JCB LPG 3.0 Industrial Engine Systems Service Repair Manual - PDF Download

WORKSHOP MANUAL INDUSTRIAL ENGINE SYSTEMS

LPG 3.0 Engine ENGLISH - 9806-2150 - ISSUE 1 - AUGUST 2009

A4-6-Range - Printed In England

Notes:

0

9806-3060

0

Contents

CONTENTS Section 1 ..........................................................................................Technical Data Section 2 .............................................................................................Maintenance Section 3 .......................................................................................Troubleshooting Section 4........................................................................................Starting System Section 5......................................................................................Charging System Section 6 ........................................................................................Ignition System Section 7 ..............................................................................................Fuel System Section 8 .....................................................................................Governor System Section 9 ........................................................................................Cooling System Section 10 .....................................................................3.0L Base Engine Service

No part of this publication may be reproduced, stored in any retrieval system, or transmitted in any form or by any means, included but not limited to electronic, mechanical, photocopying, recording or otherwise, without prior written permission of Crusader Engines. This includes all text, illustrations, tables, and charts.

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Contents

INDUSTRIAL ENGINE SYSTEMS

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Foreword

FOREWORD It is important to note that this manual contains various Warnings, Cautions and Notes that must be carefully observed in order to reduce the risk of personal injury during service or repair. Improper service or repair may damage the engine or render it unsafe. It is also important to warn of all hazardous consequences that might result from careless treatment of the engine. Failure to observe these items could influence terms of warranty.

WARNING Failure to heed could result in death, injury, or property damage.

CAUTION Less severe than WARNING, but has the potential to cause injury or damage. Also used to notify of situations that could lead to eventual failure, injury or damage.

IMPORTANT: Denotes situation which could influence safety of proper performance of the vehicle or a component.

NOTICE: Significant item of information.

“Must Read” Symbols To reduce the chance of personal injury and/or property damage, the following instructions must be carefully observed.

• If part replacement is necessary, the replacement part must be of the same part number or an equivalent part. Do not use a replacement part of lesser quality. Before using a replacement part, service procedure, or tool which is not recommended by the engine manufacturer, it must first be determined that neither personal safety nor the safe operation of the engine will be jeopardized by the replacement part, service procedure, or tool selected.

• Special service tools shown in this service manual that have tool product numbers beginning with “J” or “BT” are available for worldwide distribution from: Kent-Moore Tools 28635 Mound Road Warren, Mi. 48092 1-800-345-2233 Mon.-Fri. 8:00 a.m. - 5:00 p.m. EST Telex: 244040 KMTR VR Fax: 1-800-578-7375

English and Metric Fasteners

CAUTION Late model engines use a combination of English and Metric threaded fasteners. The components effected are starter motor, engine mounts, and flywheel housing mounting. Verify that the proper fasteners are used whenever removing or replacing one of these components.

• Proper service and repair are important to the safety of the service technician and the safe, reliable operation of all engines. The service procedures recommended and described in this service manual are effective methods of performing service and repair. Some of these procedures require the use of tools specially designed for the purpose.

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Foreword-i

INDUSTRIAL ENGINE SYSTEMS

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Foreword-ii

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Section 1 3.0 L

iter E

ngine

T

HNICLITER ENG

a l Dat nica h c e T

TEC TION

LD

ENG

3.0

RIP ESC

ERA

GEN

HEE TA S A D AL INE

IN

PE E TY

rally

M:

STE

N SY

UST

A EXH

Cast

:

(181

4 mm

E:

8.2:1

:

OKE

STR

:

in.)

(3.60

in.)

:

DER

G OR

:

UGS

K PL

SPAR

HT:

WEIG

N: ATIO ROT PE: L TY FUE

R

5 in.)

(0.04 6TS .045 in.)

4 R (0 AC 46TS End AC R : heel gine) LPG l Gas: Flyw e En s a m r a o tu r B ( Na ry dF iewe s.) D en V 63 lb ) Wh Kg (3 W C C 165 ise ( lockw ter-C Coun Gas tural ation or Na Oper tion G P L ittent ra term ous Ope In nu RPM 600 PM Conti 3 R D: 2600 LOA

PM @

FULL

MR XIMU

700

MA

IDLE

RS,

RF)

1-3-4

SSIO

FIRIN

(RN,

RM,

5:1 (

9.2 A) or

-2

TIO N RA

PRE

COM

er

ylind

Per C

erhe

(4.00

91.4

BOR

-2 alves ad V

CID)

0 mm

NT:

eted

Jack

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tuate

101.6

EME

LAC

Iron,

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IG

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ld

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ri Inta

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ate

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le L4

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TEM

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VALV

-Cyc

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:

TIO BUS

COM

4 Inline

RPM

(1)

TDC 12° B DC(1) T 16° B

/ Ma 2 : S)w LPG l Gas: LBFra in. Natu 5 3 2 (2.7 gM 91 K 0.30

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RPM

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IES 1

8/99

Technical Data

out.

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min r to ti

1-1

Table of Contents

INDUSTRIAL ENGINE SYSTEMS

TABLE OF CONTENTS 3.0L Engine ................................................................................................................................................1-1 General Description .................................................................................................................................1-1 Fuel System .............................................................................................................................................1-2 Air Intake System.....................................................................................................................................1-2 Exhaust System .......................................................................................................................................1-3 Cooling System ........................................................................................................................................1-3 Lubrication System ..................................................................................................................................1-4 Engine Electrical ......................................................................................................................................1-4 Installation Limits .....................................................................................................................................1-4

Technical Data

3.0 Liter Engine

TECHNICAL DATA SHEET 3.0 LITER ENGINE GENERAL DESCRIPTION ENGINE TYPE:

Inline 4-Cycle L4

COMBUSTION SYSTEM:

Naturally Aspirated 1-Venturi Intake Manifold

EXHAUST SYSTEM:

Cast Iron, Dry or Water Jacketed

VALVE CONFIGURATION:

Pushrod Actuated Overhead Valves - 2 Per Cylinder

DISPLACEMENT:

3.0 L (181 CID)

BORE:

101.60 mm (4.00 in.)

STROKE:

91.44 mm (3.60 in.)

COMPRESSION RATIO:

8.2:1 (RN, RS, RA) or 9.25:1 (RM, RF)

FIRING ORDER:

1-3-4-2

SPARK PLUGS:

LPG: Natural Gas:

WEIGHT:

165 Kg (363 lbs.) Dry (Base Engine)

ROTATION:

Counter-Clockwise (CCW) When Viewed From Flywheel End

FUEL TYPE:

LPG or Natural Gas

MAXIMUM RPM @ FULL LOAD:

3600 RPM Intermittent Operation 2600 RPM Continuous Operation

IDLE RPM:

700 RPM

TIMING:

LPG: Natural Gas:

MOMENT OF INERTIA:

0.3091 Kg M2 (2.735 in. - LBF-S2) w/ Manual Flywheel

AC R46TS (0.045 in.)

AC R46TS (0.045 in.)

12° BTDC(1) 16° BTDC(1)

NOTE (1): Base timing should be set with advance electronically locked out. Refer to timing procedures.

