X 2.5 Engine Service Manual)

English – Original Instructions 6 - 2013 A047K815 (Issue 1)
Service Manual Publication A047K815

Model: X 2.5 Engine Issue 1 - 6 - 2013
“Intentionally Left Blank”
Page 2 2013 Copyright Cummins Power Generation

Publication A047K815 Service Manual
Issue 1 - 6 - 2013 Model: X 2.5 Engine
CONTENTS
Section Description Page No.
A ENGINE VIEW .............................................................................. 7
ENGINE NUMBER LOCATION ................................................... 9
THREADS / RECOMMENDED TORQUE ................................... 10
B TECHNICAL DATA ....................................................................... 11
MANUFACTURING DATA AND DIMENSIONS ........................... 12
C OPERATION AND MAINTENANCE ............................................ 20
D PREVENTIVE MAINTENANCE .................................................. 23
E FUEL SYSTEM ............................................................................. 29
F COOLING SYSTEM AND WATER PUMP .................................... 38
G. FRONT OIL SEAL ......................................................................... 41
H. FLYWHEEL AND REAR END OIL SEAL ...................................... 44
I LUBRICATING SYSTEM .............................................................. 48
J CYLINDER HEAD ........................................................................ 54
K TIMING CASE, DRIVE AND TIMING ............................................ 64
L PISTONS AND CONNECTING RODS ........................................ 70
M CRANKSHAFT AND MAIN BEARINGS ....................................... 74
N CYLINDER BLOCK AND LINERS ................................................ 80
O APPROVED LUBRICATING OILS ............................................... 83
P. ELECTRICAL EQUIPMENT ......................................................... 84
FAULT FINDING CHART ............................................................... 86
2013 Copyright Cummins Power Generation Page 3


Section A
ENGINE VIEW
Fig. A 1


ENGINE NUMBER LOCATION

The engine number is stamped on the camshaft tunnel of the cylinder block – on the right side
of the engine.
When requesting information regarding the engine, the number should be quoted.
X 2.5 G1-G2-C11210
X 2.5 G1-G2 C 11210
X – Series
2.5 – 2500 CC displacement
G1–G2 – Cummins model (Non-CPCB) Norms
C – 3 Lakh Engines already produced
11210 – Engine Serial Number
X 2.5 G2-C11231
GENSET ENGINE
X 2.5 G2 C 11231
X – Series
2.5 – 2500 CC displacement
G2 – Cummins model (Non-CPCB) Norms
C – 3 Lakh Engines already produced
11231 – Engine Serial Number
Genset Engine – Engine for Genset Application
Note : When the engine number reaches 99999, suffix is added in the alphabetical order
CPCB – Central Pollution Control Board

CUMMINS X 2.5 DIESEL ENGINES

ALL THREADS USED ON X 2.5 ENGINES, ARE METRIC SERIES
EXCEPT THE COMPONENTS INDICATED BELOW
1. Stud/Nut/Setscrew, Cylinder Block to Cylinder head … 7/16" – 20 UNF

2. Bolt and Nut, Connecting Rod … 7/16" – 20 UNF
3. Balance Weight Setscrew … 7/16" – 20 UNF
4. Bridge Piece Timing Case (Applicable for earlier type) … 5/16" – 24UNC
5. Plug Cylinder Head … 1/2" – 14 PTF
6. Thermostart fixing hole in the induction manifold … 7/8" – 14 UNF
7. Union, Rocker oil feed in Cylinder head … 1/8" – 27 NPSI
8. Oil pressure gauge connection on pressure rail … 1/4" – 18 NPSI
9. Tapping in the Crankshaft for fitting balance weight … 7/16" – 20 UNF
RECOMMENDED TORQUE TENSIONS

The following torque figures will apply with the components lightly oiled before assembly :
Cylinder head nut and setscrews (NRT)* ... 80 lbf. ft. 10.8 Kgf. m. (7/16-20 UNF) 18 mm
Connecting rod nuts (Cadmium plated) ... 45 lbf. ft. 6.2 Kgf. m. (7/16-20 UNF)
18 mm
-do- (Phosphated) ... 60 lbf. ft. 8.2 Kgf. m. (7/16-20 UNF)
Main bearing setscrews ... 115 lbf. ft. 15.9 Kgf. m. (M 14 x 2) 22 mm
Balance weight setscrews ... 55 lbf. ft. 7.6 Kgf. m. (7/16-20 UNF) 15 mm
Idler gear retaining setscrew ... 50 lbf. ft. 6.9 Kgf. m. (M 12 x 1.5) 18 mm
Camshaft gear retaining setscrews ... 21 lbf. ft. 2.9 Kgf. m. (M 8 x 1.25) 13 mm
F.I. P. gear to adaptor setscrews ... 21 lbf. ft. 2.9 Kgf. m. (M 8 x 1.25) 13 mm
Flywheel setscrew ... 80 lbf. ft. 11.1 Kgf.m. (M 12 x 1.25) 18 mm
Crankshaft pulley retaining setscrew ... 110 lbf. ft. 15.2 Kgf. m. (M 22 x 2.5) 38 mm
Atomiser securing nut ... 12 lbf. ft. 1.7 Kgf. m. (M 8 x 1.00) 13 mm
NOTE : Cylinder head gasket used on Cummins X 2.5 engine are ’Non-retorque’ type. It should be fitted Dry.‘Top
Front’ mark should face the cylinder head.
* NRT – Non-retorque type gasket (Now this new type gasket is being used in all S3 engines in production)
This gasket does not require retorquing during first service

Section B
Technical Data (Genset)
Type ... ... Three Cylinder, Inline, Four Stroke,

Direct Injection
Bore ... ... 3.6 in (91,44 mm) Nominal
Stroke ... ... 5 in (127 mm)
Cubic Capacity ... ... 152 in 3 (2.5 litres)
Compression Ratio ... ... 18.5 :1
Firing Order ... ... 1, 2, 3
Tappet Clearance ... ... 0.012 in (0,30 mm) Cold
0.010 in (0,25 mm) Hot
Lubricating Oil Pressure ... ... 30/60 lbf/in 2 (2.1/4.2 kg/cm 2)
Injector Setting Pressure ... ... 240 kg/cm 2 APREB*
Fuel Injection Pump ... ... BOSCH, inline with mechanical governor and
fine adjustment device, flange mounted.
Pressure Feed Lubircation (C Clamp type and
Heavy duty governor)
Inlet valve opens ... ... 13° BTDC (Before Top Dead Centre)
Exhaust valve closes ... ... 10°ATDC (After Top Dead Centre)
Total Inlet open period ... ... 236°
Total exhaust open period ... ... 236°
Injection timing (spill timing) ... ... 12° +0/-2 Degrees BTDC. (X 2.5) APREB*
Varies as per List No. and Engine Rating.
Engine Ratings & Spill Timing :
Sl. No. Engine Type List No. Engine Rating Emission Norms Spill Timing
1. X 2.5 3204 35 bhp & 1500 rpm Eu Stage 111A 11° ± 1°
2. X 2.5 3198 37 BHP @ 1800 RPM EPA T4 (INT) 12° + 0 / -2°
De-Rating for Altitude

Where engines are called upon to operate in rarefied atmospheres occasioned by altitude, such engines
should be de-rated.
Any necessary adjustments in this respect to the fuel pump should be carried out by the BOSCH
dealer for the territory concerned.
Approximate Engine Weight
Basic weight (with dynamo but without starter motor, flywheel housing) ... 204 Kg
Typical installed weight (with starter motor, flywheel and flywheel housing) ... 250 Kg
Note : * APREB – Alfin Piston with Re-entrant Bowl.

Manufacturing Data and Dimensions

The following data of clearances and tolerances are given as a guide for personnel engaged upon major
overhauls and the figures are those used in the factory for production purposes.
Cylinder Block
Height of Cylinder Block from Top and Bottom Face ... 13.7405/13.7435 in (349,01/349,08 mm)
Parent Bore Dia. for Cylinder Liner ... 3.6875/3.6885 in (93,66/93,69 mm)
Depth of Recess for Liner Flange (Cast Iron Liners) ... 0.152/0.148 in (3,76/3,86 mm)
Dia. Recess of Liner Flange (Cast Iron Liners) ... 3.825/3.820 in (97,16/97,03 mm)
Main Bearing Parent Bore Dia ... 2.9165/2.9175 in (74,08/74,10 mm)
Camshaft Bore Dia. - No. 1 ... 1.874/1.877 in (47,60/47,68 mm)
Cylinder Liners - Cast Iron
Type – Production Liner ... Dry-interference Fit
– Service Liner ... Dry-Pre-finished-Transition Fit
Outside Dia. of Production Liner ... 3.6895/3.6905 in (93,71/93,74 mm)
Outside Dia. of Service Liner ... 3.6875/3.6885 in (93,66/93,69 mm)
Interference Fit of Production Liner in Block ... 0.001/0.003 in (0,025/0,076 mm)
Transition Fit of Service Liner in Block ... 0.001/0.001 in (0,025/0,025 mm)
or Interference Fit of 0.001 in
Inside Dia. of Finished Liner in Block ... 3.6015/3.6025 in (91,48/91,50 mm)
Outside Dia. of Liner Flange ... 3.803/3.808 in (96,60/96,72 mm)
Flange Thickness ... 0.148/0.150 in (3,76/3,81 mm)
Depth of Liner Flange relative to Top Face of
Cylinder Block ... +0.002 to - 0.004 in (+0.05/-0.10 mm.)
NOTE: Reboring to oversize is not recommended
Piston :
Type ... Alfin Piston with Re-entrant / Modfified Re-
entrant bowl . Offset of re-entrant bowl on
piston crown should be towards fuel pump
side while assembly. An arrow (or) ‘F’ mark is
stamped on top surface of piston for
identification
Piston Height in relation to Cylinder Block Top Face ... 0.004 in (0,10mm) ABOVE to 0,001in
(0,025 mm) BELOW
Bore Dia. for Gudgeon Pin ... 1.24985/1.25010 in (31,746 / 31,752 mm)
Top and 2nd ring Groove Width ... 0.0957/0.0967 in (2,43 / 2,45 mm)
3rd Ring Groove Width ... 0.189/0.191 in (4,80 / 4,85 mm)
Ring Gaps
The ring gaps quoted below are for a bore diameter of 3.6015 in (9 1,48 mm). When checking ring gaps in
a worn bore, 0.003 in (0,076 mm) should be added to these ring gaps for every 0.001 in
(0,025 mm) increase in bore diameter.

Piston Rings
Top Compression ... Chromium Iinlaid half key stone
(symetirc barrel on periphary)
2nd Compression ... Cast Iron, Taper land (with ‘Top’ marked)
3rd Oil Control ... Conformable oil control ring
Piston Ring width
Top Ring ... 3.0 mm (0.120") nominal
2nd Ring … 1.97 / 1.99 mm (0.077 / 0.078")
3rd Ring ... 3.970 / 3.990 mm (0.156 / 0.157")
Piston Ring Groove width
Top Ring ... 3.0 mm (0.120") (nominal – half key stone)
2nd Ring ... 2.05 / 2.07 mm (0.080 / 0.081")
3rd Ring ... 4.03 / 4.05 mm (0.158 / 0.159")
Ring Clearance in Groove
Top Ring ... Nil (since key stone)
2nd & 3rd Rings ... 0.040 / 0.080 mm (0.0015 / 0.0031")
Ring Gap
Top Ring … 0.30 / 0.55 mm (0.0118 / 0.0216")
2nd Ring … 0.80 / 1.0 mm (0.0314 / 0.040")
3rd Ring … 0.30 / 0.55 mm (0.0118 / 0.0216")
NOTE: In a worn cylinder, ring gap should be checked at the bottom of cylinder.
Gudgeon Pin
Type ... Fully Floating
Outside Dia. of Gudgeon Pin ... 1.24975/1.250 in (31,744 mm/31,750 mm)
Fit in Piston Boss ... Transition
Clearance Fit in Small End Bush ... 0.0005/0.00175 in (0.01/0,04 mm)
Small End Bush
Type ... Steel Backed, Lead Bronze Lined
Outside Dia. ... 1.3785 / 1.3800 in (35,01 / 35,05 mm)
Length ... 1.04 / 1.058 in (26,42 / 26,87 mm)
Inside Dia. after Reaming ... 1.2505 / 1.2515 in (31,76 / 31,79 mm)
Connecting Rod
Type ... “H” Section
Big End Parent Bore Dia. ... 2.3950/2.3955 in (60,83/60,85 mm)
Small End Parent Bore Dia. ... 1.37478/1.37620 in (34,92/34,96 mm)
Big End Width ... 1.5502/1.5525 in (39,38/39,43 mm)
Big End Side Clearance on Crankpin ... 0.0095/0.0198 in (0,24/0.50 mm)
Length Between Bore Centres ... 8.8115/8.8135 in (223,81/223,86 mm)
Note: The numbered side on connecting rod and cap should be on the fuel injection pump side.
Connecting Rod Alignment
Large and small end bores must be square and parallel to each other within the limits of ± 0.010 in
(0,25 mm), measured 5 in (127 mm) each side of the axis of the rod on test mandrel as shown in
With the small end bush fitted, the limit of ± 0.01 0 in (0,25 mm) is reduced to ± 0.0025 in (0,06 mm)
NOTE : Connecting rod nuts should be replaced whenever the big ends are disturbed.
Fig. B1 Connecting Rod
Connecting Rod Bearings

Type ... Pre-finished, Steel Backed, Aluminium Tin/
Copper Lead
Inside Dia. ... 2.252/2.2525 in (57,19/57,21 mm)
Bearing Running Clearance ... 0.0025/0.0040 in (0,06/0,10 mm)
Crankshaft (Ref. Fig. M1)
Main Journal Dia. (Std.) ... 2.7485/2.7493 in (69,81/69,83 mm)
Main Journal Length - Number 2 and 3 ... 1.2147/1.2227 in (30,85/31,06 mm)
Main Journal Length-Rear ... 1.8427/1.8457 in (46,80/46,88 mm)
Main Journal Fillet Radii (Except Last Main Journal) ... 0.125/0.140 in (3,17/3,56 mm)
Last Main Journal Fillet Radius ... 0.1562/0.1662 in (3,97/4,22 mm)
Crankpin Dia. (Std.) ... 2.2484/2.2492 in (57,11/57,13 mm)
Crankpin Length ... 1.562/1.570 in (39,67/39,88 mm)
Crankpin Fillet Radii ... 0.1875/0.2031 in (4,76/5,16 mm)
Surface Finish-All Pins and Journals ... 16 micro inches (0,4 microns) Maximum
Crankshaft End Float ... 0.002/0.015 in (0,05/0,38 mm)
Crankshaft rear end Seal … Lip type (OR) Cassette type
Regrind Undersizes-Main Journals and Pins ... 0.010 in (0,25 mm), 0.020 in (0,51 mm),
0.030 in (0,76 mm)
Note : Whilst regrinding, the crank pin length should not exceed 1.575 in (40,00 mm) and the rear main
journal (Crankshaft with lip type rear oil seal) length should not exceed 1.861 in (47,27 mm)
and Nos. 2 and 3 main Journals Width should not exceed 1.2275 in (31,1785 mm) maximum. The
maximum permissible UNDERSIZE is 0.030 in (0,76 mm).
Piston Rings
Top Compression ... Chromium Iinlaid half key stone
(symetirc barrel on periphary)
2nd Compression ... Cast Iron, Taper land (with ‘Top’ marked)
3rd Oil Control ... Conformable oil control ring
Piston Ring width
Top Ring ... 3.0 mm (0.120") nominal
2nd Ring … 1.97 / 1.99 mm (0.077 / 0.078")
3rd Ring ... 3.970 / 3.990 mm (0.156 / 0.157")
Piston Ring Groove width
Top Ring ... 3.0 mm (0.120") (nominal – half key stone)
2nd Ring ... 2.05 / 2.07 mm (0.080 / 0.081")
3rd Ring ... 4.03 / 4.05 mm (0.158 / 0.159")
Ring Clearance in Groove
Top Ring ... Nil (since key stone)
2nd & 3rd Rings ... 0.040 / 0.080 mm (0.0015 / 0.0031")
Ring Gap
Top Ring … 0.30 / 0.55 mm (0.0118 / 0.0216")
2nd Ring … 0.80 / 1.0 mm (0.0314 / 0.040")
3rd Ring … 0.30 / 0.55 mm (0.0118 / 0.0216")
NOTE: In a worn cylinder, ring gap should be checked at the bottom of cylinder.
Gudgeon Pin
Type ... Fully Floating
Outside Dia. of Gudgeon Pin ... 1.24975/1.250 in (31,744 mm/31,750 mm)
Fit in Piston Boss ... Transition
Clearance Fit in Small End Bush ... 0.0005/0.00175 in (0.01/0,04 mm)
Small End Bush
Type ... Steel Backed, Lead Bronze Lined
Outside Dia. ... 1.3785 / 1.3800 in (35,01 / 35,05 mm)
Length ... 1.04 / 1.058 in (26,42 / 26,87 mm)
Inside Dia. after Reaming ... 1.2505 / 1.2515 in (31,76 / 31,79 mm)
Connecting Rod
Type ... “H” Section
Big End Parent Bore Dia. ... 2.3950/2.3955 in (60,83/60,85 mm)
Small End Parent Bore Dia. ... 1.37478/1.37620 in (34,92/34,96 mm)
Big End Width ... 1.5502/1.5525 in (39,38/39,43 mm)
Big End Side Clearance on Crankpin ... 0.0095/0.0198 in (0,24/0.50 mm)
Length Between Bore Centres ... 8.8115/8.8135 in (223,81/223,86 mm)
Note: The numbered side on connecting rod and cap should be on the fuel injection pump side.

