluminium-based light alloy. The use of no. 5.9030.634.0 tool is indispensable to obtain a ‘thorough concentricity of the sealing ring to the crankshatt as well as the coplanarity of the auxiliary drive fixing surfaces. ‘On assembly true the case onto the idler gear pin atter propery interposing the seal between timing case and cylinder block; then fit the screws without tightening fully. Remove excess seal; use_no. 5.9030.634.0 tool to obtain a thorough screw tightening. Remove the tool Should it be necessary to remove the support flange too, place @ _Ashing A as shown in figure 17 to pertorm reassembly. Fig, 16- Timing case Stripped components. y [1] engine ("] timing case VED AREY ess Fig. 17- Auxiliary drive tor either Fydraulic pumps or ar compressors: engine a r } cylinder block [1] “ 5 timing idler gear Use a magnetic base dial gauge to check for correct tooth back- lash between idler, engine gear and timing gear. This backlash should not exceed 0.10 mm; otherwise the idler gear should be replaced by another one having the same thick- ness as the tooth located on the different pitch diameter, so that a correct tooth backlash may be established. Identification among gears is provided with marks of different colours (either RED or YELLOW or GREEN) as illustrated in figure 18. Fa. 18 - Timing Wr gear AT denaiicaton mark To each colour corresponds a well-defined tooth thickness value. ‘tooth thickness on the pitch diameter ref.code 007.1177.0 __ RED colour ref_code 007.1178.0 _YELLOWoolour ref. code 007.1179.0 GREEN colour . 19 - Gear toothing, Bear woth canes ‘A-Camshatt driving gear B- Idler gear C- Timing driving gear i — a 1| engine a) 12] crankshaft Fig. 24- Checking piston postion at T.0.C. Ey Fig. 22 - Cylinder-to-piston position Overall cleaning After removal, clean the cylinders with water and soda or Diesel oil, also perform a torough cleaning of the cylinder block parts forming the oil chamber for cylinder cooling. (Checking cylinders Examine the cylinder surtaces for scoring, ovalization, taper and excessive wear. ‘An acceptable cylinder wear gives the cylinder a light tapered shape; but if barrel-shape wear is noticed, the cylinder should be replaced. Measurements are to be taken on each single cylinder at three different levels, and also onto planes perpendicular to each other. ithe diameter measured is above the maximum wear limit, the oylinders should be replaced. Whenever the piston rings are replaced because of excessive wear, also inspect the cylinder internal surtace; i thisis completely smooth, cylinder reboring will be necessary to permit the new piston rings to be properly bedded. Use the special tool to perform 2 swift to-and-fro movement along the cylinder internal wall in order to score the inner cylinder surtace as shown in figure 21 engine [1] eo crankshaft | 12 Using the following equipment: §.9030.272.0 _centesimal dial gauge 5:9030.433.0 dial gauge base '5.9030.631.4/10 cylinder pressing tool ensure the piston crown at T.D.C. recesses from the head gasket bearing surtace (see Fig. 24) Move the dial gauge base untilthe gauge feeler lies onthe cylinder surface and take reading from the dial Reset the dial gauge. Place the base so that the gauge feeler lies on the piston head at T.D.C. andtake reading. ‘Choose the gasket to be fitted according to reading taken (also refer to item D in the table here below). ‘ Fig. 25 - Cylinder head gasket. Fig. 26 - Detail of the cylinder block - ANTARES 100. finder surtace contacting Fig, 27 - Determining the engine cylinder head thickness. ‘gasket @ machining max wear Ainside diameter measured half-way along the cylinder_mm_ | 405,000 +8020 105.100 B roundness error mm 0.020 0.080 Cpiston recess from the head gasket 0.30+0.40 Dearing face on cylinder mm 1D determination of head gasket thickness _x ‘gasket thickness reading ‘gasket ref, code 0.085.1450.0 mm_| -0.562+-0.300 |” 0.5 without locating notches gasket ret, code 0.085.1451.0 mm_| -0.290+-0.110 | 0.7 with 1 locating notch gasket ref. code 0.085.1453.0 