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1-1

INDUSTRIAL ENGINE SYSTEMS

3.0 Liter Engine FUEL SYSTEM

NATURAL GAS FUEL: FUEL MIXER INLET PRESSURE: +140 mm Wg ± 12.7 mm Wg (+5.5 in. WC ± 0.5 in. WC) @ Idle GAS PRESSURE @ LPR INLET: 177 - 356 mm Wg (7 - 14 in. WC) Mixer: Recommended Regulator(2): Regulator Fuel Inlet Sizes: Air/Fuel Mixture:

IMPCO FB125M IMPCO IMP-53 1" NPT inlet & outlet ports 2% Oxygen @ Rated Power and Speed

PROPANE (LPG) Liquid: FUEL MIXER INLET PRESSURE: -51 mm Wg ± 12.7 mm Wg (-2.0 in. WC ± 0.5 in. WC) @ Idle GAS PRESSURE @ LPR INLET: Full Tank Pressure Mixer: Recommended Regulator(2): Fuel Inlet Sizes: Air/Fuel Mixture:

IMPCO CA100M (air valve CV1-16-2) IMPCO Model EB w/VFF30 Vacuum Fuelock Filter (3) VFF30 - 1/4" NPT liquid fuel inlet & outlet ports EB Regulator - 1/4" NPT liquid fuel inlet - 1" NPT fuel outlet 0.5 to 1.5% CO @ Rated Power and Speed

PROPANE (LPG) Vapor: FUEL MIXER INLET PRESSURE: -51 mm Wg ± 12.7 mm Wg (- 2.0 in. WC ± 0.5 in. WC) @ Idle GAS PRESSURE @ LPR INLET: 177 - 356 mm Wg (7 - 14 in. WC) Mixer: Recommended Regulator(2): Regulator Fuel Inlet Sizes: Air/Fuel Mixture:

IMPCO CA100M (air valve CV1-16-2) IMPCO IMP-53 mounted upside-down w/spring removed 1" NPT inlet & outlet ports 0.5 to 1.5% CO @ Rated Power and Speed

(2)

AIR INTAKE SYSTEM MINIMUM INTAKE AIR FLOW RATE:

4.11 m3/min. (145 CFM)

MAXIMUM ALLOWABLE INTAKE RESTRICTION:

w/Clean Element : w/Dirty Element:

MAXIMUM ALLOWABLE TEMPERATURE:

Maximum Allowable Temperature Rise between Ambient and Engine Air Inlet is 16.7°C (30°F).

254 mm Wg (10 in. WC) 508 mm Wg (20 in. WC)

NOTE (2): All regulators should be mounted within 457.2 mm (18 in.) of the mixer for best operation.

NOTE (3): A balance line should be installed between the regulator and mixer if engine is to be operated in dirty or dusty environment. (Balance line fittings are 1/8" NPT) 1-2

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Technical Data

3.0 Liter Engine

EXHAUST SYSTEM EXHAUST GAS FLOW RATE AT MAXIMUM POWER:

272 CFM @ 2600 RPM 447 CFM @ 3600 RPM

MAXIMUM EXHAUST GAS 527°C (980°F) @ 2600 RPM TEMPERATURE @ FULL LOAD: 677°C (1250°F) @ 3600 RPM MAXIMUM ALLOWABLE BACK PRESSURE:

18.7 kPa (2.5 PSI)

MINIMUM ALLOWABLE EXHAUST PIPE SIZE:

38 mm (1-1/2 in.)

COOLING SYSTEM MAX COOLANT TEMPERATURE @ TOP TANK OF RADIATOR:

98°C (210°F) @ 2600 RPM

WATER PUMP ROTATION:

(viewed from front)

MAXIMUM RESTRICTION AT PUMP INLET:

10 kPa (1.5 PSI)

THERMOSTAT:

LPG: NG:

COOLING WATER CAPACITY (block only):

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w/V-Belt Drive - Clockwise (CW)

Opening Temperature: Fully Open Temperature: Opening Temperature: Fully Open Temperature:

82°C 96°C 71°C 85°C

(180°F) (205°F) (160°F) (185°F)

3.8 L (4.0 qts.)

1-3

INDUSTRIAL ENGINE SYSTEMS

3.0 Liter Engine LUBRICATION SYSTEM OIL PRESSURE (MIN. HOT):

28 kPa (4 psi) @ 700 RPM 207 - 414 kPa (30 - 60 psi) @ 2000 RPM

OIL TEMPERATURE:

Upper Limit: 130°C (266°F) Recommended: 99 - 110°C (210 - 230°F) Lower Limit: 80°C (176°F)

NOTE: Oil Cooler Required w/Standard Oil Pan (Stationary Applications Only) CRANKCASE CAPACITY:

Standard Pan: 4.7 L (5.0 qts.)

Optional Pan: 26.5 L (28 qts.)

Oil Filter: 0.9464 L (1 qt.)

ENGINE OIL SPECIFICATION:

API - SG/SH, SAE 10W30 - All Temperatures SAE 15W40 - Above -18°C (0°F) SAE 30W - Between 5° and 27°C (40° and 80°F) SAE 40W - Above 27°C (80°F)

ENGINE ELECTRICAL IGNITION TYPE:

Delco EST w/Electronic Advance

STARTER MOTOR:

Delco SD300 / 12 volt Negative Ground (-) (12.75” Flywheel) Delco PG260 / 12 volt Negative Ground (-) (14.00” Flywheel)

FLYWHEEL TEETH:

12.75 in. Flywheel 14.00 in. Flywheel

BATTERY REQUIREMENT:

12 volt - 485 CCA (90 AH)

ALTERNATOR:

12 volt - Mando 51 Amp

153 168

INSTALLATION LIMITS MAXIMUM ANGULARITY LIMITS ON ENGINE:

1-4

Front of engine down: Rear of engine down: Side to side:

8.5° 18° 20°

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Table of Contents

INDUSTRIAL ENGINE SYSTEMS

TABLE OF CONTENTS Maintenance ..............................................................................................................................................2-1 Accessory Drive Belts ..............................................................................................................................2-1 Engine Crankcase Oil ..............................................................................................................................2-1 Changing Engine Oil and Filter................................................................................................................2-2 Cooling System ........................................................................................................................................2-2 Engine Compression Check ....................................................................................................................2-3 Scheduled Maintenance Chart.................................................................................................................2-4

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CENG 131 8/98

Maintenance

General Information

MAINTENANCE All Crusader Industrial Power Products require a certain amount of maintenance. Suggested maintenance requirements are contained in this section.

The owner should, however, develop his own maintenance schedule using the requirements listed in this Section and any other necessary requirements resulting from optional additions to the engine system.

ACCESSORY DRIVE BELTS WARNING Engine must be shut off and the ignition key removed before inspecting drive belts.

V-Belt Systems 150-141

Check belt tension by pressing down on the midway point of the longest stretch between two pulleys. The belt should depress 1/2 in. (13 mm). If depression is more than allowable, adjust tension.

Serpentine Belt Systems Serpentine belt systems use a spring-loaded tensioner which keeps the belt properly adjusted automatically.

ENGINE CRANKCASE OIL

Figure 2-1

Engine Oil Viscosity Recommendation

Use of Supplemental Additives Engine oils meeting Crusader Industrial Power Products’ recommendations already contain a balanced additive treatment. The use of supplemental additives which are added to the engine oil by the customer are unnecessary and may be harmful. Cruasder does not review, approve, or recommend such products.