Crankshaft Thrust Washers

Type ... ... Steel Backed, Copper lead
Position in Engine ... .. Cylinder Block, Rear Main Bearing Housing
Thrust Washer Thickness – Standard ... ... 0.121/0.123 in (3,07/3,12 mm)
Thrust Washer Thickness – Oversize ... ... 0.1285/0.1305 in (3,26/3,31 mm)
Main Bearings
Type ... ... Prefinished, Steel Backed, Aluminium
Tin/Copper Lead
Inside Dia. (Fitted) ... ... 2.752/2.7535 in (69.90/69.94 mm)
Main Bearing Running Clearance ... ... 0.0027/0.005 in (0,07/0,13 mm)
Camshaft
No. 1 Journal Dia. ... ... 1.869/1.870 in (47,47/47,50 mm)
Running Clearance ... ... 0.004/0.008 in (0,10/0,20 mm)
No. 2 Journal Dia. ... ... 1.859/1.860 in (47,22/47,24 mm)
Running Clearance ... ... 0.004/0.008 in (0,10/0.20 mm)
No. 3 Journal dia. ... ... 1.839/1.840 in (46,71/46,74 mm)
Running Clearance ... ... 0.004/0.008 in (0,10/0,20 mm).
Cam Lift ... ... 0.311/0.314 in (7,90/7,98 mm)
Gear-Spigot Dia. ... ... 1.9985/1.9995 in (50,76/50,79 mm)
Oil ways for Rocker Shaft Lubrication ... ... No. 2 Cam Journal
Cylinder Head
Depth ... ... 2.985/3.015 in (75,82/76,58 mm)
Leak Test Pressure ... ... 30 lbf/in2 (2,11 kgf/cm 2)
Valve Seat Angle ... ... 36O
Tappet Bore in Cylinder Head ... ... 0.6245/0.6258 in (15,86/15,895 mm)
Valve Guide Bore in Cylinder Head ... ... 0.4995/0.5005 in (12,69/12,71 mm)
Permissable Cylinder Head Bow - Transverse ... 0.003 in (0,076 mm) maximum
Longitudinal ... 0.006 in (0,152 mm) maximum
Skimming Allowance on Head Face ... ... 0.012 in (0,30 mm) Maximum
Provided nozzle protrusion does not
exceed 0.184 in (4,67 mm) after skimming
Valve Layout … … I, E, E, I, I, E
Valve Guides
Inside Dia. ... ... 0.3148/0.3158 in (7,99/8,02 mm)
Outside Dia. ... ... 0.5018/0.5013 in (12,74/12,73 mm)
Overall Length ... ... 2.2188 in (56,36 mm)
Guide Protrusion above Spring Seating Face ... 0.362/0.376 in (9,19/9,55 mm)
Interference fit of guide in head ... ... 0.0016/0.0031 in (0,04/0,08 mm)
Note. Valve stem seal (with metal insert) is fitted in both inlet and exhaust valves.

Inlet Valve
Valve Stem Dia. ... ... 0.311/0.312 in (7,90/7,92 mm)

Clearance Fit of Valve in Guide ... ... 0.0028/0.0048 in (0,071/0,12 mm)
Valve Face Angle ... ... 35°
Valve Depth below Cylinder Head Face (Inlet) ... 0.050/0.062 in (1,27/1,57 mm)
Not to exceed 0.072 in (1,83 mm) after
regrinding
Exhaust Valve
Valve Stem Dia. ... ... 0.311/0.312 in (7,90/7,92 mm)
Clearance Fit of Valve in Guide ... ... 0.0028/0.0048 in (0,071/0,12 mm)
Valve Face Angle ... ... 35°
Valve Depth below Cylinder Head Face (Exhaust) ... 0.061/0.074 in (1,54/1,88 mm)
Not to exceed 0.083 in (2,11 mm)
after regrinding
Valve Spring (One for each valve)

Free Length ... ... 1.783/1.803 in (45,29/45,80 mm)
Fitted Length ... ... 1.500 in (38,10 mm)
Load at Fitted Length ... ... 22.75 lb ± 2lb (10,34 kg ± 0,90 kg)
Tappet
Outside Dia. of Shank ... ... 0.6222/0.6237 in (15,80/15,84 mm)
Clearance fit in Cylinder Head ... ... 0.00075/0.00350 in (0,02/0,09 mm)
Rocker Shaft
Outside Dia. ... ... 0.6223/0.6238 in (15,806/15,845 mm)
Rocker Levers
Bush Bore Dia. ... ... 0.6245/0.6258 in (15,86/15,89 mm)
Clearance Fit on Rocker Shaft ... ... 0.0007/0.0035 in (0,017/0,088 mm)
Camshaft Gear
No. of Teeth ... ... 50
Gear Bore Dia. ... ... 1.9995/2.0010 in (50,79/50,82 mm)
Clearance Fit of Gear on Spigot ... ... 0.0000/0.0025 in (0,00/0,06 mm)

Idler Gear and Hub
No. of Teeth ... ... 90

Bore Dia of Gear ... ... 2.1250/2.1266 in (53,98/54,02 mm)
Dia. of Hub ... ... 2.1230/2.1238 in (53,92/53,94 mm)
Clearance of Gear on Hub ... ... 0.0012/0.0036 in (0,03/0,09 mm)
Gear Hub Width ... ... 1.3175/1.3225 in (33,46/33,59 mm)
Length of Hub ... ... 1.3275/1.3325 in (33,72/33,85 mm)
Gear End Float ... ... 0.005/0.015 in (0,13/0,38 mm)
Crankshaft Gear
No. of Teeth ... ... 25
Dia. of Bore ... ... 1.4995/1.5010 in (38,09/38,13 mm)
Spigot Dia. of Crankshaft ... ... 1.5000/1.5005 in (38,10/38,11 mm)
Transition Fit of Gear on Crankshaft ... ... 0.001/0.001 in (0.025/0,025 mm)
Fuel Pump Gear

No. of Teeth ... ... 50
Dia. of Bore ... ... 1.750/1.751 in (44,45/44,47 mm)
Pump Adaptor dia. ... ... 1.7407/1.7477 in (44,21/44,39 mm)
Clearance fit of gear on spigot ... ... 0.0023/0.0103 in (0,058/0,26 mm)
Timing Gear Backlash

All Gears ... ... 0.003 in (0,08 mrn) minimum
Lubricating Oil Pump Idler Gear

Inside Dia. of Gear Bore ... ... 0.750/0.751 in (19,05/19,08 mm)
Outside Dia. of Bush ... ... 0.752/0.7535 in (19,10/19,14 mm)
Interference Fit of Bush in Gear ... ... 0.0010/0.0035 in (0,025/0,09 mm)
Inside Dia. of Bush-Fitted ... ... 0.6562/0.6572 in (16,67/16,69 mm)
Dia. of Gear Shaft ... ... 0.6548/0.6553 in (16,63/16,64 mm)
Running Clearance of Gear on Shaft ... ... 0.0009/0.0024 in (0,02/0,061 mm)
Gear End Float ... ... 0.008/0.023 in (0,20/0,58 mm)
Lubricating Oil Pump Drive Gear

Internal Dia. of Gear Bore ... ... 0.4962/0.4972 in (12,60/12,63 mm)
Pump Drive Shaft Dia. ... ... 0.4990/0.4995 in (12,67/12.69 mm)
Interference Fit of Gear on Shaft ... ... 0.0018/0.0033 in (0,045/0.08 mm)

Lubricating Oil Pump Clearances

Type ... ... Rotor
Inner Rotor to Outer Rotor ... ... 0.0005/0.0025 in (0,01/0,06 mm)
Inner Rotor end Clearance ... ... 0.0015/0.003 in (0,038/0,076 mm)
Outer Rotor end Clearance ... ... 0.0005/0.0025 in (0,01/0,06 mm)
Outer Rotor to Pump Body ... ... 0.011/0.013 in (0,28/0,33 mm)
Lubricating Oil Relief Valve
Type ... ... Spring Loaded Plunger

Pressure Setting ... ... 50/65 lbs/in2(3,52/4,57 kgf/cm2)
Lubricating System
Lubricating Oil Pressure ... ... 30/60 lbs/in2 (2.1/4.2 kgf/cm2) at maximum
engine speed and normal working temperature
Lubricating Oil Filter
Type of Filter ... ... Full Flow
Element Type ... ... Paper
By-pass Setting ... ... 13.0/17.0 lbs/in 2 (0,91/1,20 kgf/cm2)
Lubricating Oil Sump

Capacity ... ... 6 Ltrs. max. Fill to “FULL” mark on dipstick
Note : the sump capacity may vary according
to application and for details write to Simpson
& Co., Ltd. Chennai-2
Cooling System
Type ... ... Thermo Syphon-Pump Assisted
Coolant Capacity-Engine Only ... ... 4.8 litres (approx.)
Thermostat
}
Type ... ... Wax/Bellows
Opening Temperature ... ... 75o ± 2 oC or Blanking Sleeve
Fully Open Temperature ... ... 89o ± 2 oC
Water Pump
Type ... ... Centrifugal
Pulley Bore Dia. ... ... 0.6239/0.6247 in (15,85/15,87 mm)
Shaft Dia. ... ... 0.6262/0.6267 in (15,91/15,92 mm)
Interference Fit of Pulley on Shaft ... ... 0.0015/0.0028 in (0,038/0,07 mm)
lmpeller Bore Dia. ... ... 0.6250/0.6257 in (15,88/15,89 mm)
Shaft Dia. ... ... 0.6262/0.6267 in (15,91/15,92 mm)
Interference Fit of Impeller on shaft ... ... 0.0005/0.0017 in (0.01/0.04 mm)
Clearance between lmpeller Blades and Body ... 0.010/0.020 in (0,25/0,51 mm)
Distance between impeller Rear face to Pulley face ... 5.531 in (140,49 mm)

Fuel System
Fuel Oil Specification ... ... Fuel oil should conform to IS:1460/2000
grade-special or Grade A
Fuel Filter Type ... ... BOSCH duel filter (0.5 OR1.1 litre capacity)
one with paper element (secondary) and
other with felt element (primary) or Paper
Fuel Overflow Valve Type ... ... BOSCH spring loaded valve
Overflow Valve Location ... ... Fuel Injection Pump fuel gallery (or) Fuel Filter
Fuel Feed Pump ... ... Plunger type, Flange mounted on F.I. Pump
and driven by F.I.P. Camshaft
Fuel Injection Pump
Make ... ... BOSCH
Type ... ... lnline
Mounting ... ... Flange mounted
Pump Rotation ... ... Clockwise (from drive end)
Drive ... ... Gear
Governor ... ... Mechanical RSV
(with fine adjustment device for genset
application)
Injection Timing (Spill Timing) ... ... 12° + 0/-2° B.T.D.C. (X 2.5) APREB*
Varies According to List No. and Application
* APREB – Alfin Piston with Re-entrant bowl.
Alternator
Make ... ... LUCAS-TVS BOSCH
Alternator Alternator
Type ... ... A115 (W Terminal for Genset) K1 – 14 V
System Voltage ... ... 12 (F002G10128)
Polarity ... ... Negative earth Negative earth
Rotation ... ... Clockwise Clockwise
Max. Output current ... ... 36 amps 11/23A
Starter Motor
Make ... ... LUCAS-TVS BOSCH
Type ... ... 2SM 114 1F 12V, 2.7 kw
System Voltage ... ... 12 12
Rotation ... ... Clockwise Clockwise
No. of Teeth on Pinion ... ... 10 or 11 10 or 11
Starter Cable Resistance ... ... 0.0017 ohms maximum
Note: The above electrical data is general and may vary with individual applications
Cold Starting Aid (optional)

Device ... ... Thermostart
Voltage ... ... 12 Volts
Location ... ... Induction manifold
Height of reservoir above centre of Thermostart ... 114.3 mm-254 mm (4.5 in - 10 in)
Section C
OPERATION AND MAINTENANCE
PREPARATION FOR STARTING

Check the coolant / water level in radiator.
Check the oil level in engine sump. / ON
Check the fuel oil level in the tank
Check the fan belt tension
Check the battery is fully charged and that all
electrical connections are properly made and all
circuits in order.
STARTING THE ENGINE
Turn starter switch to ON position
If the engine is warm, turn starter switch in a Fig. C 1 Combination Switch
clockwise direction to the Start” position
As soon as the engine starts, release the switch to
the “ON” position.
If weather is cold, turn starter switch to the “Heat”
position and hold it there for 20 to 25 seconds.
Then turn the starter switch to the “Heat and Start”
position, thereby engaging the starter motor.
If the engine does not start after twenty seconds,
return the switch to the “Heat” position for ten
seconds and then re-engage the starter motor by
switching to the “Heat and Start” position.
As soon as the engine starts, release the switch to
the “ON” position.
COLD STARTING AID (OPTIONAL) Fig. C 2 Thermostart Fuel Layout
The cold start unit comprises a tubular valve body
carried in a holder which screws into the inlet
manifold, and surrounded by a heater coil, an
extension of which forms an igniter coil. The valve
body houses a needle, the stem of which holds a
ball valve in position against its seating. The whole
is surrounded by an open perforated shield. Fuel
oil from the container enters through an adaptor.
On switching on the coil, the valve body is heated
and expands, opening the ball valve and permitting
the entry of fuel.
The fuel is vapourised by the heat of the valve body
and when the engine is cranked and air is drawn into
the manifold, the vapour is ignited by the coil extension
and continues to burn, thus heating the inlet air. Fig. C 3 Thermostart

TO STOP THE ENGINE 9. Check fan belt for tension.