mm_| -0.100++0.02 | 0.8 with 3 locating notches ‘gasket ret. code 0.085.1452.0 mm | +0.030+ +0.178 | 1 with 2 locating notches a [1] engine 12] crankshaft Fig. 28 - ANTARES 110-130 engine cylinder. engine crankshaft 3 a) main bearings Fig. 29 - Crankshaft and main bearing dimensions, arankshat main ural and bg end Berankshatt tal journal machining, journal machining, © machining max. wear = Amain journal diameter mm. 70.000-8838 69.900 = _1st grinding mm 69,750 =8838 69.650 = 2nd grinding mm 69.500= 8898 63.400 — max. journal taper mm 0.030) 0.050 “= max. joumal out-of-roundness mm 0.005, 0.050 —_ boring diameter of the main bearing caps _mm. 74-8030 —_Bbig end journal diameter mm 63.500 Bozo 63.400 = 1st grinding mm 63250-8020 63.150 = 2nd grinding mm. 63.000 -8020 62.900 — big end journal taper mm 0.030 0.050 —_big end journal out-of-roundness mm 0.005 0.050 —_C main bearing inside diameter mn 70.000 8848 70.130 —_1st undersize rom 69.7503 8848 69.880 = 2nd undersize mm 69.5007 8848 69.650 — crankshaft end play mm 0.105+0,300 0.500 1 | engine 12! crankshaft ao Fig. 20 - 6-cylinder engine crankshaft. engine [1 l (| crankshaft [12 | Fig. 31 - 4-cyinder engine crankshaft assembly. crankshaft The crankshaft is an alloy steel forging, Main and big end journals as well as the rear crankshaft oil sealing ring working race are induction-hardened. ‘The radiuses connecting main and big end journals are rolledtype. In case of crankshaft grinding, only the journal surfaces are to be machined preventing the crankshaft connecting radiuses from being dented by the grinding wheel Atter grinding the shoulder faces close to the crankshalt tail journal, faces shall be connected through a3 mm radius to the 80 mm diameter. During grinding tis preterable the crankshatt be tumedin opposite direction of rotation as to the operating one, whilst it should be tumed in the operating direction of rotation when main and big end joumals are polished. Prior to grinding each crankshaft is to be crack-detected and also demagnetized, it necessary. ‘The rear sealing ring working race grinding shall be performed by plunge-cut grinding and the grinding wheel shall be dressed avoiding any axial movements. ‘Main and big end joumals are liquid-nitrided. This hardening process must be repeated atter each crankshaft grinding oper- ation. When grinding make sure the connecting radiuses remain un- changed, itnot, anew machining shall be carried out according to the dimensions given in figure 28, ‘When this operation is ended, the crankshafts shall be polished again. Fig. 32- 4-cylinder engine crankshaft cross-sec- tion. Fig. 36 - Checking or rankshaft end play. Crankshaft end play is adjusted by two-part spacer rings (see also spectications table) Itedonto the rear main bearing sides (iywhiee| sie): these ate provided wih aprojction preventing faulty assembly, the rings can be mounted ator crankshaft installation too. Each main bearing consists oftwo shes each being provided with asmall tongue parmiting 9 be held in positon inside the boaring cap soa. The upper bearing shellis provided with a cavity for oil low. Main bearing caps shallbe positioned according to the numbering printed 10 their bodies and fixed to the block with two special securing screws, ‘which can only be replaced with other original screws. ‘Checking crankshaft After the crankshaft has been thoroughly cleaned examine it carefully. Meticulously ascertain the main and big end journals do not show signs ‘of seizure, otherwise rigrinding wil be recessary. Hf the journals are ‘racked the crankshaft shall be replaced. Using a micrometer gauge make surethe main journal diameters are not below the specfications given in the related table, otherwise a regrinding should be performed. Checking crankshaft journal out-of-roundness and taper With a micrometer gauge measure crankshaft journal taper and outof- roundness amounts. readings exceed the maximum allowances speci- fied a regrinding shal be periormed. (Reier to spectication table] Checking main bearings ‘Clean main