Figures 2-1 and 2-2 Oil Recommendations Prior to changing oil, select an oil based on the prevailing daytime temperature in the area in which the engine is operated. The chart in figure 2-1 is a guide to selecting the proper crankcase oil. Refer also to Section 1 for additional information.

IMPORTANT: Oils containing “solid” additives, non-detergent oils, or low-quality oils are not recommended for use in Crusader Industrial Power Products.

IES 131 8/98

Synthetic Oils Synthetic engine oils are not recommended for use in Crusader Industrial Power Products.

Synthetics may offer advantages in cold-temperature pumpability and high-temperature oxidation resistance. However, synthetic oils have not proven to provide operational or economic benefits over conventional petroleum-based oils in Crusader Industrial Power Products. Their use does not permit the extension of oil change intervals.

2-1

INDUSTRIAL ENGINE SYSTEMS

General Information Checking/Filling Engine Oil Level

CHANGING ENGINE OIL AND FILTER

IMPORTANT: Care must be taken when checking engine oil level. Oil level must be maintained between the “ADD” mark and the “FULL” mark on the dipstick. To ensure that you are not getting a false reading, make sure the following steps are taken before checking the oil level.

IMPORTANT: When changing the oil, always change the oil filter.

1. Stop engine if in use.

2. Allow sufficient time (approximately 5 minutes) for the oil to drain back into the oil pan.

1. Start engine and run until it reaches normal operating temperatures.

IMPORTANT: Change oil when engine is warm from operation as It flows more freely, carrying away more impurities.

2. Stop engine.

3. Remove dipstick. Wipe clean and reinstall.

Push dipstick all the way into the dipstick tube.

3. Remove drain plug and allow all the oil to drain.

4. Remove dipstick and note the oil level.

4. Remove and discard oil filter and its sealing ring.

5. Oil level must be between the “FULL” and “ADD” marks (figure 2-2).

5. Coat sealing ring on new filter with clean engine oil, and install new filter. Tighten filter securely (following filter manufacturer’s instructions). Do not overtighten.

6. Fill crankcase with oil.

7. Start engine and check for oil leaks.

COOLING SYSTEM 131-160

Figure 2-2

Engine Oil Dipstick (Typical)

6. If the oil level is below the “ADD” mark, proceed to Steps 7 and 8, and reinstall dipstick into the dipstick tube.

7. Remove oil filler cap from the valve rocker arm cover.

8. Add required amount of oil to bring level up to, but not over, the “FULL” mark on dipstick.

CAUTION

CAUTION Alcohol- or methanol-based antifreeze or plain water are not recommended for use in the cooling system at anytime.

Crusader Industrial Power Products recommends that the cooling system be filled with a 50/50 mixture of ethylene glycol antifreeze and water.

Crusader Industrial Power Products can use any type of permanent antifreeze or any brand antifreeze solution that meets GM Specification 1825M or 1899M which will not damage aluminum parts.

Overfilled crankcases (oil level being too high) can cause a fluctuation or drop in oil pressure and rocker arm “clatter” on engines. The overfill condition results in the engine crankshaft splashing and agitating the oil, causing it to foam (become aerated). The aerated oil causes the hydraulic valve lifters to “bleed down.” This, in turn, results in rocker arm “clatter”and loss of engine performance due to the valves not opening properly.

2-2

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Maintenance Checking Coolant Level Do not remove cooling system pressure cap when engine is hot. Allow engine to cool and then remove cap slowly allowing pressure to vent. Hot coolant under pressure may discharge violently.

1. Check coolant level in coolant recovery tank.

Add specified coolant as required.

2. Periodically remove the pressure cap from the filler neck to ensure the coolant recovery system is functioning properly. Coolant must be at the top of the filler neck. If coolant is low, check gasket in cap for damage. Replace if necessary. Inspect coolant recovery system for leaks.

ENGINE COMPRESSION CHECK 1. Disconnect the primary lead from the distributor.

2. Remove all spark plugs.

3. Block the throttle plate and choke plate (if equipped) into the wide-open position.

4. Make sure the battery is fully charged.

5. Starting with the compression gauge at zero, crank the engine through four compression strokes.

6. Make the compression check at each cylinder and record each reading.

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General Information 7. If some cylinders have low compression, inject about one tablespoon (15 ml or about three squirts from a pump-type oil can) of engine oil into the combustion chamber through the spark-plug hole. Recheck compression.

8. Minimum compression recorded in any one cylinder should not be less than 70% of the highest cylinder, and no cylinder should read less than 100 psi (690 kPa). For example, if the highest pressure in any one cylinder is 150 psi (1035 kPa), the lowest allowable pressure for any other cylinder would be 105 psi (725 kPa), since 150 x 70% = 105 (1035 x 70% = 725).

• Normal condition - compression builds up quickly and evenly to the compression specified on each cylinder.

• Piston rings leaking - low compression on first stroke tends to build up on following strokes but does not reach normal.

Improves considerably with addition of oil.

• Valves leaking - low compression on first stroke. Does not tend to build up on following strokes. Does not improve much with addition of oil.

• If two adjacent cylinders have lower than normal compression, and injecting oil into cylinders does not increase the compression, the cause may be a head gasket leak between the cylinders.

2-3

General Information

INDUSTRIAL ENGINE SYSTEMS

SCHEDULED MAINTENANCE CHART

131-168

Figure 2-3

2-4

Maintenance Intervals

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Table of Contents

INDUSTRIAL ENGINE SYSTEMS

TABLE OF CONTENTS Engine Performance ...............................................................................................................................3-1 Engine Starting Problems ......................................................................................................................3-1 Charging System Problems ...................................................................................................................3-2 Instrument Problems ..............................................................................................................................3-2 Engine Noise ...........................................................................................................................................3-3 Oil Pressure Diagnostics .......................................................................................................................3-5 Oil Pressure Problems ...........................................................................................................................3-6 Water In Engine .......................................................................................................................................3-7 Engine Overheating ................................................................................................................................3-8 Vacuum Gauge Diagnostics...................................................................................................................3-9

3-i

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Troubleshooting

TROUBLESHOOTING ENGINE PERFORMANCE Symptom

Cause

1. Poor engine idle.

A. B. C. D. E. F. G. H. I. J. K. L. M. N.

2. Poor engine acceleration.

A. B. C. D. E. F.

Clogged air breather.

Improper idle-fuel mixture adjustment.

Cap or spark-plug wires arcing.

Low grade fuel.

Incorrect ignition timing.

Spark plugs (fouled, burned, cracked porcelain).

Spark plug wires broken or faulty insulation.

Defective coil.

Cracked or dirty distributor cap.

Dirty carburetor.

Leak at intake manifold or carburetor base.

Low compression. (Check for blown head gasket).

Loose or worn distributor.

Head gasket, exhaust manifold, cracked head or valve seat.

Idle mixture screw.

Incorrect ignition timing.

Incorrect distributor advance curve.

Cracked or dirty distributor cap or rotor.

Vacuum leak on the intake manifold or carburetor base.