1. Pull the stop control knob and hold until the 10. Carry out test to check general performance
engine ceases to rotate. of engine.
2. Push and ensure the stop control knob re- 11. Check engine mounting bolts for tightness.
turns to the run position. 12. Check the electrical equipment such as rate
3. Turn start switch to the ‘Off’ position. of charge, effectiveness of connections and
circuits, etc.
Note: Always be sure that the starter pinion has
stopped revolving before re-engaging the starter. Thereafter maintenance periods should be in
accordance with the instructions given. (Ref.
RUNNING-IN PROCEDURE
Section E).
Caution: Do not operate the engine at high speed
PRESERVATION OF LAID-UP ENGINES
without a load. Do not over load the engine.
It is recommended that the following procedure
It is not necessary to gradually run-in a new engine
be adopted and applied immediately the unit is
and any prolonged light load running during the early
withdrawn from service:
life of the engine could in fact prove harmful to the
bedding in of piston rings and liners. 1. Thoroughly clean all external parts of the en-
gine.
Full load can be applied on a new engine as soon
as the engine is used, provided that the engine 2. Run the engine until well-warmed. Stop the
coolant is first allowed to reach a temperature of at engine and drain lubricating oil from sump.
least 140O F (60O C). Remove the oil filter.
POST-DELIVERY CHECKOVER 3. Drain coolant from radiator and engine cylin-
der block.
After a customer has taken delivery of his diesel
engine, it is advisable, a general check-over of the 4. Replace the oil filter, fill sump to correct level
engine be carried out after thefirst 25 hours in with clean, new lubricating oil or with a suit-
service. able preservative fluid.
It is also recommended that the following procedure 5. Remove atomisers and spray into cylinder
be adopted where an engine has been laid up for a bores 150 ml of lubricating oil divided between
considerable period before it is again put into the cylinders.
service. 6. Turn engine slowly over compression and re-
1. Drain lubricating oil from sump and re-fill up place atomisers.
to the full mark on the dipstick with new clean 7. Remove air cleaner intake pipe and Remove
oil (Do not overfill). exhaust pipe and seal opening in manifolds.
2. Renew the lubricating oil filter (canister). 8. Disconnect battery and store in fully charged
3. Check external nuts for tightness. condition. Before storing the battery, termi-
nals should be treated to prevent corrosion.
4. Check/adjust valve tip clearances to 0,30 mm
(0.012’’) to inlet and exhaust valve in cold. The fuel system be drained or charged with a
suitable preservative designed for the prevailing
5. Check fuel pipes from tank to fuel injection
climatic conditions or alternatively, it may be left
pump for leaks.
primed with normal fuel oil.
6. Check for lubricating oil leaks and rectify if
If the engine is laid for several months then the fuel
necessary.
oil contained in the remainder of the fuel system
7. Check hose clips for tightness. should also be dispelled and the fuel filter renewed,
8. Check cooling system for leaks and inspect following which the system may then be recharged
radiator water level. with fresh clean fuel oil.

Before starting, the engine should be cranked over The coolant solution containing 25 per cent anti-
by the starter motor with the stop control in the ’off’ freeze manufactured to BS 3151 in water in a
position until oil pressure is recorded or the oil properly maintained engine should maintain its anti-
warning light is extinguished. Do not rapidly freeze and anti-corrosive properties throughout the
accelerate the engine after initial start; allow it to winter season and in general, a safe life of 12
run at slow speed for approximately two minutes to months may be reasonably expected.
ensure good oil circulation before accelerating to
Remove the radiator pressure cap, drain the cooling
higher speeds.
system by opening the radiator drain lock and the
cylinder block drain plug.
Note: Where a preservative is used in the When draining the cooling system ensure that the
lubricating oil sump, this should be drained off and engine is in level.
replaced by normal lubricant prior to restarting the
Operators are advised to take precautions when
engine at the end of the storage period.
operating in temperatures below freezing point:
1. Before starting the engine, turn the fan and
FROST PRECAUTIONS water pump by hand. If freezing has taken
place, this act should free any ice formation.
Precautions against damage by frost should be
taken if the engine is to be left exposed to inclement 2. If it is impossible to turn the pump by hand,
weather either by adequately draining the water the radiator and engine should be filled with
system or where this is not convenient an anti- warm water.
freeze of reputable make and incorporating a
After an anti-freeze solution has been used, the
suitable corrosion inhibitor may be used.
cooling system should be thoroughly flushedout in
accordance with the manufacturer’s instructions
before refilling with normal coolant.

Section D
PREVENTIVE MAINTENANCE
DAILY OR EVERY 8 HOURS COOLING SYSTEM MAINTENANCE

Keep Engine Clean. Check the condition of coolant every year at the
Check level of coolant. begining of winter
Check oil level in sump. Renew the coolant after every 2 years.
In extreme dust condition, clean the air cleaner DRY TYPE AIR CLEANER MAINTENANCE
Check Air restriction indicator in air cleaner (when
1st Cleaning after 100 Hrs.
engine is running).
Check oil pressure. 2nd cleaning after 200 Hrs.
Check fan belt Discard the element if found completely choked.

Main Outer Element can be cleaned twice only with
AT 25 / 50 HOURS / 1st Service pressurised air (applying from inside to outside)
Drain and renew lubricating oil before replacement.
Renew lubricating oil filter Safety cartridge/ inner element is to be replaced
Check fan belt tension and adjust if necessary along with the third fitment of Main outer Element.
Check engine for oil, fuel and water leakage Remove the dust after every 50 Hrs. from dust
ejector by press opening the lip.
EVERY 250 HOURS
Note : The interval of cleaning the air cleaner
Drain and renew lubricating oil. element depends on operating conditions.
Renew lubricating oil filter (canister). Therefore under extremely dusty conditions, the
time interval to be shortened.
Check drive belt tension.
The correct maintenance of the air cleaner will help
Clean/ replace outer element (Dry type air cleaner) in extending the life of the engine.
Clean fuel lift pump pre-filter (where fitted).
Check engine for leakage of oil and water. FUEL FILTERS MAINTENANCE
Do not clean filter canister.
EVERY 500 HOURS
Drain filter bowls after every 125 hrs. of operation
Check hoses and clips. by loosening sludge screws (wherever provided),
Inspect Rocker shaft assemply for Lubrication. until clean fuel flows out.
Check Valve tip clearance and adjust if necessary.
0.5 LITRE DUAL FILTERS
Clean and treat battery terminals.
(Make: BOSCH, India)
EVERY 1,000 HOURS Replace first stage filter (primary) after every 500
Drain fuel tank, remove and clean. hrs. (Spin on type) or Cloth Type / Paper.
Flush radiator with clean water. Replace second stage filter (secondary) after
every 750 hrs. (Spin on type) or Coil Type / Paper.

CHECKING ENGINE OIL

1. Park the vehicle on a level surface (Except
Genset)
2. Turn off the engine
Note: If the engine has not been operated for
a prolonged period, run the engine in fast idle
rpm for 10 minutes. Turn off the engine and
wait for 5 minutes and then check the oil level.
3. Check the oil level is within the level range
indicated on the oil dipstick (2). If oil level is
low, refill to the Max mark Fig. D1 Dipstick and Lub Oil Filter
Note: When refilling, use the recommended

grade of engine oil only.
4. Do not mix up with different brand of oil.
5. Do not use contaminated lubricants.
CHANGING ENGINE OIL AND FILTER
1. Start and run the engine until it is warm.
2. Turn off the engine
3. Open the oil filler cap (1).
4. Place an oil pan below the sump, loosen and Fig. D2 Sump Oil Drain Plug
remove the drain plug (3). Drain the engine
oil.
5. Loosen the oil filter and remove.
6. Once the oil is drained completely, screw the
drain plug in position and tighten to torque:
33 lbf.ft (45 Nm)
7. Apply clean engine oil to the surface of the
rubber gasket (oil seal) in the new oil filter.
8. Fit and tighten the oil filter to torque: 12 lbf.ft
(16 Nm)
Fig. D3 Oil Filler Side
9. Fill the engine oil. Do not over fill.
7. Screw the oil filler cap in position (4).
8. Start and run the engine for few minutes
check for leakage.
9. Turn off the engine. Check the oil level and
add oil if necessary. Do not over fill.
Note: Before fitting the oil filter fill it with clean
engine oil upto 3/4 of its capacity to ensure
regular supply of oil to the engine when it is
started.
Fig. D4 Lub Oil Filter Oil Seal

FUEL FILTER ELEMENT

To Renew
1. Close the fuel tank cock, If fuel tank is above
the engine level.
2. Clean the filter assembly externally
3. Drain the fuel from fuel filter by loosening the
Knob (3).
4. Remove and discard the filter/ filters.
5. Apply clean engine oil to the surface of the Fig. D5 Engine Fuel System
rubber gasket (oil seal) in the new fuel filter.

(only for canister inserts)
NOTE: Replace either primary or secondary
filter that is due for change and fit the filter
bowl to the cover with a new rubber joint.
6. Screw the filter to filter head.
7. Operate the priming pump and bleed the fuel
system.
8. Start and run the engine. Check for any
leakage. Fig. D6 Dual Fuel Filter
Cautions:
a. It is important that only genuine fuel filter
element is used
b. Do not allow dirt to enter into the fuel system.
c. Do not over tighten fuel line joints.
d. Use genuine washer/ seals to stop fuel
leakage.
e. Do not replace both primary and secondary
Fig. D7 Priming Fuel System
fuel filters at the same time.
TO BLEED THE AIR FROM FUEL SYSTEM

1. Loosen the bleeding screw (2) on top of the
twin element fuel filter by two or three turns.
2. Operate the hand priming device (3) until fuel
free of air comes from the filter vent point
(4).
3. Tighten the bleeding screw.
Fig. D8 Air Venting in Dual Filter

FAN BELT ADJUSTMENT

Press down the belt with thumb at the centre of the
longest free length and check the deflection. The
correct deflection with moderate thumb pressure
of 4.5 kgf (45 Nm) is 10 mm ( 0.4").
To Adjust
1. Loosen the alternator bottom mounting bolt/ nut
and the adjusting link fixing bolt/nut.
2. Pull/ push the alternator outward/ inward to get
the correct tension.
3. Tighten the adjusting link bolt/ nut and then the Fig. D9 Engine Assembly with Fan and Belt
bottom mounting bolt/ nut.
4. Check the belt tension again to ensure that it
is correct.
To Renew Fan Belt
1. Loosen the alternator bottom mounting bolt/ nut
and the bolt/ nut the adjusting link.
2. Push the alternator towards the engine to
release the tension from the belt and remove
the drive belt.
3. Fit the new belt and adjust the belt tension.
Fig. D10 Checking Fan Belt Tention
Note : Over tensioning of belt will cause
premature failure of alternator and water pump
bearings. Loose belt can cause over heating
of the engine.
THERMOSTAT ASSEMBLY
To Remove
1. Drain the coolant so its level is below the
thermostat level.
2. Remove the water outlet body and take out
the thermostat valve.
Inspection
Fig. D11 Removal of Water out let connection
To check the thermostat, suspend it in water
and heat gradually. With a thermometer, check
that the thermostat valve starts opening at the
temperatures 75º ± 2º C and fully opening at
89º ± 2º C. If it is faulty, it should be replaced.
To Refit Thermostat
Place the thermostat valve in the housing in
correct position.
Refit water outlet body with new joint and
tighten the nuts to 12 lbs ft. torque.
Install and clamp the radiator hose connection.
Refill coolant / water. Fig. D12 Thermostat valve

ROCKER COVER
To Remove
1. Disconnect the breather tube from rocker
cover.
2. Remove rocker cover securing nuts (1)
shown in figure – (Use Spanner 13mm A/F)
3. Lift off the rocker cover along with the joint
To Refit
Fig. D13 Removal of Breather pipe
1. Check the condition of the rocker cover and
joint. Fit the rocker cover with joint.
2. Fit the sleeve, rubber and cup washer and
nut Tighten the nuts to 15 lbs. ft (20 to 22
Nm/2.2 kg.m.)
CHECK & ADJUST VALVE TIP CLEARANCE

To adjust valve tip clearance on engine
proceed as follows:-
1. Remove the rocker cover
2. Rotate the crankshaft in clockwise direction Fig. D14 Removal of cylinder head cover
and bring No. 1 Cylinder piston to TDC at
the end of compression stroke. Check No.3
cylinder Exhaust valve has fully opened.
Check the crankshaft pulley mark is inline
with the pointer.
3. Set No. 1, 2, 3 and 5 valves tip clearance to
0.30 mm (0.012’’) in cold. (from front)
4. Then rotate crankshaft 360 o in the same
direction and set the valve tip clearance for
No.4 and 6 valves to 0.30 mm (0.012") in cold.
VALVE LAYOUT Fig. D15 Crank Pulley TDC mark
1 2 3 4 5 6
FRONT
I E E I I E
Cylinder Cylinder Cylinder
No.1 No.2 No.3
Fig. D16 Adjusting of Tappet Clearance

HIGH PRESSURE PIPES

To Remove
1. Remove the high pressure pipe clamps if
required.
2. Loosen the high pressure pipe line union nuts
from atomiser side and fuel pump side.
Remove the high pressure pipes.
3. Do not bend the pipes. If required mark the
respective pipes for identification.
Fig. D17 Loosening of High Pressure Pipes
Warning: Cover the fuel pump delivery ports
and atomiser ports against the ingress of dirt
with suitable protective caps.
To Fit
1. Clean and check for any crack or damage
2. Fit the high pressure pipe union nuts securely
and evenly ensuring the olive seating
properly. Tighten the fuel pump side high
pressure pipe line union nuts.
3. Bleed the high pressure pipe line by
Fig. D18 Removal of High Pressure Pipes
cranking the engine. Tighten the union nuts
at atomiser side after ensuring there is no air
in the system. Tighten the union nuts to
20 Nm (15 lbf.ft).
4. Start the engine and check for fuel leakage.
Fig. D19 Tightening of High Pressure Pipes

Section E
FUEL SYSTEM
General description The atomizers receive high pressure fuel from the
Caution: It is very important that dirt does not enter fuel injection pump and inject this fuel into the
the fuel system. Before a connection is combustion chamber of the pistons as a very fine
disconnected, clean thoroughly the area around the spray. The atomizers are set in the factory, but
connection. After the component has been they must be checked in accordance with the
disconnected, fit a suitable cover to all open preventive maintenance schedules. The pressure
connections. at which atomizers operate can be adjusted by a
change of shims fitted above the spring.
S325 engines are used for agricultural Genset and
Industrial applications. They use BOSCH inline For details of the atomizer service setting pressures
pumps. for the engine see the data and dimensions.
The BOSCH Injection pump has mechanical

governor to control the engine speed.
Fig. E1 Fuel Pipe Layout

TO REMOVE & REFIT FIP (INLINE Pump)

To Remove the Fuel Injection Pump (Inline)
The fuel pump is secured to the back of the timing
case on the left-hand side of the engine and the
fuel pump driving gear is securely attached to the
shaft of the pump by three set screws. The
location of the gear to the pump shaft adopter is
determined by a dowel.
On the timing case front cover is a small
inspection cover and removal of this cover gives
access to the setscrews securing the driving gear Fig. E2 Engine with Fuel Injection Pump
to the pump.
1. Close the Fuel Cock in Diesel Tank.
2. Disconnect the battery terminal.
3. Disconnect the throttle and stop lever

linkages
Fig. E2 Removal of Cylinderhead Cover

4. Remove the tappet cover
Fig. E3 Crank Pulley TDC mark

5. Turn the engine to No.1 cylinder to TDC on
compression stroke.
6. Remove the high pressure pipe clamps if

required.
Fig. E4 Removal of High Pressure Pipe Clamp

12. Loosen the screws of Inspection cover and

remove cover.
Fig. E9 Removal of Gear Setscrews
13. Carefully remove the three setscrews and

washers securing the gear to the fuel pump.
Great care must be exercised while removing
these setscrews. Should one be dropped into
the timing case, considerable time and labour
would be involved in recovering it
Fig. E10 FIP Gear Setscrews Removed
14. Release and remove the three nuts, plain and

spring washers securing the flange of the fuel
injection pump to the back of the timing case.
Fig. E 11 Removal of Nuts on FIP Flange
15. Remove the fuel injection pump.
Fig. 12 Removal of FIP

7. Loosen the high pressure pipe nuts from Fuel

pump side.
8. Loosen the high pressure pipe nuts from
atomizer side
Fig. E5 Loosening of high pressure pipe nut
9. Remove the leak off pipe from injector and

Pump
Fig. E6 Removal of High Pressure Pipes
10. Remove the lubrication oil pipe where fitted.
Fig. E7 Removal of Oil Pipe Banjo Bolt
11. Remove the fuel pipes to the pump and blank

off all ports against the ingress of dirt.
Fig. E8 Removal of Inspection Cover

To refit the Fuel Injection Pump

1. Check studs in timing case for tightness.
2. Replace FIP joint to timing case if found

damaged.
3. Check that the slot in the fuel pump shaft is

in approximate position to the dowel in the
gear and offer the pump to the three studs on
the back of the timing case and retain with Fig. E12 Mounting Studs and Joint
the three plain and spring washers and nuts,
but do not tighten the nuts.
4. After ensuring that the dowel in the fuel pump

driving gear is located to the slot in the fuel
pump shaft, secure the gear to the pump by
the three setscrews and spring washer taking
care not to cant the gear to the pump.
5. Tighten the three securing nuts.