bearings carefully and then examine the internal surfaces for indentation, scuffing, scratching or evident antifrction lining wear. it any replace the main bearings. Check main bearing inside diameters with an internat comparator. H the diameters are found in excess of the maximum wear limits, the main bearings shall be replaced. Main bearings are supplied as spare parts either with normal size or Lndersize inside diameters, The inside ameter undersize range s 0.25 50 mm. Be very careful when instaling the main tbeatings in order they can be Correctly positioned. The bearing shells proviced wilh a lubricating hole ‘rust be placed inthe upper side (Lo. into: the block forging and net into the main bearing caps). Mounting main bearing caps ‘Tha numbers stamped on the main bearing caps must be on the same side as those stamped on the block. Garetully check main bearing cap focing screws or stretching, i so replace them with original screws only. The screws are to be tightened progessively to 1 kam (9.8 Nm) torque thd subsequertyto¢kgn 68 Hay ore hen usiny no, 8 9050 60 8 tool urthenly tghlen each singe screw to an angle of 55" 1° Cleaning crankshaft and cylinder block internal passages ‘Gteaning ofthe lubricating ollpassage should be made after all crankshaft and cylinder block overhauling operations have been accomplished. This ‘leaning can be carried out by using Diesel fuel or compressed air blasted Into the passages, Checking crankshaft end play Ths check potamed wih a Hatet ac Cart a ee es “Baca magnate tse together with the comparator Sieh tae Ces make the comparator teeler con- terol alan Tro noe ec sh yon ca faerie nt econ Faro og Rett copa a push Rosana tae eee OS, ino eyo Prana! 1 wan bars cab Gea 1g atleg let be 010 9 ation OF sas dane ate woo S0lstee ect eet marina ess habe fed ‘Reso ORsige a olay ie comer In ts rear portion the crankshaft 's provided with a 3x30" chamfer. in _addtion the surface contacting the sealing ring has undergone a harde- ‘ing process. Fe this reason the sealing ring can naw be mounted without using no. §5,9030.628.0 equipment. The fiont pullay holding hub is provided with a 3x90" chamfer and the sealing ring working surface is polished. e ‘Triangular-section gaskets should protrude as shown in figure. Fig, 99 - Special fixture for piston positioning during crankshatt installation, Fig. 40- Mounting one holed main bearing shel int the cylindor block forging, Fig, 41 - Fitting the one main bearing shel into the main bearing cap. alos 9. 42 ~ Instalng the crankshaft main bearing caps. i" engine 12 | crankshaft connecting rods - connecting rod bearings and bushings Checking connecting rod axis parallelism (using no. 5.9030,651.4 special tool) Place the connecting rod on the special tool and mount the comparator by loading the feeier 1 mm against the gudgeon pin. Move the connecting fod from right to laft and reset the comparator 10 2ore when the comparator hand indicates the maximum reading. Remove {he connecting rod from the tool and replace it after a 180" rotation along {ts tongitudinal axis. Repeat this operation and note the ditfere nce in reading compared with the previous taken, Ifthe ference is above the specified tolerances, the rod Shall be straightened by hand press. Checking connecting rod bushing and bearings Check connecting fod bushings and bearings for scoring or scuffing. Wer cur shoud rot etsedspeccatons, nowse toy mus Bo replaced, ‘The assembled internal diameter of the bushing should be within the specifications given. Checking connecting rod weight The difference in weight between one engine connecting rod and another must naver exceed 20 gt. Installing connecting rods ‘The screws aro to be tightenod progessively to 1 kgm (9.8 Nm) torque and subsequently to 3 kgm (29.5 Nm) torqu ethen using no. §.9030.640.0 tool furthe 1 each single screw fo ain angle of 60" 1" Or ig. 45 - Pulling out/driving in con-rod bushing, Fig. 46 - Checking con-rod axis parallelism 2 machining max. wear connecting rod bearing inside diameter__ mm 63.500 8898 