Spark plugs (fouled, burned, wrong heat range, cracked porcelain).

G. Dirty carburetor.

H. Low compression.

ENGINE STARTING PROBLEMS The following information will help to locate the starting problem: 1. Determine which engine system is causing the problem. To make an engine run, basic components - fuel, spark (ignition) and compression - are required. If all three components are present, the engine should run. If any one of the three is missing, weak or arriving at the wrong time, the engine will not run.

2. Determine if there is fuel present.

3. Check ignition system operation. Using appropriate spark tester, check for spark at coil and at each spark plug. If there is a spark at the spark plug wires, remove the spark plugs and make sure they are the correct type and heat range, and not fouled or burned.

4. Run a compression check on the engine to make sure it is mechanically sound.

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3-1

INDUSTRIAL ENGINE SYSTEMS ENGINE STARTING PROBLEMS (CONTINUED) Symptom 1. No spark.

2. Engine will not crank over.

Cause A. B. C. D. E. F. G. H. A. B. C. D. E.

Distributor cap or spark plug leads arcing.

Spark plugs fouled, burned or cracked porcelain.

Spark plug wires are broken or have faulty insulation.

Battery, electrical connections, damaged wiring.

Ignition switch.

Faulty ignition components.

Cracked or dirty distributor cap.

Shorted tachometer. (Disconnect tachometer and try again).

Battery charge low, damaged wiring or loose electrical connections.

Circuit breaker tripped (if equipped).

Bad ignition switch.

Bad starter solenoid.

Defective starter motor.

CHARGING SYSTEM PROBLEMS Symptom 1. Gauges indicate no battery charge.

2. Noisy alternator.

Cause A. B. C. D. E. A. B. C. D. E.

Loose or broken drive belt.

Loose or corroded electrical connections.

Faulty ammeter or voltmeter.

Battery will not accept charge.

Faulty alternator or regulator.

Loose mounting bolts.

Worn, frayed or loose drive belt.

Loose drive pulley.

Worn or dirty bearings.

Faulty diode trio or stator.

INSTRUMENT PROBLEMS Symptom 1. Malfunctioning instruments or gauges.

3-2

Cause A. B. C. D.

Faulty wiring, loose or corroded terminals.

Bad key switch.

Faulty gauge.

Faulty sender.

IES 131 8/98

Troubleshooting ENGINE NOISE No definite rule or test will positively determine the source of engine noise. Therefore, use the following information only as a general guide to engine noise diagnosis.

1. Use a timing light to determine if noise is timed with engine rpm or one-half engine rpm. Noises timed with engine rpm are related to crankshaft, rods, pistons, piston pins or flywheel. Noises timed to one-half engine rpm are valve-train related.

2. The use of a stethoscope can aid in locating a noise source. However, because noise will travel to other metal parts not involved in the problem, caution must be exercised.

3. If noise is believed to be confined to one particular cylinder, ground the spark plug leads one at a time. If noise lessens noticeably or disappears, it is isolated to that particular cylinder.

4. Try to isolate the noise to location in engine, front to back, top to bottom. This can help determine which components are at fault.

5. Sometimes noises can be caused by moving parts coming in contact with other components.

Examples are: flywheel, crankshaft striking (pan and pan baffle), rocker arm striking valve cover or loose flywheel cover. In many cases, if this is found to be the problem, a complete engine teardown is not necessary.

6. When noise is isolated to a certain area and component, removal and inspection will be required. Refer to proper sections of service manual for pertinent information.

Symptom

Cause

1. Noise around the valve cover area.

A. B. C. D. E.

Rocker arm striking valve cover.

Rocker arm out of adjustment.

Worn rocker arm.

Bent push rod.

Collapsed lifter.

2. Noise around the cylinder area.

A. B. C. D. E. F. G. H.

Sticking valve.

Carbon build-up.

Connecting rod installed wrong.

Bent connecting rod.

Piston.

Piston rings.

Piston pin.

Cylinder worn.

3. Noise around camshaft area (throughout engine).

A. Loss of oil pressure.

B. Valve lifters.

C. Cam bearings.

4. Noise in camshaft area area (front of engine).

A. B. C. D. E.

IES 131 8/98

Camshaft timing gear.

Timing chain.

Fuel pump.

Valve lifter.

Cam bearings.

3-3

INDUSTRIAL ENGINE SYSTEMS ENGINE NOISE (CONTINUED) Symptom

3-4

Cause

5. Noise in camshaft area (center of engine).

A. Valve lifter.

B. Cam bearings.

6. Noise in camshaft area (rear of engine).

A. Distributor gear.

B. Valve lifter.

C. Cam bearings.

7. Noise in crankshaft area (throughout engine).

A. Loss of oil pressure.

B. Main bearings.

C. Rod bearings.

8. Noise in crankshaft area (front of engine).

A. B. C. D.

9. Noise in crankshaft area (center of engine).

A. Crankshaft striking pan or pan baffle.

B. Main bearing.

C. Rod bearing.

Crankshaft timing gear.

Timing chain.

Main bearing.

Rod bearing.

10. Noise in crankshaft area (rear of engine).

A. B. C. D. E.

Loose flywheel cover.

Loose flywheel.

Drive plate.

Main bearing.

Rod bearing.

11. Engine spark knock.

A. B. C. D.

Advanced timing.

Low quality fuel.

Engine running hot.

Carbon deposits in engine.

12. Popping through carburetor.

A. B. C. D. E. F. G.

Wrong ignition timing.

Carburetor set too lean.

Faulty accelerator pump (gasoline).

Vacuum leak.

Valve adjustment.

Valve timing.

Burned or stuck valve.

13. Hissing.

A. B. C. D.

Vacuum leak.

Leaking exhaust (manifolds or pipes).

Loose cylinder heads.

Blown head gasket.

14. Whistle.

A. Vacuum leak.

B. Dry or tight bearing in an accessory.

IES 131 8/98

Troubleshooting ENGINE NOISE (CONTINUED) Symptom

Cause

15. Sparks jumping.

A. Defective high-tension cables.

B. Cracked coil tower.

C. Cracked distributor cap.

16. Squeaks or squeals.

A. Drive belt slipping.

B. Dry or tight bearing in an accessory.

C. Parts rubbing together.

OIL PRESSURE DIAGNOSTICS The following table contains important information for the checking of oil pressure.

Condition

Information

1. Measuring oil pressure.

Use a good automotive oil pressure test gauge. Do not rely on the oil pressure gauge in the instrument panel.

2. Check engine oil level.

Oil level should be between the "ADD" and "FULL" marks.

3. Oil level in crankcase above "FULL" mark.

May cause loss of engine speed, oil pressure gauge fluctuation, drop in oil pressure and hydraulic valve lifter noise at high RPM.

4. Oil level in crankcase at or below “ADD� mark.

Low oil pressure, oil pressure gauge fluctuation, internal below engine noise and/or damage.

5. Change in oil pressure.

This may be a normal condition. Oil pressure may read high in the cooler times of the day and when engine is not up to operating temperature. As the air temperature warms up and the engine is running at normal operating temperature, it is normal for oil pressure to drop off slightly.