Fig. E13 Gear with Dowel and FIP Adapter with slot
6. Refit the inspection cover to the timing case

front cover.
7. Reconnect the throttle and stop control.
8. Refit all the fuel pipes to the pump.
9. Refill oil in cam box to level (300 m) where

pressure feed is not there.
Fig. E14 Tightening of Flange Nuts

FIP - SPILL TIMING

1. Ensure the engine is set to the injection timing
12° (Mark on pulley or flywheel in line with
pointer)
Note : Injection timing varies as per customer
List No. and Engine rating. Refer list for
correct timing.
2. Loosen the screw of clamp and remove

Fig. E15 Crenk Pulley Spill mark and pointer
Fig. E16 Removal of Delivery Valve Holder

3. Loosen the No.1 delivery valve holder and
remove.
4. Remove the delivery valve.
5. Refit the delivery valve holder with all other

components.
Fig. E17 Removal of Delivery Valve
6. Fit the Swan neck Pipe.Connect fuel line to

FIP as shown.
Fig. E18 Swan Neck Pipe in Fitted Position

7. Open the fuel cock and ensure fuel flows.
8. Move the FIP in the slot until the fuel flow

stops and starts dribbling. (One drop per
6 – 10 sec.) Close the fuel cock.
Fig. E19 Fuel Supply Connected
9. In this position tighten the three nuts securing

the FIP flange to the timing case.
10. Remove the fuel connection, and swan neck

pipe. Fit delivery valve and tighten the holder.
Fig. E20 Fuel Supply Opened
11. Fit all other connections removed earlier- in

reverse order
Note : Spill timing is advanced when FIP is

moved towards cylinder block in the slot and
retarded when moved away from the block.
Fig. E21 Droplets from Swam Neck Pipe
Fig. E22 Engine Completed

ATOMISER
To Remove
1. Loosen the cap nuts and remove the high
presure pipes. (If required identify the
respective pipes).
2. Disconnect the fuel line from leak off pipe.
3. Loosen the banjo bolts securing leak off

pipe to the atomiser. Remove the banjo bolts
Fig. E23 Removal of High Pressure Pipes
and leak off pipe.
4. Loosen the long nuts securing the atomiser

on the cylinder head and remove the
atomiser and washer.
Warning:- Cover the fuel pump delivery

ports and atomiser ports against the ingress
of dirt with suitable protective caps.
To Fit
1. Align the atomiser with mounting bracket slot
Fig. E24 Removal of Atomiser Securing Nut
and insert the atomiser on to the cylinder head
hole with new sealing washer in position.
2. Screw the atomiser securing nut with plain

washer and tighten to torque: 12 lbs.ft.
3. Fit the leak off pipe with new washers to

atomiser. Tighten the banjo bolts.
4. Fit the high pressure pipes.
5. Bleed air from system. Start the engine and

check for fuel leakage/s, performance. Fig. E25 Atomiser and Mounting Bracket
Fig. E26 Tightening of Atomiser Nut

Section F
COOLING SYSTEM – WATER PUMP
General Description
Coolant water from the bottom of the radiator passes through the centrifugal coolant pump, which is fitted
on to the front of the timing case to assist the flow of the coolant through the system
The pump is driven by a “V” belt from the crankshaft pulley.
Coolant pumps driven by a “V” belt pass the coolant through the pump body to the front of the cylinder
block through an inlet manifold.
The coolant passes through a passage in the left side of the cylinder block to the rear of the cylinder block.
The coolant then passes around the cylinders and up into the cylinder head. The coolant leaves the
cylinder head at the front and passes into the thermostat housing.
If the thermostat is closed, the coolant goes directly through a by-pass to the inlet side of the coolant pump.
If the thermostat is open the coolant passes to the top of the radiator. Where a by pass blanking is there, by
pass passage is closed when thermostat valve is open.
Type : Thermosyphon – Pump assisted

Coolant Capacity: Engine Only – 5.8 litres (approx)
Fig. F1 Water Circulation

FUEL LIFT PUMP
To Remove
1. Close the fuel tank cock (1).
2. Disconnect the fuel pipes from the fuel lift

pump (2).
3. Loosen the 3 mounting nuts and remove the

fuel lift pump from FIP.
Fig. E27 Removal of Feed Pump Securing Nuts
To Fit
1. Ensure that the camshaft lobe of FIP is in

the minimum lift position.
2. Clean the mating surfaces of the lift pump

and FIP. Fit the lift pump with new joint and
dive planger.
3. Screw the nuts with washer and tighten them

gradually and evenly to 16 lbf.ft (22 Nm).
Fig. E28 Feed Pump Mounting Studs and Joint
4. Connect the fuel pipes and bleed air from
system before starting the engine.
Fig. E29 Tightening of Feed Pump Mounting Nuts

TO REMOVE AND REFIT FAN

1. Loosen and remove the set screws (1)
securing the fan and remove the fan and fan
extension. If necessary, fit the set screws to
retain the fan extension to the pulley hub.
2. Clean the fan extension and fan thoroughly.
Renew, if defective.
3. Fit the fan extension and fan. Tighten the set
screws to 16 lbf.ft (22 Nm).
4. Lock the tab washer.
Fig. F2 Removal of Fan Assembly
Note: While fitting the fan ensure the fan
direction is correct. If wrongly fitted engine
will get overheated.
TO REMOVE WATER PUMP
1. Drain the coolant by removing drain plug from
engine and radiator.
2. Remove Fan (4).
3. Slacken alternator securing setscrews and
remove fan belt.
4. Loosen the hose clips and disconnect water
pump inlet and outlet hoses. Fig. F3 Removal of Bypass Hose Pipe
5. Remove by pass hose connection (2).

6. Loosen the water pump mounting setscrews
(3) and remove the water pump alongwith
setscrews / nuts.
Inspection
Check the water pump for any damage or
wear.
Check the bearing rotation for sluggish and
noisy movement.
Check the seal for wear / damage. Fig. F4 Removal of Water Pump Mounting Nuts
Replace the water pump kit or water pump
assembly as necessary.
To Dismantle Water Pump
1. Remove the back plate cover.
2. Remove the water pump pulley using a
suitable puller (5).
3. Press the water pump shaft complete with
bearings and impeller with suitable drift. Press
the shaft from the impeller side.
4. Remove the unitised seal from the shaft. Fig. F5 Removal of Water Pump Assembly

Note: The water pump shaft and bearings are

integral as one component and cannot be
dismantled.
TO RE-ASSEMBLE WATER PUMP

1. With the shorter end foremost, press the shaft
and bearing assembly into the rear of the
water pump.
2. Press the unitised seal on to the shaft.
Fig. F6 Water Pump Components
3. Fit the impeller with blades inwards on to the
rear of the shaft.
Clearance between the blades of the impeller
and the pump body is 0.25/ 0.51 mm (0.010/
0.020"). Check the clearance using feeler
guage.
4. Refit the four setscrews / nuts with washers
and secure the water pump on to the timing
case cover.
5. Supporting the shaft at the impeller end, press
Fig. F7 Checking Impeller and Body Clearance
on the water pump pulley.
Distance between the front end of the fan
mounting face to the rear face of the pump
body is 140.49 mm (5.6196“).
6. Spin the assembly to ensure freedom of
movement.
To Re-fit Water Pump to Engine

1. Fit the water pump with new joint and back
plate.
2. Connect water pump inlet and outlet hose Fig. F8 Water Pump Sectional View
connections.
3. Refit by pass hose connection.
4. Refit / replace fan belt and adjust belt tension.
5. Refit fan assembly to water pump pulley in
correct direction.
Fig. F9 Tightening of Water Pump Nut

TIMING CASE COVER
General Description
1. The timing case is made of either aluminium

or cast iron.
2. The timing gears are made of cast iron. A

power take-off is available on the left side of
the aluminium timing case or the timing case
made of cast iron.
3. The drive from the crankshaft gear passes Fig. G 4 Adaptor for Fitment of Front Seal
through an idler gear to the camshaft gear and
to the gear of the fuel injection pump. The drive
from the crankshaft gear also passes through
a lower idler gear to the gear of the lubricating
oil pump. The camshaft and the fuel injection
pump run at half the speed of the crankshaft.
4. The aluminium cover of the timing case

contains the front oil seal; This is made of
(viton) and has a dust lip in front of the main
lip.
Fig. G 5 Fitment of New Seal
5. The camshaft is made of cast iron. The cam
lobes and the eccentric for the fuel lift pump
are chill hardened.
To Renew the Crankshaft Front Oil Seal
1. Remove Fan belt.
2. Remove the crankshaft pulley.
3. Carefully pull out the oil seal from the timing

case cover using a suitable drift. Clean the
timing case cover seal area.
Fig. G 6 Driving in of New Seal
4. Position the new seal in the timing case cover
with the lip of the seal towards the inside of
the timing case cover.
5. Press the new seal in position using a special

tool to ensure the seal is square in the bore of
the cover.
6. Fit the crankshaft pulley.
7. Refit fan belt and adjust fan belt tension.

Fig. G 7 New Seal in Fitted Position

Section G
FRONT OIL SEAL
CRANKSHAFT PULLEY
To remove
1. Remove the fan belt.
2. Lock the flywheel so as to avoid the engine

rotation.
3. Loosen the dog nut mounting the pulley on

the crankshaft and remove with washer
4. Pull the pulley out of crankshaft. If required Fig. G 1 Removal of Crank Pulley Nut
use suitable puller.
5. Clean the components and check for

damage. Renew damaged components.
To Refit
1. Lubricate the timing case cover oil seal lip

with clean engine oil.
2. Lubricate the crankshaft pulley mounting bolt

threads.
Fig. G 2 Engine Front Oil Seal
3. Position the pulley on the crankshaft with key
way aligned and Tap lightly with mallet.
4. Screw in the dog nut along with washer and

tighten gradually to torque 110 lbf. ft.
5. Fit the fan belt and adjust the tension.
Fig. G 3 Tightening of Crank Pulley Nut

To Remove Timing Case Cover

1. Remove the fan, fan belt and alternator.
2. Drain the coolant. Remove the radiator and
water pump.
3. Remove the crankshaft pulley.
4. Loosen the screws fixing timing case cover
to case and remove the timing case cover.
INSPECTION
1. Check the front case for cracks and damages, Fig. G 8 Removal of Dognut
replace if necessary.
2. Replace the oil seal if found damaged / lips
worn etc.
To Fit the Timing Case Cover
1. Clean the joining faces.
2. Position the new joint on to the timing case
cover apply sealant and refit the cover and
water pump taking care not to damage the
front crankshaft oil seal.
3. Centralise the cover around the crankshaft by
Fig. G 9 Removal of Timing Case Cover Setscrew
using the centralizing tool or crankshaft pulley.
4. Fit the timing case cover fixing screws.
5. Refit the crankshaft pulley.
6. Refit the water pump where removed from
timing case cover and connect hoses.
7. Replace the alternator, fan belt and adjust fan
belt tension.
Fig. G 10 Fitment of Timing Case Cover
Fig. G 11 Tightening of Timing Case Cover Setscrews

Section H
FLY WHEEL AND REAR END OIL SEAL
The steel flywheel is fitted with a hardened starter
ring. Generally the starter rings have 120 to 126
teeth. The flywheel housing is normally made of
cast iron and for Genset it is aluminium.
FLY WHEEL
To Remove
1. Remove the starter assembly.
2. Rotate the crankshaft, bring the hole (A) to
the top position. Fig. H 1 Removal of Startermotor
3. With suitable chisel unfold the tab washers
(1) on the flywheel mounting setscrews (2).
4. Loosen the setscrews uniformly.
5. Insert a suitable rod into the hole(A) and hold
as shown. Remove the setscrews.
6. Remove the flywheel carefully
To Fit Flywheel and Check Alignment

1. Inspect flywheel ring gear for wear /
damages. Replace, if necessary. Fig. H 2 Removal of Setscrews
2. Ensure the flywheel and crankshaft flange is

clean and free from burrs.
3. Position the flywheel on the crankshaft using
a suitable rod as shown (3) matching dummy
hole.
4. Screw in the setscrews complete with tab
washers into the flywheel holes and tighten
setscrews evenly to torque 80 lbf.ft (110 Nm).
5. Secure the magnetic base of the dial gauge
to the flywheel housing and set the needle of Fig. H 3 Removal of Flywheel
the gauge on the flywheel periphery as shown
(4).
6. Turn the crankshaft and check the dial guage.
The flywheel should run truly within 0.30 mm 4
(0.012”) - (total indicator reading).
7. After the flywheel has been checked for
correct alignment, lock setscrews with tab
washers.
Illustratyion Only
8. Apply a thin film of grease on the spigot of
pilot bearing. Fig. H 4 Checking of Flywheel Alignment

FLY WHEEL RING GEAR

To Renew the Flywheel Ring Gear 1
1. Remove the flywheel.
2. Check the position of the chamfer on the
teeth.
3. Break and remove the ring gear (1) using
chisel and hammer. Ensure no damages to
the flywheel. Illustratyion Only
Warning: Wear eye protection while

Fig. H 5 Flywheel with Ring Gear
removing flywheel ring gear from flywheel.
4. Heat the new ring gear and fit onto the
flywheel. Ensure that the chamfer of the teeth
of the gear is towards rear end.
5. Refit the flywheel.
6. Check flywheel runout / alignment.
FLY WHEEL BACK PLATE
To Remove and Fit
1. Remove the starter motor.
2. Remove the flywheel assembly.
3. Loosen and remove the flywheel back plate Fig. H 6 Removal of Flywheel Housing
(2) fixing setscrews using suitable wrench.
4. Hold and tap the back plate rear side evenly
using soft face hammer. Ensure back plate
do not fall.
5. Clean and refit the fly wheel back plate in the
reverse order.
6. Check the runout of flywheel back plate.
Fig. H 7 Tightening of Flywheel Housing Setscrews

TO REMOVE AND REPLACE REAR END OIL

SEAL (CRANKSHAFT)
1. Remove the drive components from the rear
end of the engine.
2. Remove the flywheel and the flywheel
housing.
3. Remove the setscrews from the housing and
remove the housing and seal assembly. Fig. H 8 Removal of Setscrews
4. Inspect the seal for wear or for damage to the

main lip and renew the seal, if necessary. If
there is only a small scratch across the lip,
renew the seal.
5. Clean the faces of the cylinder block, the oil
seal housing and the crankshaft flange.
6. Check that the seal and the outer
circumference of the crankshaft flange are not Fig. H 9 Removal of Seal and Housing
damaged. Where a new seal has been fitted,
check that it is in the correct position in the
housing.
7. Ensure that the two dowels are fitted in the
cylinder block. Put a new joint in position on
the dowels.
8. Put the seal replacer tool on the crankshaft
flange. Lubricate the crankshaft flange, the
Fig. H 10 Crankshaft Flange
main lip of the seal and the seal replacer tool
with clean engine lubricating oil. The
lubrication of the seal is necessary to prevent
damage to the seal when the engine is first
started.
9. Put the seal and housing on the replacer tool
and carefully push the assembly into position
on the crankshaft flange and onto the dowels.
Remove the tool, fit the setscrews. Tighten
Fig. H 11 Fitment of Seal and Housing
the setscrews to 22 Nm(16lbf ft) 2.2 kgf m.
Fig. H 12 Tightening of Setscrews

There are four positions in which the seal can be

fitted in the housing..
Position “1” is used in the factory or if a new seal is
fitted on a new or reground crankshaft in service.
Position “2” is used when a new seal is fitted in
service and the crankshaft flange is worn in position
“1”
Position “3” is used when a new seal is fitted in
service and the crankshaft flange is worn in
positions “1” and “2”.
If all positions have been used, it is permissible to
grind the crankshaft flange, see the data and
dimensions.
1. Remove the seal and housing assembly.
2. Put the engine side of the housing on a suitable
support and press out the seal with a suitable
adaptor. Fig. H 13 Seal Positions
3. Lubricate the outer circumference of the seal

and the bore of the seal housing with clean
engine lubricating oil.
4. Put the engine side of the housing on a suitable
support and put the seal into position on the
flywheel end of the bore with the spring of the
seal towards the housing.
5. Press the seal into the housing to the correct
position with the relevant side of the tool.