63.620 Astundersize mm 63.250 8698 63.370 2nd undersize mm 63.000 8898 63.120 connecting rod bushing inside diameter__mm 3578838 35.060 ‘maximum misalignment of the connecting od smail end axis {measured at 49 mm from con-rod centre line) mm_ 0.08 ‘suojsid u Aqwosse Outs vars 10} suoneoxpUy OF - weysyueso eulbue ‘2erewerp vorsd Guunseow - Br 614 -{sourbue pozendse 0} oubuojeq stu poreyd-unwosyo ou edoxdus ‘Guyjeysut prone 0 stu) 1S Buyees ALY Id WNINOBHO. [2W0Kx9, yum pepo! 99 Gu void puasos ci ogi Tey uoMeu® Zeroued fed Seuibue pebreysoqim ul s6uu voisid Bunerde: voumn ~ Buen -Aypouce pouuoyed og prnous Aquiesse oge ain6y ati “3u0 1301109 alt | BACIB uoisid wep snoues 40 uolteiedo ueneun euiBue sauyeut Sdn BU UoISid pucoes ay 101s 84) BUTESUL “Aquiesse 3901100 20} s6uu yews UOReaygIp! 41 o} UONUaIE wInonzed Keg ‘sup uoysid Ole ve 3009* SE wor Jeyeure|p urd uoaBipn 3 ‘Oz0'Se $GRise oan uorsid ul ozo'se HEQise peredse ww 210q uoeSpn6 40 seyeweIp episul G Oost 009 0FO0E'O war Bur UOIsIT BIE 0st ‘ose or0ro wir Bay UOSE paz os 099°0700%'°0 wu Buu wos st de6 pue Bun uorsid 9 ost'0 S80070S00 cory Buy voisid pig ost 15g. Orr 0 wu Bay uosd puz ‘0sz0 evr Orono ua Bau uosid st (s6uy uojsid mau) uoysid uy sencou6 Buys uojsid pue sBuy uorsid uaamiaq souerea19 @ 089°P0L (L00°0+6 POL WW @S8q WOYOg a4) WO WL O} 12 PUue SIXe urd uoabpn6 eu so .06 32 serowerp uoIsid v EON FED BuIpeU “suojsuoup uid uostpn6 pue Buu Lois ‘uorsid - Ly ‘Bt sBuys uojsid - suid uoaGpnb - suojsid “paoeide: ave siepuyho 40 panowai si uojsid awn yoee peoeides 8q YSN SGUU UOFSId -ss0] 1amod auibua se iyom se uondwnsuco yweouqny YBiy asneo Aewi uoIsid ul SaAooi6 Guy vorsid pue s6un uoIsid uaamiog 2oueIe9po aAIsse0x9 - SLON ‘Gy aun6y ut uous se ‘aGne6 ssauyoIut 1e1oads 0'0Z2 0606'S “ou ym painseaw aq ued deb pus Buy ou) se os sapuyAo aut ol! S6uy uosid ayy SuIvasu! Aq Ino paweEd si yOeYs SIL ‘9]qe} UI UMOYS: suoqeoysoads au} Buipaaxe de6 e eazy 10u Pinoys JepuyD BY Ut PAI!EISUI Spua GUL JoNNUCO 10 By pue BuL voISsasdwiD ay? YIOg de6 pua Burs uoisid BupyoeyD “wou aaeydau ‘suompuco Bunesado ay} 0} Bumuiojuod tou pun) axe AayR 1 “ABE “wep 10 Ayoyseje sedoud 10} sGuys deus uid uos6ipn6 osje ¥a4o ‘pepuewiwo -081 51 Wed ino-wom eu jo weuaderder aun ‘suoneoMoeds WOH S1@W)p WaUJauNseeUI J8|SWEIP 12s PeEjal 10 UOBBPNE soyHO 4 uoysid uy yees uid uoaBpn6 pue uid uoeipn6 Suryoeyo paceide, oq 0} spaeu uoisid ays ‘Le aGed uo aiqe) ul uaAi6 suoeoyoads au) MOjOg Si PauNsBeU Jo}eWeIP BUI H ‘ep aunby u umoYs SP a6ne6 sejaWOIONW e YUM J8IWeIp UOIsH aNsEaN, suojsid BuryseyD: ‘WOR ‘6s9us9 out) A104 yuan panoutes aq ue SuBIS BuIzI9s 0 BuU00s WEN weweoe|des exnbes Kew youm aewep 40 Gupyaer0 40} Aynjoseo uray oUUeX® ‘pauoped s BuDp=LD JOYUNY 920;eq Pur PaUesIo AjyBNosoY) U9aq BABY SURG IIE JAyy “sqeas Buu deus uos6pn6 wos sdnpyng Aue enowey ‘Wop ‘Avaws ue Busn senoei6 Buu uorsid pue umos9 uorsid ajeos0q suojsid Bujuea|g “sOuui uorstd Jo Aiquiasse 1991109 - 1g “B14 vorsid ur senoai6 Gun uojsid usemieq soueieeio Gunpec seuibue poresdsy -g seubue peGievooqiny -y suDISid yeysyueso euibue engine [1 | crankshaft [12] a oS Checking clearance between piston rings and pis- ton ring grooves in piston This check is to be made with new piston rings, as shown in figure 50, by inserting the piston ring into the groove and then the blade ‘of no. 5.9030.270.0 thickness gauge. Refer to specifications table for maximum clearance allowance. Hf the clearance measured exceeds the maximum allowance, piston shall be replaced. Installing piston rings ‘During cylinder assembly pertorm a proper orientation ot the first piston ring so that its cut be moved by 60° from the gudgeon pin axis. ‘The other piston rings should be inserted with their cuts moved by 120" from each other. Installing pistons into cylinders Use no. 5.9030.654.0 ring clamping band as shown in figure 52 to install piston into the cylinder. ‘Afterwards insert piston and cylinder assemblies into the cylinder When viewing the engine from the front side the hole in the ‘connecting rod small end providing gudgeon