6. Low engine oil pressure at idle or high rpm.

With modern engines and engine oils, low oil pressure readings at idle or high rpm do not necessarily mean there is a problem. If valve lifters do not "clatter" (at idle), there is a sufficient volume of oil to lubricate all internal moving parts properly. The reason for the drop in oil pressure is that engine heat causes an expansion of the internal tolerances in the engine and, the oil will thin out somewhat from heat.

7. Engine-to-engine variance. It is not uncommon to see different oil pressure readings between like engines, as long as they fall within specifications. Differences in oil pressure can be attributed to differences in engine tolerances, gauges, wiring, senders, etc.

IES 131 8/98

3-5

INDUSTRIAL ENGINE SYSTEMS OIL PRESSURE PROBLEMS Symptom

Cause

1. Low oil pressure.

A. Low oil level in crankcase.

B. Defective oil-pressure gauge and/or sender.

C. Oil broken down, contains water, wrong viscosity, engine running too hot or too cold, excessive idling with cold water (condensation).

D. Relief valve stuck open, pickup tube restricted, worn parts in oil pump, air leak on suction side of oil pump or pickup tube.

E. Oil passage plugs leaking, cracked or porous cylinder block.

F. Excessive bearing clearance.

2. High oil pressure.

A. B. C. D.

Wrong viscosity, oil full of sludge or tar.

Defective oil pressure gauge and/or sender.

Clogged or restricted oil passage.

Oil pump relief valve stuck closed.

IMPORTANT: Oil pressure slightly higher than normal does not always indicate a problem.

Tolerance stack-up In the engine, oil viscosity or weather conditions could cause high oil pressure.

3. Excessive oil consumption. A. B. C. D. E. F. G. H. I.

Oil leaks.

Oil diluted or of the wrong viscosity.

Oil level too high.

Drain holes in cylinder head plugged causing flooding of valve guides.

Defective valve seals.

Intake manifold gasket leaking, worn valve stem or valve guides.

Defective oil cooler (if so equipped).

Glazed, scuffed, worn, stuck, improperly installed; ring grooves worn; improper break-in; wrong end gap.

Piston out-of-round, scored, tapered, glazed; excessive piston-to-cylinder clearance; cracked piston.

NOTE: Normal consumption is approximately one quart of oil in 3-10 hours of operation at W.O.T.

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IES 131 8/98

Troubleshooting WATER IN ENGINE Determine location of water in engine. This information is necessary to determine where the water came from and how it got into the engine. The most common problems are water on top of pistons and/or water in crankcase oil.

1. After locating the water, remove all the water from the engine by removing all spark plugs and pump cylinders by cranking engine over. Next change oil and filter. Start engine and see if problem can be duplicated. If so, there is more than likely a mechanical problem. If problem cannot be duplicated, it is either an operator error or a problem that exists only under certain environmental conditions.

2. If water is confined to cylinders, it is usually entering through the intake system, exhaust system or head gasket.

3. If the water is confined to crankcase, it is usually caused by a cracked or porous block or condensation.

4. If the water is located in both the cylinders and the crankcase, it is usually caused by water in the cylinders getting past the rings and valves.

5. Checking for rust in the intake manifold or exhaust manifolds is a good idea. Rust in these areas will give clues if the water entered through these areas.

Symptom

Cause

1. Water found on top of the pistons.

A. B. C. D.

2. Water found in the crankcase oil.

A. Water seeping past piston rings or valves.

B. Engine running cold (defective thermostat) condensation.

C. Intake manifold leaking near a water passage.

D. Cracked or porous casting.

IES 131 8/98

Cracked exhaust manifold (water cooled).

Improper manifold-to-elbow gasket installation (water cooled).

Loose cylinder head bolts.

Blown cylinder head gasket. (Check for warped cylinder head or cylinder block).

E. Cracked valve seat.

F. Porous or cracked casting (check engine). causing

3-7

INDUSTRIAL ENGINE SYSTEMS ENGINE OVERHEATING Symptom

Cause

1. Mechanically related.

A. B. C. D. E. F G.

Engine rpm below specification for W.O.T. (engine laboring).

Wrong ignition timing.

Spark plug wires crossed (wrong firing order).

Lean fuel mixture.

Wrong heat range spark plugs.

Exhaust restriction.

Valve timing off caused by a jumped or improperly installed timing chain and/or gears.

H. Blown head gasket(s).

I. Insufficient lubrication to moving parts of engine.

2. Cooling system related.

A. B. C. D. E. F. G. H. I. J. K.

3-8

Loose or broken drive belt.

Water shut-off valve partially or fully closed (if equipped).

Clogged or improperly installed water strainer (if equipped).

Water inlet hose kinked or collapsed.

Water pickup clogged.

Defective thermostat.

Obstruction in cooling system such as casting flash, sand, or rust.

Engine circulating pump defective.

Low coolant level.

Antifreeze not mixed properly.

Heat exchanger cores plugged.

IES 131 8/98

Troubleshooting VACUUM GAUGE DIAGNOSTICS Gauge Reading

Probable Cause

1. Steady reading ranging between 15 to 21 in. at idle rpm.

A. Normal.

2. Extremely low reading but steady at idle rpm.

A. Vacuum leak.

B. Incorrect timing.

3. Fluctuates between high and low at idle rpm.

A. Blown head gasket between two adjacent cylinders.

4. Fluctuates 4 or 5 in. very slowly at idle rpm.

A. Carburetor needs adjustment.

B. Spark plug gap too narrow.

C. Valves are sticking.

5. Fluctuates rapidly at idle rpm and steadies as the rpm is increased.

A. Valve guides are worn.

6. Continuously fluctuates between low and normal reading at regular intervals at idle rpm.

A. Burned or leaking valve.

IES 131 8/98

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INDUSTRIAL ENGINE SYSTEMS

THIS PAGE WAS INTENTIONALLY LEFT BLANK

3-10

IES 131 8/98

Table of Contents

INDUSTRIAL ENGINE SYSTEMS

TABLE OF CONTENTS General Information..................................................................................................................................4-1 Cranking Circuit .......................................................................................................................................4-1 Starter Motor ............................................................................................................................................4-1 Diagnosis .................................................................................................................................................4-1 Starter Motor Noise Diagnosis Chart .......................................................................................................4-2 SD300 Starter Motor .................................................................................................................................4-3 Identification .............................................................................................................................................4-3 Starter Motor Maintenance ......................................................................................................................4-3 Starter Motor Removal.............................................................................................................................4-3 Starter Motor Disassembly.......................................................................................................................4-3 Cleaning and Inspection ..........................................................................................................................4-4 Armature Tests .........................................................................................................................................4-4 Field Coil Tests.........................................................................................................................................4-4 Loose Electrical Connections...................................................................................................................4-5 Starter Motor Assembly ...........................................................................................................................4-6 Starter Motor Adjustments .......................................................................................................................4-6 Starter Motor Installation..........................................................................................................................4-8 Solenoid Removal ....................................................................................................................................4-8 Solenoid Switch Installation .....................................................................................................................4-8 Solenoid Switch Testing ...........................................................................................................................4-8 PG260 Starter Motor .................................................................................................................................4-9 Identification .............................................................................................................................................4-9 Lubrication................................................................................................................................................4-9 Solenoid Replacement .............................................................................................................................4-9 Starter Replacement ..............................................................................................................................4-10 No Load Test..........................................................................................................................................4-10 Starter Motor Disassembly.....................................................................................................................4-11 Cleaning, Inspection, and Testing ..........................................................................................................4-11 Starter Motor Assembly .........................................................................................................................4-13 Checking Pinion Clearance....................................................................................................................4-15 Torque Specifications .............................................................................................................................4-16 General Specifications ...........................................................................................................................4-16

4-i

IES 131 8/99

Starting System

General Information

GENERAL INFORMATION English and Metric Fasteners

CAUTION Late model engines use a combination of English and Metric threaded fasteners. The components effected are starter motor, engine mounts, and flywheel housing mounting. Verify that the proper fasteners are used whenever removing or replacing one of these components.