Section I
ENGINE LUBRICATION SYSTEM
Fig. I 1 Oil Flow Diagram

Pressure lubrication is supplied by a rotor type pump An oil seal prevents oil leaking along the crankshaft
which is driven through an idler gear from the at the rear end and oil thrown from this seal returns
crankshaft gear. Lub oil pump is mounted on to first to the sump.
main bearing cap by three setscrews and idler gear The small end bushes are lubricated by splash and
movement is stopped by a circlip. The lub oil pump lubricating oil mist.
has an Inner rotor and an outer rotor which are off-
Running across the front of the cylinder block is an
centre to each other. Inner rotor is located on drive internal passage which connects with the pressure
shaft through a key. The inner rotor has four lobes rail. The oil comes out from this passage on the
which mesh with the five lobes of the outer rotor. camshaft side of the engine and is delivered along
When the pump rotates, the space between the an external pipe to the lower drilling in the centre
outer lobes of the outer rotor which are in mesh camshaft bearing journal.
increases to cause a suction or decreases to cause As the camshaft revolves, oil is picked up and
a pressure increase. carried round in the narrow slot machined on the
Oil Circulation centre camshaft journal until it escapes through the
upper drilling in the camshaft tunnel. The oil then
The system of lubrication comprises pressure feed flows through a pipe to the cylinder head whence
to main and big end bearings, rocker shaft and another pipe conveys it to the hollow rocker shaft
timing drive. which feeds oil to the rocker lever bushes, etc.
The pump draws oil through the strainer (where It will be appreciated that owing to the small
fitted) from the sump and delivers it by a pipe inside capacity of the slot on the camshaft journal, only a
the crank case through a drilling in the side of the reduced quantity of oil can pass to the rocker shaft
cylinder block to the lubricating oil filter. during each revolution of the camshaft.
Oil passes through the filter and then through an The overflow of oil from the rocker shaft flows from
internal drilling in the cylinder block to the pressure the cylinder head into the camshaft tunnel and from
rail which is an internal passage within the the front of the tunnel on to the timing gears and
crankcase. then returns to the sump.
Holes drilled in the crankcase webs feed oil from Further lubrication for the timing gears is provided
the pressure rail to the main bearings and holes in by means of a drilling in the block between the
the crankshaft webs carry oil to the big end horizontal drilling referred previously and the idler
bearings. Surplus oil returns to the sump. gear spigot. Oil from this drilling escapes through a
hole in the idler gear boss.

To Remove Lubricating Oil Pump
1. Drain engine oil in the sump.
2. Remove the sump.
3. Remove suction pipe / Strainer from the lub

oil pump after removing the flange setscrews.
4. Remove three setscrews of timing case cover

bottom and two nuts from timing case bottom
to take out timing case bottom cover.
Fig. I 2 Removal of Sump
Note : While removing the timing case bottom
cover, if timing case cover joint gets damaged,
timing case cover has to be removed and fitted
back after completion of job with a new joint.
5. Remove the lub oil pump idler gear circlip and

move idler gear forward.
6. Remove the three lub oil pump mounting

setscrews on No. 1 (First) main bearing cap
and take out the lub oil pump with delivery pipe.
7. Remove the delivery pipe from the Lub Oil

Pump. Fig. I 3 Removal of Bottom Cover
8. After thorough cleaning of lub oil pump remove

Lub Oil Pump back plate and check rotor
clearances.
Fig. I 4 Removal of Suction Pipe
Fig. I 5 Removal of Delivery Pipe

To Refit Lubricating Oil Pump
1. Locate the lub oil pump on to No. 1 main bearing

cap alongwith delivery pipe in inserted position
and secure the three set screws evenly.
2. Tighten the delivery pipe gland nuts on both

sides ensuring that olive is in position and pipe
is secured without any slackness.
Fig. I 6 Fitment of Lub Oil Pump
3. Refit the Idler gear and insert the circlip in the
groove.
4. Refit bottom cover of timing case with some

sealant and tighten the set screws and nuts
properly aligning the cover.
5. Replace sump joints and refit sump to the

engine.
6. Replenish sump to correct level with engine Fig. I 7 Tightening of Setscrews

oil.
7. Start the engine and check performance.
Fig. I 8 Fitment of Idler Gear
Fig. I 9 Fitment of Circlip
Fig. I 10 Fitment of Sump

OIL STRAINER AND SUCTION PIPE
The oil strainer is an integral part of the suction

pipe. No regular services are necessary but wash
the strainer when it is removed.
The suction pipe is normally a short pipe which is
fastened to the oil pump assembly.
OIL PUMP
Note: The oil pump is a rotor type. The pump rotors

can be checked for its serviceability. Fig. I 14 Suction and Delivery Pipes
To Inspect
1. Remove sump.
2. Loosen and remove strainer pipe securing

screws. Remove the strainer pipe.
3. Loosen and disconnect the delivery pipe

gland nuts from fixing from the oil pump and
cylinder block.
4. Using a suitable wrench, unscrew the three Fig. I 15 Removal of Delivery Pipe
screws from oil pump flange end cover.
5. Remove the oil pump end cover.
Note: The oil relief valve is located in the body

of the lubricating oil pump. It is an adjustable
plunger type valve but unless special test
equipment is available, no attempt should be
made to dismantle it. Relief valve plunger and
other parts are serviceable
Do not try to change the operation pressure

Fig. I 16 Removal of Suction Pipe Straight
of the relief valve by a method other than the
installation of new components.
Fig. I 17 Lub Oil Pump Relief Valve

SUMP
To Remove
1. Operate the engine until it is warm.
2. Loosen and remove the sump drain plug (1).
3. Drain the oil completely.
4. Provide a support under the sump.
5. Loosen and remove the setscrews/ nuts
which fasten the sump to the cylinder block.
6. Lower and remove the sump and remove the
joints.
Warning : The weight of the cast iron sump Fig. I 11 Removal of Sump
unit is approximately 20 kg.
7. Clean the sump.
8. Clean the mating face of the sump and of the
cylinder block.
To Fit
1 Fit new sump joint and front and rear neck
(ROC) packing to cylinder block.
2. Position the sump and ensure the correct
location through studs in front and rear.
3. Fit the remainder of the setscrews and the
nuts and tighten them to torque 22 Nm (16 Fig. I 12 Sump Joints in Fitted Position
lbf ft).
4. Fit the drain plug together with a new “O” ring
and tighten the plug to 34 Nm (25 lbf ft).
5. Fit the dipstick tube and the dipstick, if
removed.
6. Fill the sump to the “MAX” level on the dipstick
with approved lubricating oil.
Fig. I 13 Fitment of Sump

Section J
CYLINDER HEAD
General Description
In a diesel engine there is little carbon deposit and for this reason the number of hours run is no indication
of when to overhaul a cylinder head assembly. The factors which indicate when an overhaul is necessary
are how easily the engine starts and its general performance.
The cylinder head assembly has two valves fitted for each cylinder, (inlet and exhaust) each fitted with a
single valve spring.
The face angle of the valves is 35 0. The angle of the valve seats in the cylinder head is 36 0.
The nitrided valves move in sintered guides which can be renewed.
Both valve stems are fitted with sintered metal insert oil seals which fit over the top of the valve guides.
4 6
3
3
1
2
2
Fig. J 1 Cylinder Head Assembly
1. Valve
2. Tappet
3. Thermostat Valve
4. Cylinder Head
5. By pass connection
6. Valve Spring
7. Valve Guide

6. Pull and remove the outer rotor (1).

1
Thoroughly clean all parts and inspect the
rotors for cracks or scores.
7. Install the outer rotor in the pump body

making sure the chamfered edge of the outer
rotor enters the pump body first.
8. Check the clearance between the inner rotor

(2) and the outer rotor at all points
0.01/ 0.06 mm (0.0004/ 0.0023") Fig. I 18 Outer and Inner Rotor
9. Check the clearance between the outer

rotor and the pump body (3).
0.28/ 0.33 mm (0.011/ 0.013") 2
10. Check the clearance between the top of the

inner rotor and the end of the pump body with
feeler gauges and straight edge (4).
0.04/ 0.08 mm (0.0015/ 0.0030 “)
11. Check the clearance between the top of the (For illustration only)
outer rotor and the end of the pump body with Fig. I 19 Clearance between Inner and Outer Rotor
feeler gauges and straight edge.
0.01/ 0.06 mm (0.0004/ 0.0023") 3

Note: If the oil pump be worn beyond the specified
limit that adversely affects the working oil
pressure, then renew the lub oil pump
assembly.
12. Replace end cover and secure with three

screws. (For illustration only)
13. Fit the delivery pipe with new olives and Fig. I 20 Clearance between Outer Rotor and Pump Body
strainer pipe to lub oil pump with new joint.
4
14. Refit the sump.
15. Replenish oil to the correct level on dipstick
(For illustration only)

Fig. I 21 End Clearance between Rotors and Pump Body

INLET & EXHAUST MANIFOLD
Fig. J 2 Exhaust Manifold and Joints
Fig. J 2 Inlet Manifold and Joint
1. Exhaust Manifold 3. Joint Inlet manifold

2. Joints Exhaust Manifold 4. Intake manifold

INDUCTION MANIFOLD
To Remove
1. Loosen the inlet pipe securing clips from air
cleaner to induction manifold (1) and remove
the inlet pipe.
2. Remove the thermostart connections, if
provided.
3. Loosen and remove the induction manifold
securing bolts and remove the manifold with
gasket. Fig. J 4 Removal of Inlet Manifold
To Fit
1. Clean the induction manifold and inlet
passage in the cylinder head.
2. Ensure the mounting surfaces are clean.
3. Fit the induction manifold with new gasket
and tighten the mounting setscrews.
EXHAUST MANIFOLD
To Remove
Fig. J 5 Inlet Port
1. Loosen and remove exhaust pipe fixing
screws to exhaust manifold (2).
2. Disconnect the exhaust pipe connection from
exhaust manifold.
3. Remove high pressure pipes.
4. Loosen and remove the exhaust manifold
securing nuts and remove the manifold and
gasket.
To Fit
1. Clean the Exhaust manifold and exhaust Fig. J 6 Removal of Exhaust Manifold
passage in the cylinder head.
2. Ensure the mounting surfaces are clean.
3. Fit the exhaust manifold with new gaskets
and tighten the mounting nuts with washer.
4. Refit the exhaust pipe connection.
Fig. J 7 Exhaust Ports

ROCKER SHAFT ASSEMBLY
To Remove Rocker Shaft Assembly

1. Remove breather pipe from cylinder head
cover
2. Remove the cylinder head cover from

cylinder head.
3. Loosen evenly and gradually the nuts

securing rocker shaft brackets to cylinder
head; begin with the end and move towards Fig. J 8 Removal of Rocker Shaft Assembly
the centre.
4. Remove the nuts and washers and lift off the

rocker shaft assembly.
To Dismantle and Assemble Rocker Shaft

Assembly
1. Remove the circlip and dismantle the rocker
shaft assembly.
Note: When dismantling rocker shaft

assembly make careful note of the order of Fig. J 9 Removal of Oil Feed Pipe Nut
assembly.
2. Clean and inspect all the components for

wear and any other damages. If required
renew the component
3. Lubricate the components and reassemble
in the correct order. Ensure that the holes in
the rocker shaft and in the rocker lever are
not restricted.
4. Turn the rocker shaft and align its groove (3)
with the rocker cover fixing stand. (11 O’clock
Fig. J 10 Rocker Shaft Assembly
position).
To Fit
1. Fit the rocker shaft assembly; ensuring the
ends of the rocker levers fit correctly in the
respective sides.
3. Tighten evenly and gradually the nuts of the
rocker shaft brackets; begin with the centre
and move towards the end.
4. Tighten the nuts to torque 17 lbf.ft (23 Nm).

Fig. J 11 Rocker Shaft 11 O’clock Position

VALVE SPRINGS
To Remove the Valve Spring
1. Remove the rocker shaft.
2. Remove the rocker assembly.
3. Rotate the crankshaft in the normal direction of
rotation until the relevant piston is approximately
at top dead centre (TDC).
4. Fit the valve spring Compressor (1) as shown.
5. Compress the valve spring and remove the
cotters.
Caution: Ensure valve spring is compressed
squarely. Do not rotate the crankshaft while the Fig. J 12 Valve Springs In Position
valve spring is removed.
6. Release the valve spring compressor and
remove the valve spring cap and valve spring.
Inspect the Valve Springs
Check the free length of each valve spring.
Free length: 45 mm (1.771 in.)
The fitted length of valve spring at 150 Nm (111
lbf.ft) load: 38 mm (1.496 in.).
If they exceed the service limit, replace the
springs.
To Refit/ Renew the Valve Spring
1. Place the new spring in position and install the
valve spring cap. Fig. J 13 Removal of Valve Spring
2. Fit the valve spring compressor, compress the
valve spring and fit the cotters. Remove the
valve spring compressor.
3. Fit the rocker shaft assembly
4. Check and adjust valve tip clearance.
5. Fit the cylinderhead cover.
Note: If other valve springs are to be changed,
they can be changed one cylinder at a time.
The order of cylinder is 1, 2 and 3. Piston to be
at TDC on the respective cylinders.
VALVE STEM SEAL
To Change Valve Stem Seal
Fig. J 14 Valve Stem Seals in Position
1. Remove the rocker shaft cover
2. Remove rocker shaft assembly.
3. Bring respective cylinder pistion to TDC.
3. Remove the valve spring retainers (cotters),
valve spring cap and valve spring.
4. Remove the valve stem seals with pliers.
Note: Do not reuse the valve stem seal. Clean
each part and apply engine oil to the sliding parts.
5. Using special tool valve stem seal replacer,
gently tap the seal into position.
6. Check and ensure the valve moves smoothly.
Note: Incorrect installation of the seal could
result in oil leakage past the valve guide. Fig. J 15 Fitment of Valve Stem Seal

CYLINDER HEAD ASSEMBLY

To Replace Cylinder Head Gasket
1. Disconnect the battery terminals.
2. Drain coolant from radiator and cylinder block.
3. Detach coolant hose connections from
thermostat housing on front of cylinder head.
4. Remove air cleaner and hose connection.
5. Disconnect cold starting equipment
connections (if fitted). Fig. J 16 Removal of Cylinder Head Cover
6. Disconnect the exhaust pipe from the engine

exhaust manifold.
7. Remove the cylinder head cover.
8. Remove the high pressure pipes from the FIP
to atomisers.
Warning:- Cover the fuel pump delivery ports with
suitable protective caps.
9. Remove the atomisers.
10. Remove rocker shaft oil fuel pipe nut. Fig. J 17 Removal of Rocker Shaft Assembly
11. Remove the rocker shaft assembly.