pin lubrication must be oriented as shown in figure 54, (re. A) and the arrow printed on piston shall be tured against the exhaust manifolds, (ret. B) ‘The numbers stamped on the connecting rod caps should be on the same side as those on the connecting rods. NOTE - Pistons can be taken without removing the crankshaft, just withdrawing along with the connecting rods directly from the ‘ylinders atter removing both cylinder heads and connecting rod Fig, 62 -Instaling piston into cylinder. Fig, 54- Correct orientation of piston and con-od assembly. ANTARES 100 counterweights for 4-cylinder engines Specifications ‘counterweight endplay mm 0.40.43 backlash allowance between counterweight and crankshaft crown wheel teeth mm ___0.20+0.25 bushing inside diameter mm 26 38098 max. wear mm___ 26.150 Checking counterweights Check counterweight bushing inside surface conditions. Ensure the nei clameteris not above specications; otherwise replace ishings. With bushing installed perform boring according to specifications given in the table above. Installing and adjusting counterweights Position the weight marked with S in the related support seat, then place weight D too, so that the engraved teeth coincide as shown in figure. Fit gudgeons E and insert spacer washers H. Be sure the counterweight end play is 0.1 to 0.43 mm. Complete installation by fixing gudgeons through special pins F and the weights with securing screw C. ‘Apply the support and weight assembly undemeath the cylinder block so as the engraved counterweight S tooth engages between the two engraved teeth of crankshaft crown wheel B. Then fit a number of shims G until a 0.20 to 0.25 mm backlash between crankshaft crown wheel and weight S teeth is obtained. Remove screw C and finally tighten the weight support securing ‘screws to cylinder block also applying some Loctite 242. ig. 58 - Engine-instalied counterweight, Fig. 69 - Installed counterwight bushings. engine flywheel Before dismounting the flywheel it is advisable to remove two ‘diametrically opposed screws replacing them with two stud bolts. To replace the flywheel ring gear operate as follows: — Immerse the flywheel! into a water-filled container. Keep the flywheel lifted a few centimeters from the container bottom using some smali iron blocks fitted under the ring gear teeth. ‘The ring gear should be tuned upwards and project a few millimeters from the water surface. — Using a flame heat the ring gear all around the toothed sector Until the flywheel is dropped tothe container bottom due to heat expansion. — Heat the new ring gear up to a temperature of about 200° C ‘and position into flywheel housing, Ensure the tooth chamfers are tumed upwards as shown in figure 60. Checking engine flywheel Check the flywheel stiding surtace for scoring: grind the surface to 1.6 micron roughness if necessary. ‘The flywheel contact surface should thoroughly be in the same plane as the clutch plate. This can be verified by fitting a magnetic base comparator as illustrated in figure 61 and rotating the fty- wheel by hand. engine | 1 crankshatt [12] a Fig. 60- Fling gear position on engine flywheel. Fig. 63- Engine fiywheel. 1 | engine a) 12] crankshaft Fig. 64 - Rear flange cross-section, ‘A ANTARES 100 B- ANTARES 110-130 Crankshaft removal procedure — Remove engine trom tractor and install on no. 5.9030.002.0 traveling stand for transfer on no. 5.9030.491.4 swivel bench. — Remove the oil pan and the oil pump suction rose. — Alter detaching the pulley belt take the pulley from the crank shaft along with the pulley hub. — Dismount engine front case, rear flywheel, engine-to-gearbox ‘connecting flange and sealing ring holding flange.