DIAGNOSIS Before removing any unit in a cranking circuit for repair, the following checks should be made: Battery - Refer to the appropriate service manual to determine battery condition.

Wiring - Inspect wiring for damage. Inspect all connections to the starter motor, solenoid, ignition switch, battery and all ground connections. Clean and tighten all connections as required.

CRANKING CIRCUIT

Starter Solenoid and Ignition Switch - Inspect to determine their condition.

The cranking circuit consists of the battery, starter motor, and ignition switch.

Starter Motor Noise - To correct starter motor noise during starting, use the following procedure:

STARTER MOTOR

1. Refer to Starter Motor Noise Diagnosis Chart in this Section to determine the problem.

Two different starter motors are used on GM engines. The SD300 is a straight drive starter with the pinion driven directly by the armature shaft.

Each starter has pole pieces arranged around the armature that are energized by wound field coils.

2. When starter motor noise diagnosis indicates that the pinion should be closer to the flywheel, check to make sure the proper starter motor was installed. When initial starter motor installation is performed, shim(s) are not used.

The PG260 achieves gear reduction at a ratio of 5:1 through planetary gears. It’s relatively small size and light weight offers improved cranking performance and reduced current requirements.

3. When starter motor noise diagnosis indicates that the pinion should be moved away from the flywheel, add 0.015 inch double shims until noise disappears (do not exceed 0.045 inches).

Solenoid windings are energized when the ignition switch is in the start position. The resulting plunger and shift lever movement causes the pinion to engage the engine flywheel ring gear, the solenoid main contacts to close, and cranking takes place. When the engine starts, the pinion overrunning clutch protects the armature from excessive speed until the ignition switch or engine control switch is released, at the time the plunger return spring causes the pinion to disengage. To prevent excessive overrunning, release the ignition switch or engine control switch from the crank position as soon as the engine starts.

IES 131 8/98

Starter Motor - If the battery, wiring and switches are in satisfactory condition, and the engine is known to be functioning properly, remove the motor and refer to Starter Motor Disassembly, Test and Assembly procedures in the appropriate Section.

Never operate the starter motor more than 30 seconds at a time without pausing to allow it to cool for at least 2 minutes. Overheating, caused by excessive cranking, seriously damages the starer motor.

4-1

General Information

INDUSTRIAL ENGINE SYSTEMS

STARTER MOTOR NOISE DIAGNOSIS CHART

131-075

4-2

IES 131 8/98

Starting System

SD300 Starter

SD300 STARTER MOTOR IDENTIFICATION

STARTER MOTOR DISASSEMBLY

Figure 4-1

Figure 4-2 through 4-4

The starter identification number is stamped into the starter-motor end cap (figure 4-1). Always refer to this number when servicing or ordering parts.

1. Remove solenoid switch and mounting screws (figure 4-2).

22664-008

22664-007

Figure 4-1

Starter Motor I.D. Number

STARTER MOTOR MAINTENANCE The starter motor and solenoid are completely enclosed in the drive housing to prevent entrance of moisture and dirt. Periodic inspection, however, is required as follows:

Figure 4-2

Solenoid Screw Removed

2. Remove screw from solenoid connector.

3. Rotate solenoid housing and remove solenoid and plunger spring.

4. Remove end cap through-bolts, end cap, washer and field frame (figure 4-3).

5. Remove center bearing-plate screws and remove armature from housing (figure 4-4).

1. Inspect terminals for corrosion and loose connections.

6. Slide thrust collar off armature shaft.

2. Inspect wiring for frayed and worn insulation.

8. Remove snap ring, retaining collar, clutch assembly and bearing plate.

3. Check the mounting bolts for tightness.

7. Drive retainer ring collar toward armature.

STARTER MOTOR REMOVAL WARNING Disconnect battery cables at battery before removing starter.

1. Disconnect battery cables from battery.

2. Disconnect wires from starter solenoid terminals.

3. Remove starter mounting nuts.

4. Pull starter assembly away from flywheel and remove it from engine.

IES 131 8/98

22664-009

Figure 4-3

End Frame Removal 4-3

INDUSTRIAL ENGINE SYSTEMS

SD300 Starter

6. Check fit of bushing in commutator end cap. If bushing is damaged or worn excessively, replace end cap assembly. Apply SAE 20 oil to bushing before reassembly. Avoid excessive lubrication.

7. Inspect armature commutator. If rough or outof-round, turn down and undercut. Inspect points where armature conductors join commutator bars for good, firm connection.

Burned commutator bar usually is evidence of poor connection.

ARMATURE TESTS 22664-010

Figure 4-4

Bearing Plate and Armature

CLEANING AND INSPECTION With the starter motor completely disassembled, except for removal of field coils, component parts should be cleaned and inspected. Field coils should be removed only when defects are indicated by tests. Defective parts should be replaced or repaired.

1. Clean all starter motor parts. Do not use dissolving agents for cleaning overrunning clutch, armature and field coils. Such a solvent would dissolve grease packed in clutch mechanism and damage armature and fieldcoil insulation.

2. Test overrunning clutch action. Pinion should turn freely in overrunning direction and must not slip in cranking direction. Check pinion teeth. Check spring for tension and drive collar for wear. Replace if necessary.

3. Check that brush holders are not damaged or bent and will hold brushes against commutator.

4. Check brushes. Replace if pitted or worn to one-half their original length (5/16 in. [8 mm] or less).

5. Check fit of armature shaft in bushing of drive housing. Shaft should fit snugly. Replace bushing if worn. Apply SAE 20 oil to bushing before reassembly. Avoid excessive lubrication.

Figure 4-5 Test For Short Circuits Check armature for short circuits by placing on growler and holding hacksaw blade over armature core while rotating armature (figure 4-5). If saw blade vibrates, armature is shorted. After cleaning between commutator bars, recheck. If saw blade still vibrates, replace armature.

Test For Grounded Circuit 1. With continuity meter, place one lead on armature core or shaft and other lead on commutator.

2. If meter needle moves, armature is grounded and must be replaced.

FIELD COIL TESTS Figures 4-6 and 4-7 Test For Open Circuit 1. With continuity meter, place one lead on each end of field coils (insulated brush and field connector bar) (figure 4-6).

2. If meter does not move, field coils are open and must be replaced.

Test For Ground IMPORTANT: Be sure that positive brushes and leads do not contact field frame assembly during test, or false reading will result.