12. Remove rocker shaft oil supply. Pipe banjo
bolts from cylinder head and block
13. Loosen and release the cylinder head
setscrews as per the sequence. Remove the
setscrews and nuts.
Note: Do not insert screw driver or any other
sharp instrument between the cylinder head
and block.
14. Lift and remove the cylinder head. Place the Fig. J 18 Removal of Cylinder Head
cylinder head on a flat surface, preferably

on wood, to avoid damages.
15. Remove the cylinder head gasket.
16. Ensure both gasket faces of the cylinder block
and cylinder head are cleaned properly.
17. Place the gasket “top mark” on gasket
towards cylinder head. “Non-retorque type”
gasket should be fitted dry.
18. Place the cylinder head properly on Gasket
Fig. J 19 Cylinder Head Gasket in Position
through studs on cam tunnel.

CYLINDER HEAD ASSEMBLY
Fig. J 20 Cylinder Head Tightening Sequence
Fig. J 21 Cylinder Head Gasket

CYLINDER HEAD
DISMANTLING
Checking the cylinder head surface for flatness
To Remove Valves
1. Remove cylinder head.
2. Remove the valves by depressing the spring
cap and spring by means of a valve spring
compressor.
3. Remove the two half conical cotters. Remove
the spring caps, springs and washers. Take Illustration Only
out the valves.
Fig. J 24
Note: The valves should be suitably marked
to ensure it is fitted in to respective ports/
cylinder.
4. Remove the valve stem seals with pliers.
Note: Do not reuse the valve stem seals.
INSPECTION
1. Check the cylinder head for cracks, damage
and coolant leakage. If cracked, replace the
cylinder head.
2. Remove scale, sealing compound and
carbon deposits completely. After cleaning
Fig. J 25 Valves in fitted position
the oil passages, blow with compressed air
to clear the passages.
3. Check the cylinder head surface for flatness in
seven directions as shown. If flatness exceeds
the limit in any direction, either replace the
cylinder head or machine head surface.
Cylinder head bow limit transverse and
longitudinal: 0.080 mm (0.003 in.).
A maximum of 0.30 mm (0.0118 in.) may be
removed from the head face provided the
atomizer nozzle protrusion does not exceed
4.67 mm (0.184 in.)
Fig. J 26 Cylinder Head Assembly with Tappets
Valves and Valve Seats
1. The valves and valve seats should be
reconditioned, using grinding compound or
valve seat cutting tool as shown.
2. The valve seat angle is 36° for both inlet
valve and exhaust valve.
3. Maximum height between the valve head and
the cylinder head bottom face should not
exceed ±0.203 mm (0.0072’’) for the inlet and
0.083" for exhaust valve. Check by means
of a suitable gauge.
Fig. J 27 Checking Valve Depth

Cylinder Head Tightening Procedure :
19. Screw in the cylinder head mounting bolts

and nuts after applying light engine oil to the
screw threads. Tighten the setscrews
uniformly as per sequence to 80 lbf.ft using
torque wrench.
20. Refit, rocker shaft assembly, and tighten the

securing nuts with plain washers.
21. Tighten rocker oil feed pipe nut. Refit oil pipe
banjo bots with washer connecting cam Fig. J 22 Torquing of Cylinder Head Setscrews
tunnel to cylinder head.

22. Fit the atomizers and high pressure pipes.
23. Set the valve tip clearance to 0.30 mm (0.012
in). Refer section.
24. Fit the rocker cover, breather pipe air inlet
connection, exhaust pipes and thermostart
connectios.
Fig. J 23 Tightening of Rocker Shaft Assembly
Fig. J 24 Adjusting Valve Tip Clearance

Section K
TIMING CASE AND DRIVE
The timing case is made of either aluminium or cast
iron.
The timing geras are made of cast iron. A power
take-off is available on the left side of the aluminium
timing case or the timing case made of cast iron.
The drive from the crankshaft gear passes through
an idler gear to the camshaft gear and to the gear
of the fuel injection pump. The drive from the
crankshaft gear also passes through a lower idler
gear to the gear of the lubricating oil pump. The
camshaft and the fuel injection pump run at half the
speed of the crankshaft. Fig. K 1 Removal of Cam Gear Setscrews
The aluminium cover of the timing case contains

the front oil seal; this is made of viton and has a
dust lip in front of the main lip.
The camshaft is made of cast iron. The cam lobes
and the eccentric for the fuel lift pump are chill
hardened.
To Remove the Timing Gears and Hub
1. Remove the drive belt, Alternator Assembly,
Crankshaft pulley and Timing cover
2. Unfold the tab washer and remove the idler
gear securing bolt / setscrew
Fig. K 2 Unfolding of Idler Tab Washer
3. Remove the locking washer and idler gear.
4. The idler gear hubs may now be removed
from the spigot located in the front of the
cylinder block.
5. Loosen and remove the three setscrews with
washers securing the fuel pump gear.
Remove the fuel pump gear.
6. Release the securing bolts from the camshaft
and remove the camshaft gear.
Note : Camshaft can be taken out alongwith
gear in fitted condition. Whenever gear is
removed from cam shaft, while refitting
Fig. K3 Removal of Idler Gear
ensure that ‘D’ mark on cam gear and cam
shaft hub is aligned as otherwise valve timing
may get disturbed.

Valve Guides
Examine the valve guides for wear, if
necessary replace with new guides.
When pressing in a valve guide, care must
be taken to ensure it is fitted the right way round.
Both the guides inlet and exhaust are
interchangeable.
The stepped end of this guide should protrude
9.19 / 9.55 mm (0.362 / 0.376inch) above cylinder
head top face.
To Check Valve Guide Clearance Fig. J 28 Valves and Guides in Position
1. Put the valve in the valve guide
2. With the valve lifted about 15 mm, connect
the dial test indicator in contact with the valve
stem
3. Move the valve radially across the axis of
the cylinder head towards the gauge
4. Check the clearance fit of valve in guide
Valve stem – to – guide clearance
Inlet: 0.071 / 0.12 mm (0.0028 / 0.0048 in.)
Exhaust: 0.07 / 0.12mm (0.0028 / 0.0048 in.)
5. Renew the valve if clearance is more. Fig. J 29 Valve Spring and Cotters in Positions
CYLINDER HEAD REASSEMBLY

Note: Clean each part before assembly.
Apply engine oil to the sliding and rotating
parts.
1. Install the valve spring seats.
2. Insert the valve into the valve guide and fit
the vale stem seal.
3. Place the valve spring and cap
4. Using the valve spring compressor,
compress the spring and install the retainer
locks. Fig. J 30 Fitment of Valve Spring and Cotters
5. Place the cylinder head gasket and cylinder

head assembly.
6. Refit the rocker shaft assembly, and tighten
the securing nuts with washers
7. Fit the atomizers and high pressure pipes.
8. Set the valve tip clearance to 0.30 mm
(0.012 in.).
9. Fit the rocker cover, air inlet connection,
exhaust pipes and thermostat connectios.
10. Start the engine and check for its
performance. Fig. J 31 Cylinder Head Assembly Completed

INSPECTION
Check the timing gears and hub for wear or
damage, replace if necessary.
Ensure that the backlash between the gears
is 0.08/ 0.23 mm (0.003/ 0.008").
To Replace the Hub and Timing Gears
1. Fit the idler gear hub in the cylinder block
spigot ensuring alignment of oil passage hole
and dowel hole.
2. Turn the crankshaft and bring No. 1 piston to
T.D.C. i.e. with the key-way at the front of Fig. K 4 Timing Case and Idler Hub.
the crankshaft uppermost (12 O’clock).
3. Position the idler gear ensuring that all three
timing mark align with crankshaft gear marks,
camshaft and fuel inection pump gear marks
and fuel.
Fig. K 5 Timing Gears Fitted and marks aligned

CAMSHAFT GEAR AND CAMSHAFT
To Remove the Camshaft Gear and Camshaft
1. Remove the rocker shaft assembly.
2. Remove the timing case cover.
3. Lift all the tappets and keep them in lift

position.
4. Remove the camshaft from its location in the

cylinder block taking care not to damage the
Fig. K 6 Removal of Cam Gear
journals, cam lobes and tappets, alongwith
the gear.
INSPECTION
Check the camshaft journals, Cam lobes and

oil supply slot for any wear and tear.
Running Clearance:
0.004 / 0.008 in (0.10 / 0.80 mm)

Fig. K 7 Removal of Cam Shaft
for all journals
Cam Lift: 7.90/7.98 mm (0.311/0.314 in.)
Fig. K 8 Cam Shaft Oil Slot
Fig. K 9 Cam Lift Diagram

To Replace the Camshaft Gear and Camshaft

1. Lift all the tappets and keep them in lift
position and carefully fit the camshaft and
gear continually turning the camshaft. Take
care not to damage the journals, cams and
tappets.
Camshaft Thrust
The camshaft end float is taken up by the
thrust spring which is riveted on to timing
case cover. Fig. K 10 Camshaft Fitment
Note: Ensure ‘D’ mark on the camshaft gear

is aligned properly with ‘D’ mark on cam shaft
hub.
2. Refit the camshaft gear aligning timing marks
and secure the camshaft setscrew to torque.
Camshaft gear setscrew Torque
21 lbs.ft ( 2.9 Kg.m)
3. Release the tappets.
4. Refit the rocker shaft assembly and reset the
valve tip clearance. Fig. K 11 Torquing of Cam Gear Setscrews
5. Refit the timing case cover
Fig. K 12 Camshaft Thrust Spring

REMOVE THE TIMING CASE

1. Remove the timing case cover as previously
detailed.
2. Release and remove the rocker shaft
assembly.
3. Remove the sump.
4. Remove timing case bottom cover. Fig. K 13 Removal of Timing Case Setscrews
5. Remove the locking washer, idler gear and

hub.
6. Remove the camshaft gear.
7. Remove the FIP Gear.
8. Remove the FI pump as detailed in
appropriate section.
9. Loosen the mounting bolts holding timing
case to block and remove..
10. Remove the Timing Case. Fig. K 14 Timing case Removed
INSPECTION
1. Check the oil passages and clean if

necessary.
2. Check the case for cracks and other
damages, replace if found damaged.
REPLACE THE TIMING CASE

Fig. K 15 Fitment of Timing Case
1. Clean the block and timing case.
2 Fit a new gasket to the cylinder block front
face and replace the timing case.
3. Replace timing case bottom cover ensuring
it is correctly aligned with the front face of
the timing case.
4. Refit timing case and tighten all set screws.
Note : Before fully tightening timing case, fit Fig. K 16 Timing Case Tightened
idler gear hub in spigot
5. Refit fuel injectio pump to timing case.
6. Refit cam and fuel injection pump g ear taking
care ‘D’ mark and dowel location
respectively.
7. Slide idler gear on hub alinging timing marks
on crank, cam and fuel injection pump gears.
Fig. K 17 Fitment of Bottom Timing Cover

TIMING
General Description
The timing gears are stamped with timing marks to
ensure that they are assembled correctly. The
stamped teeth of the crankshaft, the camshaft and
the fuel pump gears will be in mesh with the idler
gear when number 1 piston is at top dead centre
(TDC) on the compression stroke. The marked
teeth of the idler gear may not necessarily be in
mesh in this position, due to the different speeds at
which the gears rotate.
When the engine is timed at the factory, timing
Fig. K 18 Gears Timing Marks Aligned
marks are stamped on the gears.
To Reset Engine Timing
Remove atomisers.
Bring No. 1 piston to T.D.C. on its
compression stroke. The T.D.C that has been
obtained can be checked by examining the valve
position. The No.6 valve (3rd cylinder exhaust vaive)
in fully open position.
Fit the camshaft gear on camshaft
hub.Aligning ‘D’ mark.
Fit the fuel pump gear. This is dowelled and
will only go in one position.
With the crankshaft gear is fitted, replace the
Idler gear ensuring the timing marks coincide as
shown.
To Check Valve Timing
Turn the engine until No. 6 valve is fully opened.
In this position, set the clearance between rocker
lever and No. 1 inlet valve to 0.787 mm
(0.031 in.)
Now, turn the engine in the normal direction of
rotation until the No. 1 inlet valve tip clearance Fig. K 19 Valve Timing Diagram
reduces to zero.
At this point, No. 1 piston should be at T.D.C.
This can be checked by examining the T.D.C. mark
Inlet Valve Opens – 13° BTDC
given on the pulley is inline with pointer.
Inlet Valve Closes – 43 ABDC
To set No. 1 piston to T.D.C. bring the notch
Exhaust Valve Opens – 46° BBDC
mark on the pulley in line with the pointer. The spill
Exhaust Valve Closes – 10° ATDC
timing mark is also provided on the periphery of
the crank pulley. The tolerance for valve timing is
BTDC – Before Top Dead Centre
plus or minus 2 1/2°.
ATDC – After Top Dead Centre
When the valve timing is found to be correct, ABDC – After Bottom Dead Centre
adjust the valve tip clearance of No. 1 inlet valve to
BBDC – Before Bottom Dead Centre
0.3 mm (0.012 in.)