(In4-cylinder engines also the counterweight assembly is to be removed). — Remove big end caps and related bronze bushings. — Remove main bearing caps and related bronze bushings. — Remove the crankshaft and take the upper bronze bushings. Installing the oil pump driving gear ANTARES 110 - 130 Heat gear A in a furnace to such a temperature that a difference in temperature of 150 to 170 °C between gear and shaft B is established. Mount gear A on shaft B as shown in figure until a 0.2 to 0.5 mm reading trom crankshaft shouldering face is obtained. Ensure the oscillation error on diameter @ 116 (concerning the gear) be restricted within 0.1 mm. Fig. 65 - Oil pump driving gear - ANTARES 110 - 130. engine [1 a camshaft [73] 1 ® machining @ max. wear ‘camshaft cam lft intake cam mm 6,86 78883 630 exhaust cam mm 6,71 888 6,20 injection cam mm 8 £8083 7.50 Camshatt journal diameter mm 55 - 8.30 54.950 Camshaft bushing diameter om 55.180 Idler gear bushing diameter mm 40.125 Idler gear pin diameter mm 39.950 ‘The installation of single-cylinder injection pumps besides ensur- ing an even load distribution on the camshaft has permitied two ‘bearings per camshatt joumal to be mounted in the engine block, thus minimizing camshaft flexure. A bimetallic bushing is inserted in each bearing to ensure very ‘smooth camshaft operation. This can be replaced when wear exceeds the limits specified above. All these features guarantee precise cam movement thus provid- ing smooth timing system operation and regular tuel supply as well, ‘The camshattis held in postion by a forked plate fitted on engine front side. For 1000.4-AT engines ‘The engine oil pump and engine governor driving gear is mounted atthe rear camshaft end. Prior to installing camshaft, the engine block should be tuned Upside down and the tappets inserted in the related seats in the block after having been property lubricated with oil. eo Make sure the tappets slide in their seats freely. Fig, 65. Timing system cams 1A Vatve cam: B Injection cam. Fig. 67 - Checking cam wear. Fig. 68 - Camshaft fixing forked plate. a Fig. 69° Installing tappets into the engine block "g. 70 Installing the T000.4-AT engine Gor mor driving gear’ eee Checking camshaft Examine both camshaft journal and cam surfaces: they must be thoroughly smooth and in perfect operating conditions. Honthe contrary cams show any sizing or scoring, it is convenient ‘that both the camshaft and the bushings installed in the block be replaced. Only if a very smail evidence of deterioration is noticed, this might be eliminated using a very fine grain abrasive stone. To check for wear, place the camshaft on the special cross- shaped rests and apply a comparator feeler on each single cam then rotate the camshatt Minimum cam tf should never be below specifications, otherwise the camshaft should be replaced. Checking camshatt bushings Caretully examine bushing inside surface; should any seizing or evident wear of the antiriction lining be found replace the bush- ings. {normal conditions are noticed, check the bushing inside diame- ters by means of an intemal comparator. If the bushing inside diameters measured are in excess of the maximum wear limits ‘specified, these shall be replaced. Each time the bushings are replaced they must be bored. Checking timing gear Be sure the gear teeth are not spalled or excessively worn. Replace the gear, as necessary. engine oe cylinder head cylinder heads - valves - valve rockers © max. wear Avalve stem diameter intake mm 8.940 ‘exhaust mm 8940 Binside diameter of the valve guides installed in the heads mm. 9.100 valve seat angle with respect to valve intake exhaust D valve seat width on the valve seat insert intake mm 17 exhaust mm. 2.20 E valve recess from cylinder head level intake mm 18 exhaust mm 2 e —*,_ Fvalve seat taper intake exhaust Gvalve diameter intake mm exhaust mm, Fig. 74- Rocker support assembly cross-section. Fig. 75 - Engine cylinder head longitudinal section. [1] engine a) 14| cylinder head e Fig. 76 - Clearance between valves and rockers Fig. 79 - Valve recess trom the cylinder head gasket bearing face. @ machining _@ max. wear Valve sprini a ‘springs alinside diameter mm 277 Ditree spring length mm 53.6 loaded spring length kg 15.8525% mm 42 b 19.60#5% mm. 39.6 lc rocker arm bushing inside diameter Cc (see fig. 82 on page 51) mm 19 38838 19.060 v rocker arm pin diameter {see fig. 82 on page 