1. With continuity meter, place one lead on field connector bar and other lead on grounded brush (figure 4-7).

2. If meter needle moves, field coils are grounded and must be replaced.

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IES 131 8/98

Starting System

SD300 Starter

600-036

Figure 4-5

Testing Armature for Short Circuits

22664-012

Figure 4-7

Testing Field Coil for Grounded Circuit

LOOSE ELECTRICAL CONNECTIONS If an open soldered connection of armature-tocommutator leads is found during inspection, resolder it with resin flux.

IMPORTANT: Never use acid flux on electrical connections.

Turning the Commutator When inspection shows commutator roughness, clean as follows: 1. Turn down commutator in a lathe until thoroughly cleaned.

2. Recheck armature for shorts as outlined.

22664-011

Figure 4-6

IES 131 8/98

Testing Field Coils for Circuit

4-5

SD300 Starter

INDUSTRIAL ENGINE SYSTEMS

STARTER MOTOR ASSEMBLY Figure 4-8 After all parts are thoroughly tested and inspected, and worn or damaged parts replaced, reassemble starter as follows: 1. Assemble brushes and related parts to field frame as follows: A. Assemble brushes to brush holders.

Attach ground wire to grounded brush and field lead wire to insulated brush.

B. Assemble insulated and grounded brush holders together with V-spring. Position as a unit and install support pin. Push holders and spring to bottom of support and rotate spring to engage center of Vspring in slot of support.

2. Assemble overrunning clutch assembly to armature shaft as follows (figure 4-8): A. Lubricate drive end of armature shaft with SAE 10 oil.

B. Install bearing plate, washer and clutch assembly onto armature shaft with pinion outward.

C. Slide retaining collar onto shaft with cupped surface facing end of shaft away from pinion.

D. Drive snap ring onto shaft and slide down into groove.

E. Assemble the thrust collar on shaft with shoulder next to snap ring.

F. Place thrust collar and retaining collar next to snap ring. Using two pliers, squeeze both until snap ring is forced into retainer.

3. Place four or five drops of light engine oil in drive housing bushing. Slide armature and clutch assembly into place while engaging shift lever with clutch. Install center bearing attaching screws and tighten securely.

4. Position field frame over armature. Carefully apply liquid neoprene between frame and drive housing. Use caution to prevent damage to brushes.

5. Place four or five drops of light engine oil in bushing in commutator end frame. Place washer and commutator end-frame onto shaft.

4-6

22664-013

Figure 4-8

Assembling Overrunning Clutch to Armature

6. Install through-bolts and tighten securely.

7. Install solenoid return spring on plunger.

8. Position solenoid assembly to starter motor end-frame and turn solenoid to engage flange in slot.

9. Install screws which hold solenoid assembly to end frame and tighten securely.

10. Install field coil screw and tighten securely.

STARTER MOTOR ADJUSTMENTS Figures 4-9 through 4-11 Pinion Clearance Pinion clearance must be checked as follows after reassembly of motor to insure proper adjustment: 1. Disconnect motor field coil connection from solenoid motor terminal and insulate it carefully (figure 4-9).

2. Connect 12-volt battery from solenoid switch terminal to solenoid frame.

IES 131 8/98

Starting System

SD300 Starter

22664-014

Figure 4-9

Disconnecting Field Coil From Solenoid Strap

3. Momentarily touch a jumper lead from solenoid motor terminal to starter motor frame (figure 410). This shifts pinion into cranking position where it will remain until battery is disconnected.

4. Push pinion back toward commutator end to eliminate slack (figure 4-11).

22664-015

Figure 4-10 Shifting Starter Pinion to Check Clearance

5. Use feeler gages to check clearance between end of pinion and pinion stop retainer. Clearance should be 0.25 to 4.06 mm (0.010 to 0.160 in.).

6. Disconnect negative (ground) lead from motor housing (drive pinion will retract into drive end housing), then disconnect positive lead from “S� terminal.

7. When clearance is outside specifications, recheck motor for proper assembly and for worn or damaged parts in shift mechanism and drive assembly. Replace worn parts.

22664-016

Figure 4-11 Checking Starter Pinion Clearance

IES 131 8/98

4-7

INDUSTRIAL ENGINE SYSTEMS

SD300 Starter

STARTER MOTOR INSTALLATION 1. Place starter motor and solenoid assembly in position and install attaching nuts. Torque to specifications.

2. Fasten wires as outlined in wiring diagram.

SOLENOID SWITCH TESTING Figure 4-13 1. Using continuity meter, connect test leads as shown in figure 4-13, and connect 12-volt battery with jumper leads.

2. If no meter movement is present, replace solenoid.

SOLENOID REMOVAL Figure 4-12 1. Disconnect battery cables from battery.

2. Disconnect wires from solenoid terminals.

3. Remove screw from field coil connector and solenoid attaching screws (figure 4-12).

4. Twist solenoid to disengage tab and remove.

600-039

22664-017

Figure 4-13 Testing Standard Solenoid, Four Connection Type

Figure 4-12 Field Coil-to-Solenoid Strap Removal

SOLENOID SWITCH INSTALLATION 1. Place plunger spring over plunger. Install solenoid onto plunger.

2. Twist solenoid to engage lock tab.

3. Install attaching screws and tighten securely.

4. Install field coil connector screw and tighten securely.

5. Connect solenoid wires and battery cables.

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IES 131 8/98

Starting System

PG260 Starter

PG260 STARTER MOTOR IDENTIFICATION

LUBRICATION

Figure 4-14

Starter motors do not require lubrication except during overhaul.

The PG260 starter motor can easily be identified by the 3 Torx® bolts that retain the solenoid to the drive end housing. The starter motor features small permanent magnets mounted inside the field frame.

A permanent magnet motor is about half the weight and size of a field coil motor having the same cranking performance. The drive housing encloses the shift lever, the shift lever mechanism, and the solenoid plunger to protect them from exposure to dirt, icing conditions, and splash.

SOLENOID REPLACEMENT When a “no crank and no sound” starter conditions exists, check solenoid before disassembling starter. Solenoid can be checked without removal.

Refer to “Cleaning, Inspection and Testing” in this Section. Solenoid can be serviced separately from the drive and housing. Refer to Starter Motor Disassembly and Starter Motor Assembly in this Section.

7226-200-001A

Figure 4-14 Cross Section of PG260 Starter Motor IES 131 8/98

4-9

PG260 Starter

STARTER REPLACEMENT Remove or Disconnect 1. Negative battery cable.

2. Bolts to flywheel inspection cover.

3. Starter wiring.

4. Flywheel inspection cover.

5. Starter mounting bolts.

6. Starter.

Install or Connect NOTICE: Before installing starter motor to engine, tighten inner nuts on solenoid terminals to be sure they are secure in cap. Tighten inner nuts on battery terminal and motor terminal to 10 N•m (88 lb. in.). If nuts are not properly tightened, starter may fail later due to terminal or cap damage.

1. Starter.

2. Starter mounting bolts.

Tighten • Bolts to 30 N•m (22 lb. ft).

INDUSTRIAL ENGINE SYSTEMS Make connections as shown in figure 4-15. Close the switch and compare RPM, current and voltage readings with the specifications.