Section L
PISTONS AND CONNECTING RODS
General Description
The pistons used in X 2.5 engines are of Alfin type
made from light aluminium alloy and have a
“re-entrant or modified re-entrant bowl”. Type of
combustion chamber on the top of the piston. These
combustion chambers are designed to give an
efficient mix of fuel and air. Combustion chamber
on piston crown is off set and while assembling
pistons to engine, Off set should be on fuel pmp side.
Front / arrow mark on piston crown should be
positioned on radiator side.
The pistons have two compression rings and an oil
control ring. The groove for the top ring has a hard Fig. L 1 Alfin Piston with Modified re-entrant bowl
metal insert to reduce wear of the groove. Axial
location of the fully floating gudgeon pin is by circlips.
The connecting rods are machined from “H” section
forgings.
PISTON
The Alfin Pistons are of special light aluminium alloy,
with a re-entrant or modified re-entrant bowl in the
crown. They are secured to the connecting rods by
means of fully floating gudgeon pin which work in
thin wall steel backed lead bronze lined bushes fitted
in the small ends of the connecting rods.
The connecting rod big end bearings are of the thin
Fig. L 2 Engine Sump Removed
wall type consisting of a thin steel shell lined with
aluminium, tin, copper, lead.
DISASSEMBLY
To Remove Pistons and Connecting Rods
1. Drain the coolant and engine oil.
2. Remove the sump.
3. Remove cylinder head assembly.
4. Turn the engine until number one connecting
rod is at bottom centre. Remove bolts and nuts
securing the connecting rod cap.
5. Remove the connecting rod cap and both top
and bottom half bearing shells.
Fig. L 3 Loosening of Connecting Rod Nuts
6. The piston and connecting rod can then be
pushed out of the top of the cylinder block.
7. Keep all pistons, connecting rods, caps,
bearing shells, bolts and nuts together as
separate assemblies.
NOTE: Keep the bearing in order with their
corresponding connecting rods (according to
cylinder numbers) for proper reassembly.
Remove Gudgeon Pins
Remove the circlips from the pistons, using a
pair of long nosed plier and push the pin from one
end. The gudgeon pins can now be pushed out and
the connecting rod can be separated from the pistons. Fig. L 4 Taking out of Piston Assembly

INSPECTION
1. Check each piston for scuffing, scoring, wear
and other defects. Replace any piston that
is defective.
2. Check each piston ring for breakage,
damage and abnormal wear. Replace the
defective rings. If piston to be replaced,
replace piston with ring assembly.
3. Check that the piston pin fits in the piston pin
hole. The piston pin must be smoothly pushed Fig. L 5 Checking Piston Groove and Ring Clearance
easily into the piston bore.
4. Measure the piston ring side clearance.
CONNECTING ROD ALIGNMENT
Large and small end bores must be square
and parallel to each other within the limits of
±0.25 mm (0.010 inch), measured 127 mm
(5 inch) each side of the axis of the rod on
test mandrel as shown. With the small end
bush fitted, the limit of ±0,25 mm (0.010 inch)
is reduced to ±0,06 mm (0.0025 inch) Fig. L 6 Piston and Connecting Rod
Note : Connecting rod nuts should be

replaced whenever the big ends are disturbed
Fig. L 7 Checking Connecting Rod Alignment

REASSEMBLY
Install New Small End Bushes
The small end bushes are a press fit in the
connecting rods.
Press out the old bushes using a suitable drift.
Press in the new bushes using a suitable dolly/
drift, aline ensuring that the oil holes in the bushes
coincide with the holes in the top of the connecting
rods. Bush has to be reamed to size.
Fig. L 8 Piston Assembly and Rings
Assemble Pistons and Connecting Rods
If removed pistons are to be used again, they
should be re-fitted to the respective connecting
rods.
Pistons should be fitted with the offset of
combustion bowl in the crown towards fuel injection
pump side. Ensure that the notches for holding the
bearing in place is on the FIP side (numbered side).
Offer the connecting rod to the pistons and
insert the gudgeon pin.
Fit the circlips on both sides of the piston Fig. L 9 Fitment of Circlip
ensuring open ends at bottom.
Assemble Piston Rings Top Compression Ring

Chromium Inlaid
When fitting new rings to removed pistons,

2nd Compression Ring
clean out the piston ring grooves. (Top Marked)
Cost Iron, Taper Land
The pistons should be carefully examined 3rd Oil Control Ring
for bruising of the ring grooves and to ensure that Chromium plated Conformable
the rings move freely in their grooves. oil Control Ring
1. Apply engine oil around the piston ring

Fig. L 10 Rings Layout
grooves.
2. Fit the helical coil spring on to the 3rd groove
of the piston. COC
3. Insert the latch into the coil spring aligning

both the ends.
Note: Tthe piston skirt should be examined
and if there is any damage, the piston must
not be used again.
Fig. L 11 Position of Rings Open End Gap

4. Fit the outer Confromable Oil Control ring over

the coil spring. Ensure coil spring gets seated
properly inside the ring groove and the coil
spring latch is on the opposite side of the
ring open end gap.
5. Install the No. 2 ring (Cast Iron, Taper land
with ‘Top’ marked).
6. Using piston ring expander, install the No.1 Fig. L 12 Positioning of Piston in Bore
ring (Chromium Inlaid or Half Keystone with
‘Top’ marked).
7. Place each piston ring end gap as far apart
from neighboring gaps as possible. Ensure
that gaps are not positioned in the thrust and
pin direction.
8. Hold the piston rings firmly with piston ring
compressor as they are inserted into cylinder. Fig. L 13 Assembling of Pistion in Bore
9. Make sure that the word “F” or arrow mark

on the piston crown is towards the front of
the engine. (Offset of combustion bowl in the
crown towards fuel injection pump side).
10. When connecting rod is installed, ensure that
the cylinder numbers put on the rod and caps
assembly match.
11. Tighten the connecting rod cap nuts.
Tightening torque to 80Nm (8.3 Kg.m) 60 lbft
Fig. L 14 Torquing of Connecting Rod Nuts
12. Rotate crankshaft by hand and note that all
parts move freely.
13. Check the piston height in relation to the
top face of the cylinder as described below.
When the crankpin is at top dead centre the
crown of the piston must be 0.010 mm / 0.004"
above block surface or 0.025 mm / 0.001"
below block surface. Fig. L 15 Pistons Assembled
14. Check the big end side clearance on
crankpin. Side clearance: 0.236/ 0.375 mm
(0.009/ 0.015 in.)
Fig. L 16 Checking Pistion Height

Section M
CRANKSHAFT ASSEMBLY
General Description
The crankshaft is a molybdenum steel forging which has four main journals.
End-float is controlled by two half thrust washers on both sides of the last main bearing cap.
The main bearings have steel backs with a aluminium/tin/copper lead bearing material.
The main bearing caps are made of cast iron.
The front and the rear oil seals are of lip type seals with a dust lip to the outside of the main lip and with oil
return grooves on the face of the main lip. Rear end oil seal is fitted in one piece housing.
The crankshaft pulley is held in position by a plain thrust washer and dog nut. The nose of the crankshaft
has got key for location of pulley.
Fig. M 1 Crankshaft Assembly

0.010 in (0,25 mm) 0.020 in (0.51 mm) 0.030 in (0,76 mm)
Undersize Undersize Undersize
A. 2.7385/2.7393 in (69,56/69,58 mm) 2.7285/2.7293 in (69,30/69,32 mm) 2.7185/2.7193 in (69,05/69,07 mm)
B. 2.2384/2.2392 in (56,86/56,88 mm) 2.2284/2.2292 in (56,60/56,62 mm) 2.2184/2.2192 in (56,35/56,37 mm)
C. 1.2277 in (31,184 mm) maximum
D. 1.575 in (40,00 mm) maximum
E. For crankshafts with lip type rear seal .- [1.861 in (47.27 mm) maximum]
R1 0.125/0.140 in (3,1813, 56mm) all journals Except Rear - 0.1562/0.1662 in (3,97/4,22mm)
R2 0.1875/0.2031 in (4,76/5,16 mm) all crank pins
Surface finish of crankpins, journals and fillet radii 16 to 8 micro inches (0,4/0,2 microns) C.L.A.
Crankshaft Flange Dia (STD) 5.247" / 5.251
Crankshaft Dia Maximum Permissible 5.243" / 133.17 mm

CRANKSHAFT ASSEMBLY
The crankshaft runs in four pre-finished steel
backed aluminium tin or copper lead main bearings.
The seal at the rear end of the crankshaft is a
lip type or cassette seal fitted in a one-piece
housing.
The crank shaft is fitted with two SGI counter
weights, one at the front crank web and one at the
rear crank web to give full rotating balance.
REMOVAL Fig. M 2 Removal of Connnecting Rod
1. Remove the fan belt, water pump, crankshaft
pulley, timing case front cover and idler
gears.
2. Remove the starter motor.
3. Remove the flywheel, flywheel housing, rear

end oil seal housing and oil seal.
4. Remove the cylinder head assembly. Fig. M 3 Removal of Main Bearing Setscrews
5. Remove the sump.
6. Remove the lub oil pump.
Fig. M 4 Removal of Main Bearing Caps
Fig. M 5 Removal of Crankshaft

7. Remove the connecting rod and piston

assemblys.
8. Remove setscrews and remove main

bearing caps and half bearings.
9. Lift out the crankshaft.
Balance Weights Fig. M 6 Cylinder Block

At any time should it be necessary to replace
crankshaft balance weights, these are
normally supplied in wired pairs and must be
fitted as a pair. A single balance weight
should require replacing, this must be done
selectively so that there there is no greater
weight variation more than one Ounce
(0.028 kg) between individual weights.
Fig. M 7 Removal of Balance Weight
Fig. M 8 Refitment of Balance Weight and

Tightening to Torque

INSPECTION
Crankshaft
Check the crankshaft journals and pins for damage,
uneven wear and cracks.
Check the oil holes for restriction.
Inspect the crankshaft journal for taper and out-of-
round.
Crankshaft journal outer diameter: Standard
69.81/ 69.83 mm (2.748/ 2.479 in.) Fig. M 9 Main bearings in fitted position
Crankpin outer diameter: Standard
57.11/ 57.13 mm ( 2.248/ 2.249 in.)
Main Bearing and Connecting Rod Bearing
Visually inspect bearing for peeling, melting, seizure
and improper contact, replace if defective.
Measuring Oil Clearance
Check the oil clearance by measuring the outside
diameter of the crankshaft journal as well as the
inside diameter of the bearings in position on the
cylinder block. The clearance can be obtained by
calculating the difference between the measured Fig. M 10 Thrust Washers
diameters.
Main bearing inside Dia. (bearing fitted):
69.90/ 69.94 mm (2.7519/ 2.7535 in.)
Running clearance:
0.07/ 0.13 mm (0.003/ 0.005 in.)
Plastic gauge disc may be used to measure the
clearance.
Note: It is important that the fillet RADII on the
main journals and crankpins are maintained. If
these are neglected, a fatigue fracture is liable to
occur. The main journal and crankpin diameters
should be checked to ascertain the next Fig. M 11 Crankshaft Flange Minimum Dia
appropriate under size to which the crankshaft can
be-reground, i.e., 0.25 mm (0.010”), 0.51 mm
(0.020”), or 0.76 mm (0.030”).
Crank shaft journals are induction hardened
and no need to reharden after grinding to permissible
under sizes.

REASSEMBLY
1. Ensure that no blockage in oil-ways.
2. Clean block main bearing housing and place
half bearing in position.
3. Spray oil on the bearing and Place crankshaft
in position.
4. Lightly smear the two upper thrust washers
with lubricating oil and slide in to the recesses
provided on either side of the rear main
Fig. M 12 Fitment of Main Bearings
bearing housing, with the steel side or plain
surface of the washers towards the housing.
5. Fit lower halves of main bearings to bearing
caps and place in position ensuring that the
thrust washers on No. 5 main bearing cap
are fitted correctly.
6. Renew the rear main bearing cap “O” rings.
7. Lightly coat the rear main bearing cap butt
faces with Jointing Compound. Only coat
outward of the grooves machined in the cap
butt faces and ensure that the grooves are Fig. M 13 Fitment of Crankshaft
free from jointing compound.
8. When replacing the main bearing caps,
ensure that they are fitted in their respective
positions with timeles (dowels). Each cap is
also marked with a serial number and when
fitted, this number should read in line with the
serial number stamped on the cylinder
block bottom face.
10. Install and tighten the Main bearing cap bolts
to the torque.
Fig. M 14 Fitment of Main bearing caps
Torque: 155Nm (15.9 Kg.m) 115 lb ft.
Note: The cap bolts should be tightened
evenly 4 to 5 increments before they are
tightened to the specified torque.
Fig. M 15 Fitment of Last Min Bearing Cap with

‘O’ Rings and Thurst Washers

11. Ensure that the crankshaft turns freely.

12. Check the end play of the crankshaft.
Crankshaft End Float is 0.05/ 0.38 mm
(0.002/ 0.015 in.)
13. Using the special tool, install the rear end lip
or Cassette type of oil seal.
Fig. M 16 Torquing of Main Bearing Cap Setscrews
Fig. M 17 Checking of Crank Shaft Endfloat

Section N
CYLINDER BLOCK AND LINERS
General description
The cylinder block is made of cast iron and provides a full length support for the dry liners which are also
made of cast iron. Production liners are a press fit in the block and service liners are a transition fit. Both
types of liners are honed with silicon carbide tools to a specially controlled finish to ensure long life and low
oil consumption.
1
4
6
8
9
7 7
1. Cylinder Head Gasket

2. Cylinder Liner
3. Oil Pipe from Gallery
4. Cylinder Block
5. Main Bearing Cap
6. Water Inlet Connection
7. Main Bearing Cap Setscrews
8. ‘O’ Ring Rear Main Bearing Cap
9. Thimble Main Bearing Cap

The cylinder block is fitted with renewable thin

wall cast iron dry cylinder liners. The cast iron
cylinder liners are an interference fit and are not
recommended to rebore to oversize. When they
are worn to an extent whereby engine performance
is affected, they should be renewed.
To Remove Liners
1. Remove cylinder head, pistons, connecting
rod assemblies, crankshaft and all
component parts of the cylinder block as
detailed in the appropriate sections of this Fig. N 1 Special Tools
manual.
Use Special tool for Liner Removal
2. Install the Threaded shaft, Adapter, Spacer,
Adapter Cup and Wrench as shown.
3. Draw the liners out through the top of the
cylinder block ensuring no damage is done
to the parent bores.
INSPECTION
1. Check the cylinder block / liner for cracks,
scores, rust and any other defects.
Fig. N 2 Special Tools
2. Measure the cylinder bore with the cylinder
gauge at the three levels on thrust side and
non- thrust side.
Level 1: No 1 piston ring position at TDC
Level 2: Centre of cylinder
Level 3: Bottom of cylinder
3. If the cylinder bore show more than specified
out-of-round, taper, worn, badly scuffed or
scored, the cylinder liner should be renewed.
Standard Cylinder Liner Bore Size: outer Fig. N 3 Removal of Cylinder Liner
93.66 / 93.69 mm (3.6875 / 3.6885 inch)
91.48 / 91.50 mm (3.6015 / 3.6025 inch)
4. Maintain the specified clearance between the
piston and cylinder liner bore, and ensure that
all pistons used are of the standard size.
5. Check the top surface of the cylinder block
for flatness. If the top surface exceeds
flatness limits, surface to minimum limit or
replace.
Flatness limit: 0.080 mm (0.003 in.)
Fig. N 4 Removal of Liner

Preparation for Fitting New Liners
After removal of the old liners, the parent bore

must be thoroughly cleaned.
Ensure that the new liner is thoroughly cleaned

and dried.
To Fit New Liners (Unbored Cast Iron Liners)
1. Lubricate the outside diameter of the liners

with engine oil.
Fig. N 5 Special Tools
2. Press or draw in the new liners using special
tool.
When fully home, the top face of the liner flange

should be +0.002" above the top face of the cylinder
block or –0.004" below the top face of the cylider
block.
Having fitted the new liners, the remainder of the

re-assembly operations is a reversal of the removal
procedure.
Fig. N 6 Fitment of Liner
Parent Bore Dia : 93.66 / 93.69 mm (3.6875/3.6885 in.)

Finished Bore Dia : 91.48 / 91.50 mm (3.6015/3.6025 in.)
Liner Protrusion : +0.05 / –0.10 mm (+0.002/–0.004 in.)
Fig. N 7 Checking Bore size
Fig. N 8 Checking Liner Height

Section O
LUBRICATING OIL SPECIFICATION
Use only a good quality lubricating oil to the relevant specification as shown in the table below.
Attention : The type of lubricating oil to be used may be affected by the quality of the fuel which is available.
Always ensure that the correct viscosity grade of lubricating oil is used for the ambient temperature range
in which the engine will run as shown in the chart below.
Lubricating oil specification Recommended SAE viscosity grades
Specifications 0W
Engine Type 5W20
API CF4
10W30
15W40
Naturally aspirated. l
20W40
Naturally aspirated
20
engines in heavy duty l
earthmoving 30
equipment.
40
Turbocharged. l
–30 –20 –10 0 10 20 30 40 50°C
–22 – 4 14 32 50 68 86 104 122°F
Lubricating oils conforming to API CF4 specification
with SAE viscosity grade of 15w/40 are Ambient temperature
recommended for use in simpsons engines
FUEL SPECIFICATION
To get the correct power and performance from Sulphur : A high sulphur content can cuase engine
your engine, use good quality fuel. The wear. Where only high sulphur fuels are available,
recommended fuel specification for Simpsons it is necessary to use a highly alkaline lubricating
engines is indicated below : oil in the engine or to renew the lubricating oil more
Cetane number : 45 minimum frequently.
Sulphur : 0.2% of mass, maximum Distillation: This is an indication of the mixture of

different hydrocarbons in the fuel. A high ratio of
Viscosity : 2.5/4.5 centistokes at 40°C light-weight hydrocarbons can affect the
Distillation : 86% at 350°C combusion characteristics.
Density : 0,835 / 0,855 kg/litre Low temperature fuels
Cetane Number : Indicates ignition performance. Special winter fuels may be available for engine
A fuel with a low cetane number can cause cold operation at temperatures below 0°C. These fuels
start problems and affect combustion. have a lower viscosity and also limit the wax formation
in the fuel at low temperatures. If wax formation
Viscosity : Is the resistance to flow and engine
occurs, this could stop the fuel flow through the filter.
performance can be affected if it is outside the limits.
Aviation kerosene fuels
Density : A lower density reduces engine power,
a higher density increases engine power and These fuels can be used but they can affect engine
exhaust smoke. performance. These fuels are more flammable than
diesel fuel and need careful storage and careful
management.