51) mm 19 Bors ___ 18.980 Se eee (ave and woker arm al _ mm 020 @ | engine | 1 | a cylinder head | 14 Cleaning cylinder heads Clean the cylinder heads thoroughly by removing any coking inside both exhaust and intake ducts. Also clean cylinder head ‘cooling fins carefully. Checking valve seats First descale and clean valve seats and then inspect for either pitting or corrosion in the valve contact area, otherwise a new {grinding (i tight wear is found) or a replacement shall be provided. To install new valve seat inserts operate as follows: chill the valve seat inserts in liquid nitrogen for easier installation in the cylinder head by running ft. e + Valve seat inserts are supplied as tinished parts and do not require any further machining. Oninstallation avoid knocking on the valve ‘seats to prevent distortion. NOTE - H no liquid nitrogenis available for valve seat insert chilling before installation, itis also possible to heat up the cylinder head to a temperature of 200° to 300°C. Checking valves Descale the valves with the special brush. Make sure the valve Seat is thoroughly intact, otherwise replace. Check the valve stem for deformation, be sure the stem outside diameter is not below specications. Testing valve tightness AAtter grinding the vaive seats, test valve tightness as follows: plug the intake and exhaust ports through the related valves and then our in some petrol and check for any leaks (if new valves are installed a slight dripping is allowed). Checking valve guides Inspect valve guide boring inside surtace. It shouldbe thoroughly ‘smooth and show no evidence either of seizing or scoring. Use no. 5.9030.020.0 gauge (tig. 89) for measuring the valve guide inside diameter. Excessively wom guides are to be re- Placed. ‘When re-installing the valve guides they should protrude 17.5+0.2 mm from the seat inthe cylinder head. ~: Using no. §.9030.626.0 tool or installation will enable this dimen- — sion to be automatically obtained. Fig. 81 - Cylinder heads, oyiinders, valves and rocker arms. ig. 68 - Bushing and rocker arm positions and ‘wear check dimonsions. ‘A- Rocker arm bushing inside diameter 'B- Rocker arm pin outside diameter 5 engine a i [74] cylinder head Fig. 84 - Valve seat inserts and valve guides. Fig. 86 A- Intake valve B- Exhaust vavo, TS Fig. 88 - Grinding vaive seats. Fig. 85 - Valve seat inserts, Checking push rods Examine rocker arm push rods for deformation and the rocker arm contact ball seat for signs of seizing or roughness, if any, replace. Make sure also the other push rod end in contact with the tappet does not show excessive wear or nicks. Checking valve springs Make sure the valve springs have not lost their elasticity. ‘Also inspect valve springs for rust or damaged lacquering. Checking rocker arms Ensure the rocker arm working area is thoroughly smooth and no nicks are shown. Use a micrometer gauge to measure the rocker arm pin diameter; reading should not be lower than specifications, otherwise re- place. Check the rocker arm bushing for excessive wear, replace as Recessary. ‘Check both rocker arms and valves for proper lubrication by running the engine at idling speed, ensure the oil flow rate is regular; should this not be the case the rocker arm bushing should be inspected for proper installation or the ducts checked tor clogging, Adjusting valve clearance This adjustment is to be performed with a cold engine and piston at T.D.C. at the end of the compression stroke (both rocker arms shall be in uppermost position and detached from the valve stems). Rotate the crankshatt until the above mentioned conditions are ablained, then use a thickness gauge o take clearance maasure- mel oe engine | 1 cylinder head [14] a Fig. 89 - Checking valve guide wear. Installing cylinder heads Cylinder head securing screws should be tightened evenly follow- ing the cross sequence shown in figure to a2 kgm (19 Nm) torque, ‘then repeat tightening in the shown sequence to a 5 kgm (49 Nm) torque tinal use m8 9080 6400 equipment to futher ighten the cap screws until