Section P
ELECTRICAL EQUIPMENT
General Description:
The alternator is driven from the crankshaft pulley
by a single belt.
Precautions
To prevent damage to the diodes and to the
resistors, the precautions given below must be
followed:
· Do not disconnect the battery while the engine
is in operation. This will cause a voltage surge
in the alternator charge system which will Fig. P 1 Engine with Electricals
immediately cause damage to the diodes or
to the transistors.
· Do not disconnect an electrical wire before
the engine is stopped and all electrical
switching are in the “off” position.
· Do not cause a short circuit by the connection
of electrical wires to the wrong terminals. The
correct electrical wire must be connected to
the correct terminal. A short circuit or wrong
connection which gives reverse polarity will
immediately cause permanent damage to the
diodes and to the transistors. Fig. P 2 Loosening of Starter Motor Setscrews
· Do not connect a battery into the system until

it has been checked for correct polarity and
voltage.
· Do not check for current flow with a spark
contact as damage can be caused to the
transistors.
STARTER MOTOR
To remove
1. Disconnect the battery.
2. Disconnect the starter motor cables. Fig. P 3 Removal of Starter Motor
3. Release the fasteners and remove the
starter motor and, if necessary, remove the
distance piece where fitted.
To fit
1. Fit the starter motor and tighten the fasteners.
2. Connect the starter motor cables.
3. Connect the battery.
Fig. P 4 Refitment of Starter Motor

ELECTRICAL EQUIPMENT
General Description: (Thermostart)
The fuelled starting aid is a device which is
operated electrically and ignites a controlled amount
of diesel fuel in the induction manifold to heat the
induction air. A heater coil in the body expands a
valve holder to allow fuel to flow into the device.
The fuel is ignited by the hot coil and the heated air
enters the induction manifold when the starter motor
Fig. P 5 Thermostart in Fitted Position
is operated.
Starting aid (Optional)
To remove and to fit a Fuelled starting aid
To Remove
1. Disconnect the fuel pipe and the electrical
connection.
2. Remove the starting aid.
To Fit
1. Ensure that the contact faces of the manifold
and the starting aid are clean. Put the sealing Fig. P 6 Removal of Alternator Setscrews
washer into position and fit the starting aid.
Tighten the starting aid to 31 Nm (23 lbf ft)
3,2 kgf m.
2. Check the fuel pipe and, if it is still full of fuel,
connect it to the starting aid. If the fuel has
drained from the pipe, eliminate the air from
the pipe.
3. Connect the electrical connection.
ALTERNATOR
To Remove and Fit
1. Disconnect the battery and electrical Fig. P 7 Removal of Fan Belt
connection from alternator.
2. Loosen the fasteners and remove the drive
belt.
3. Remove the adjustment link and pivot bolt.
Make note of the position of the washers and
distance pieces to ensure they are fitted
correctly.
4. Remove the alternator.
5. Clean and check the alternator.
6. Fit the alternator in reverse order and adjust
Fig. P 8 Refitment of Alternator
belt tension.

Section Q
TROUBLE SHOOTING
The following table lists problems and their possible causes with recommended action.
IMPORTANT : When attending/performing a repair, the cause of the problem must also be investigated and
corrected to avoid repeat failures.
PROBLEM POSSIBLE CAUSES REMEDY
LOW CRANKING SPEED
Battery capacity low Change or renew the battery
Bad electrical connections Check the connections or renew electricals
Faulty starter motor Overhaul starter motor
Lubricating Oil of incorrect grade Drain and refill with specified grade of oil
Low cranking speed See Problem – Low Cranking speed
Fuel tank empty Fill the tank with fuel
Incorrect type or grade of fuel Drain and refill with correct type/grade of fuel
Faulty stop control operation Check the stop control cable movement and setting
Blocked fuel feed/supply pipe Clean the pipe

ENGINE DOES NOT START
Faulty fuel feed/supply pump Overhaul fuel feed/supply pump
Chocked/Plugged fuel filters Renew filter elements
Air in fuel system Remove air lock/Bleed air
Faulty fuel injection pump Overhaul injection pump
Faulty injectors Overhaul injectors
Broken fuel injection pump drive Fit new drive
Incorrect fuel pump timing Check and reset
Incorrect valve timing Check and reset
Poor compression See Problem – Poor Compression
Worn cylinder bores Re-sleeve block and fit new pistons
Pitted valve/s and seat/s Replace valve with new standard or oversize, and/
or machine the valve guide bores
Broken, worn or sticking piston ring/s Fit new ring/s, check bore and pistons for damage

Low cranking speed See Problem – Low Cranking Speed
Faulty stop control operation Check the stop control cable movement
Blocked fuel feed/supply pipe Clean
Blocked fuel tank vent Clean
Incorrect type or grade of fuel Drain and refill with correct grade of fuel
Exhaust pipe restriction Check and clean/remove the restrictions

DIFFICULT STARTING
Chocked/Plugged fuel filters Renew filter elements
Restriction in air cleaner or induction system Check and clean/remove the restriction
Sticking valves Replace valve with new std or oversize,

Pitted valves and seats Renew the pitted parts or service
Chocked/Plugged breather pipe Clean the pipe

EXCESSIVE CRANKCASE PRESSURE
Cylinder head gasket leaking Check the cylinder head bolts torque or renew the
gasket
Broken, worn or sticking piston ring/s Fit new rings, check bore and pistons for damage
Worn valve stems and guides Renew valves and guides
Piston seized Replace with new pistons assembly and check/


Overheating See Problem – Overheating
Incorrect valve timing Reset the timing
gasket
POOR COMPRESSION
Incorrect tappet adjustment Check and reset the adjustment
Sticking valves Replace valve with new standard or oversize and /

Pitted valves and seats Replace valve with new standard or oversize, and/
Broken, worn or sticking piston ring/s Fit new rings, check bore and piston for damage
Broken valve springs Fit new springs
Blocked fuel feed/supply pipe Clean pipe
Faulty fuel feed

/supplypump Overhaul fuel feed/supply pump
Chocked/Plugged fuel filters Remove filter elements

MISFIRING
Poor compression See Problem – Poor compression
Cylinder head gasket leaking Check the cylinder head bolts torque or renew the gasket
Sticking valves Replace valve with new standard or oversize,

and/or machine the valve guide bores
Incorrect high pressure pipes Renew the pipes of correct specification
Pitted valves and seats Replace valve with new standard or oversize,

Blocked fuel/feed/Supply/pump Clean the pipe
Faulty fuel/feed/Supply/pump Overhaul fuel /feed/Supply/pump
Chocked/Plugged fuel filters Remove filter components
Blocked fuel tank vent Clean

LACK OF POWER
Incorrect vale/valve timing Check and reset
Incorrect type/grade of fuel Drain the fuel and refill with correct grade of fuel
Sticking throttle or restricted movement Check, clean, lubricate and adjust settings
gasket
Pitted valves and seats Replace valve with new standard or oversize,

Faulty injectors Overhaul Injectors

EXCESSIVE FUEL CONSUMPTION
Poor compression See Problem – Poor compression
Incorrect type or grade of fuel Drain the fuel and refill with correct grade of fuel
gasket
Sticking valves Replace valve with new standard or oversize and/or

machine the valve guide bores
Pitted valves and seats Replace valve with new standard or oversize and/or
machine the valve guide bores


Incorrect grade of lubricating oil Drain and refill with specified grade of oil
Overfilled air cleaner oil or use of incorrect grade Check the oil level and remove as necessary or of oil
(wet type air cleaner) refill with correct grade oil
Excessive Fuel / Oil consumption Check and reset

BLUE/WHITE SMOKE
Faulty injectors Check / renew
gasket
Piston seized Replace piston assembly and check the bore for
damage
Worn or damaged big end bearings Renew the bearings

LOW ENGINE OIL PRESSURE
Insufficient oil in sump Top up as necessary
Oil gauge faulty Fit new gauge
Oil pump worn Renew oil pump
Oil pressure relief valve faulty Fit new relief valve
Faulty suction pipe Renew the pipe
Chocked/Plugged oil filter Replace with new filter
Blocked sump strainer Clean the strainer

Incorrect type or grade of fuel Drain and refill with correct grade of fuel
ENGINE KNOCKS
Incorrect tappet adjustment Check and rest the adjustment
Sticking valves or machine the valve guide bores

Replace valve with new standard or oversize, and /
Worn cylinder bores
Re-sleeve block and fit ne pistons
Broken, worn or sticking piston ring/s
Overfilled air cleaner or use of Incorrect grade of oil Fit new rings, check bore and pistons for damage
(Wet type Air cleaner) grade oil
Worn or damaged big end bearings Check the level or drain out and refill with correct
Renew the bearings
Piston seized
Broken valve spring Replace piston assembly and check the bore for damage
Replace new springs
Faulty stop control operation
Check the stop control cable movement and setting

Blocked fuel feed/supply pump Clean
ERRATIC RUNNING
Chocked/Plugged fuel filters Chocked fuel filters
Air in fuel system Remove air/Bleed air lock
Poor compression
Renew piston rings or re-sleeve as necessary

Blocked fuel tank vent
Clean the vent


ERRATIC RUNNING

and/ormachine the valve guide bores
Incorrect high pressure pipes Renew the pipes of correct specifications
Broken, worn-out or sticking piston ring/s Fit new rings, check bore and pistons for damage
damage
Broken valve spring Replace with new springs
Sticking throttle or restricted movement Check, clean, lubricate and adjust settings.
gasket
VIBRATION

Incorrect high pressure pipes Renew with pipes of correct specifications
Broken worn or sticking piston ring/s Fit new rings, check bore and pistons for damage
Replace piston assembly and check the bore for

Piston seized damage
Faulty engine mounting Check and redo the installation of engine
Incorrectly aligned flywheel housing or flywheel Check and align flywheel housing and flywheel
PRESSURE
HIGH OIL
Inaccurate relief gauge Check and renew gauge
Pressure relief valve faulty Fit new relief valve

Coolant level too low Top up as necessary
Loose fan belt Tighten the fan belt
Faulty Temperature gauge Check and replace
Remove the restriction by reverse flushing entire

Restriction in water jacket cooling system
Chocked/Blocked radiator Clean and check for free flow
Damaged fan Fit new fan

OVERHEATING
Faulty thermostat Replace with new thermostat
Faulty water pump Overhaul or renew the water pump
Exhaust pipe restriction Remove the restriction
Faulty injector Overhaul Injector
Incorrect fuel pump timing Reset the timings
Incorrect valve timing Reset valve timings
gasket
damage
STARTS & STOPS
Chocked/Plugged fuel filter Fit new filter
Restriction in air cleaner or induction system Remove the restriction
Air in fuel system Remove the air lock/Bleed air

Model: X2.5 Engine Issue 1 - 6 - 2013
Service Tools
Tools Description Part number
Valve Spring Compressor

with adaptor A056S555
Piston ring compressor A056S625
Basic Puller A056S742
Valve Seat Cutter A056S621
Piston height and valve depth A056S442

gauge
Pump spill pipe A056S746
Oil filter Remover A056S629

Issue 1 - 6 - 2013 Model: X2.5 Engine
Tools Description Part number
NA
NA
NA
NA
NA
NA


Copyright © 2013 Cummins Power Generation, Inc. All rights reserved.
Cummins, the "C" logo, and "Our energy working for you." are trademarks of
Cummins Inc.

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English – Original Instructions 6 - 2013 A047K815 (Issue 1)

Service Manual Publication A047K815

“Intentionally Left Blank”

Page 2 2013 Copyright Cummins Power Generation

Section Description Page No.

A ENGINE VIEW .............................................................................. 7

ENGINE NUMBER LOCATION ................................................... 9

THREADS / RECOMMENDED TORQUE ................................... 10

B TECHNICAL DATA ....................................................................... 11

MANUFACTURING DATA AND DIMENSIONS ........................... 12

C OPERATION AND MAINTENANCE ............................................ 20

D PREVENTIVE MAINTENANCE .................................................. 23

E FUEL SYSTEM ............................................................................. 29

F COOLING SYSTEM AND WATER PUMP .................................... 38

G. FRONT OIL SEAL ......................................................................... 41

H. FLYWHEEL AND REAR END OIL SEAL ...................................... 44

I LUBRICATING SYSTEM .............................................................. 48

J CYLINDER HEAD ........................................................................ 54

K TIMING CASE, DRIVE AND TIMING ............................................ 64

L PISTONS AND CONNECTING RODS ........................................ 70

M CRANKSHAFT AND MAIN BEARINGS ....................................... 74

N CYLINDER BLOCK AND LINERS ................................................ 80

O APPROVED LUBRICATING OILS ............................................... 83

P. ELECTRICAL EQUIPMENT ......................................................... 84

FAULT FINDING CHART ............................................................... 86

2013 Copyright Cummins Power Generation Page 3

“Intentionally Left Blank”

Page 4 2013 Copyright Cummins Power Generation

2013 Copyright Cummins Power Generation Page 5

“Intentionally Left Blank”

Page 6 2013 Copyright Cummins Power Generation

ENGINE NUMBER LOCATION

X 2.5 G1-G2 C 11210

2.5 – 2500 CC displacement

G1–G2 – Cummins model (Non-CPCB) Norms

C – 3 Lakh Engines already produced

11210 – Engine Serial Number

2.5 – 2500 CC displacement

G2 – Cummins model (Non-CPCB) Norms

C – 3 Lakh Engines already produced

11231 – Engine Serial Number

Genset Engine – Engine for Genset Application

2013 Copyright Cummins Power Generation Page 7

CUMMINS X 2.5 DIESEL ENGINES

1. Stud/Nut/Setscrew, Cylinder Block to Cylinder head … 7/16" – 20 UNF

RECOMMENDED TORQUE TENSIONS

Page 8 2013 Copyright Cummins Power Generation

Type ... ... Three Cylinder, Inline, Four Stroke,

Engine Ratings & Spill Timing :

1. X 2.5 3204 35 bhp & 1500 rpm Eu Stage 111A 11° ± 1°

2. X 2.5 3198 37 BHP @ 1800 RPM EPA T4 (INT) 12° + 0 / -2°

De-Rating for Altitude

2013 Copyright Cummins Power Generation Page 9

Manufacturing Data and Dimensions

Page 10 2013 Copyright Cummins Power Generation

Connecting Rod Alignment

Fig. B1 Connecting Rod

Connecting Rod Bearings

2013 Copyright Cummins Power Generation Page 13

Crankshaft Thrust Washers

Page 14 2013 Copyright Cummins Power Generation

Valve Stem Dia. ... ... 0.311/0.312 in (7,90/7,92 mm)