each of them is locked by an angle of 90°25. Betore performing screw tightening, the use of plate A is recom- mended to align the cylinder heads correctly, as shown in figure. Checking engine compression Run the engine until the operating temperature is attained. Remove the injection nozzle trom the cylinder head and fit the special engine compression tester. Ensure the injection pump is in STOP positon. Start the engine and let it turn until the peak pressure in the cylinders is obtained and then check the engine r.p.m. Be sure the same checking procedure is applied for each single cylinder so as to provide even measurements. Cylinder pressure should be 25 to 30 bar at sea level at 150 engine p.m. and with hot oil. Any difference in readings should be no more than 10%. Altitude affects engine compression: 4% pressure loss every 300 mabove sea level is usually recorded. To avoid incorrect readings, the battery should be thoroughly efficient. Lack of compression may be due either to piston ring or valve and vatve seat or cylinder wear. Fig. 82 - Checking cylinder compression. Creeper tes "9, 03.- Using alignment plate A to install the scfew tightening order. Fig. 94 No, 5.5000,640.0 equiement for ti ribgine iider head securing soews angen 1 | engine 15 | lubrication system ay RY H 4 VA Fig. 97 - Oil pump - ANTARES 110 130. ANTARES 100 Oil pump Each time the oil pump is removed or installed, ensure the gears can rotate freely and there is no evidence of tool spalling or wear. Otherwise the whole pump assembly must be replaced. To perform a complete oli pump efficiency test insert an oil low rate meter along with an oil pressure gauge between cylinder block and oil filter. Ensure readings correspond to specifications in page 23 table. Checking pressure relief valve Using the special fitting connect the valve to no. 5.9030.520.4 equipment and make sure the valve calibrating pressure is 4.9 to 5.9 bar. I this is not the case the valve should be replaced. ‘Warning: whenever the oil pan is removed, ensure the prefitter wire mesh located under the oil rose pipe is thoroughly clean. Engine oil pressure can also be checked on the special dash- board-mounted indicator. Engine oil level should never be below the minimum level notch on dipstick. ANTARES 110 - 130 ‘Shimming the engine oil pump Between engine oil pump support and engine block fit the same number of shims A - rel. code 007.0972.0 and B - ret. code (007.0973.0, so that the backlash between oil pump and crankshaft ‘gear teeth is 0.12 t0 0.27 mm. eo engine [1 lubrication system [75] a ANTARES 100 - 110-130 Fitting shims between engine oil pan and front support Between engine oil pan and front support itis required that shims be fitted so that a +0.1 mm alignment with the engine block plane may be obtained. ‘Mount the oil pan onto engine block paying particular attention the rear planes are thoroughly aligned (engine flywheel side). With no. 5.9030.272.0 centesimal gauge and no. 5.9030.433.0 ‘gauge base measure the diference in dimension between oil pan front plane and engine biock plane. This difference in reading . should be 0.35 to 0.95 mm (make sure the oil pan plane always recesses from engine block plane). Install the front support placing a number ot shims which permits both planes to be aligned within a +0.1 mm allowance. WARNING: Reading and shimming should be performed both on the front right-hand and the front left-hand side of the oil pan as shown in figure. Fig. 68 Masur the deans dimension baleen of pan and engine Bock Fig. 99 - Positions for reading dimension difference between front oil pan and engine block planes. 1] engine a 15 | lubrication system Fig. 100 - Oil pump section ANTARES 110 - 130. fuel injection nozzles Checking fuel injection nozzles ‘The checks on injection nozzle operating conditions include injec- tion nozzle spraying etticiency and calibration. However, itis recommended that the utmost cleanliness rules be Strictly observed and a thorough test on the hydraulic seal of the

    You might also like