If the specified current draw does not include the solenoid, deduct from the armature reading the specified current draw of the solenoid hold-in winding. Make disconnections only with the switch open. Use the test results as follows: 1. Rated current draw and no-load speed indicates normal condition of the starter motor.

2. Low free speed and high current draw indicates: • Too much friction - tight, dirty or worn bearings, bent armature shaft allowing armature to drag.

• Grounded armature. This can be further checked on a growler after disassembly.

3. Failure to operate with high current draw indicates: • A direct ground in the terminal.

• “Frozen” bearings.

3. Starter wiring.

Tighten • Nut on solenoid battery terminal to 8 N•m (71 lb. in.).

• Nut on “S” terminal to 3 N•m (26 lb. in.).

4. Flywheel inspection cover.

Tighten • Bolts to 7 N•m (62 lb. in.).

5. Negative battery cable.

Tighten • Cable bolt to 15 N•m (11 lb. ft.).

NO LOAD TEST Figure 4-15 With the starter motor removed from the engine, the pinion should be checked for freedom of rotation by turning it on the shaft. The armature should be checked for freedom of rotation by prying the pinion with a screwdriver. If the armature does not turn freely, The motor should be disassembled immediately. However, if the armature does rotate freely, the motor should be given a no-load test before disassembly.

4-10

131-162

Figure 4-15 No Load Test (Typical)

IES 131 8/98

Starting System 4. Failure to operate with no current draw indicates: • Open brush circuit. This can be checked after disassembly by inspecting internal connections and tracing circuit with a test lamp.

• Open armature coils. Inspect the commutator for badly burned bars after disassembly.

• Broken brush springs, worn brushes, high insulation between the commutator bars or other causes which would prevent good contact between the brushes and commutator.

5. Low no-load speed and low current draw indicates: • High internal resistance due to poor connections, defective leads, dirty commutator and causes listed under number 4.

6. High free speed and high current draw may indicate shorted armature, Check for shorted armature using a growler.

STARTER MOTOR DISASSEMBLY Figure 4-16 Refer to “Specifications” in this section for application.

Remove or Disconnect 1. Lead from solenoid terminal.

2. Solenoid retaining bolts.

3. Through bolts.

4. Screws and commutator end frame from motor assembly (brush assembly and bearing remain on armature).

CAUTION Magnets in frame have strong attraction to metal parts. Keep fingers clear of pinch points to avoid personal injury.

5. Armature from field frame.

6. Frame and shield from drive end housing assembly.

7. Use J 28509-A or equivalent to pull bearing from armature. The bearing is press fit over shaft.

IES 131 8/98

PG260 Starter NOTICE: Before removing, lift each brush spring and rest against side of brush; this prevents brush damage when assembly is pulled off of commutator.

If springs are allowed to push brushes down when brush is moved off of commutator, the brush pigtail lead may be separated from the brush.

8. Slightly separate gear and drive assembly from drive end frame and use screwdriver to pry “plastic” shift lever off drive pins.

9. Gear and drive from drive end frame.

10. Thrust collar from armature shaft, then slide deep socket over shaft, tap socket to drive pinion stop collar off retainer ring.

11. Retainer ring and drive from shaft.

CLEANING, INSPECTION, AND TESTING Figures 4-17 and 4-18 Inspect 1. Clean all starting motor parts, but DO NOT USE GREASE DISSOLVING SOLVENTS FOR CLEANING THE OVERRUNNING CLUTCH OR ARMATURE because solvents dissolve the grease packed in the clutch and damage armature insulation.

2. Test drive assembly action. The pinion should turn freely in the overrunning direction. Check pinion teeth to see that they have not been chipped, cracked, or excessively worn.

Replace assembly when necessary. Badly chipped pinion teeth can indicate chipped ring gear teeth, which should be replaced when necessary.

3. The roll type drive assembly acquires no lubrication; however. the drive assembly should be wiped clean. Do not clean in degreasing tank, or with grease dissolving solvents; this dissolves the lubricant in the drive mechanism.

4. Armature commutator. When commutator is dirty, clean with 400 grit polishing cloth. When commutator is rough, the armature should be replaced. Do not undercut or turn commutators. Inspect the points where the armature conductors join the commutator bars to make sure they have a good connection. A burned commutator bar is usually evidence of a poor connection.

4-11

INDUSTRIAL ENGINE SYSTEMS

PG260 Starter

131-153

Figure 4-16 PG260 Starter Motor (Disassembled)

131-155

600-036

Figure 4-17 Testing Armature for Short Circuits 4-12

Figure 4-18 Testing Solenoid Windings IES 131 8/98

Starting System 5. Brushes and brush holders. When brushes are excessively worn when compared to a new brush they should be replaced. Make sure the brush holders are clean and the brushes are not binding in the holders. The full brush surface should ride on the commutator to give proper performance. Check to insure that brush springs are giving firm contact between the brushes and commutator. When the springs are distorted or discolored, they should be replaced.

6. When test equipment is available: • Check the armature for short circuits by placing on growler, and holding hack saw blade over armature core while armature is rotated (figure 4-17). If saw blade vibrates, armature is shorted. Clean between the commutator bars and recheck armature for short circuits. If saw blade still vibrates, replace the armature.

• Using a self-powered test lamp, place one lead on the commutator and the other lead on the armature core or shaft. If the lamp lights, the armature is grounded and must be repaired or replaced.

PG260 Starter • Current draw readings that are under specifications indicate excessive resistance. A zero indicates an open. Check/repair connections when possible, otherwise replace starter solenoid.

• The starter solenoid and drive end housing are serviced as an assembly.

STARTER MOTOR ASSEMBLY Figures 4-16, 4-19 through 4-21 Assemble 1. Lubricate inner gear teeth and bearing, planetary gears, and armature shaft gear teeth lightly with lubricant. Refer to figure 4-19.

2. Inner gear and drive over armature shaft with pinion away from armature.

3. Pinion stop collar onto armature shaft.

4. New pinion stop retainer ring into groove on shaft. Do not reuse old ring.

5. Thrust collar to end of shaft with small flange toward retainer ring. Use pliers as shown in figure 4-20 to snap pinion stop collar over retainer ring.

7. Check solenoid windings: • To check hold-in winding, connect an ammeter and switch in series with a 12-volt battery and the “switch” terminal on the solenoid. Connect a voltmeter to the “S” terminal and to ground. Connect carbon pile across battery. Adust the voltage to 10 volts and note the ammeter reading. Refer to figure 4-18.

• PG260 starter motor reading should be 10 to 20 amperes. To check both windings, connect as for previous test. Ground the solenoid motor terminal “S.” Adjust the voltage to 10 Volts and note the ammeter reading. It should be 60 to 85 amperes for PG260 motors.

• Current draw readings that are over specifications indicate shorted turns or a ground in the solenoid windings. Replace the starter solenoid.

131-158

Figure 4-19 Armature and Drive Assembly

IES 131 8/98

4-13

INDUSTRIAL ENGINE SYSTEMS

PG260 Starter

6. Drive and shaft assembly into drive end housing. Use a screwdriver to gently guide shift lever over shift collar pins on drive assembly.

CAUTION Field frame magnets have strong attraction to armature. Keep fingers clear of pinch points to avoid personal injury.

7. Shield, field frame and armature to drive end housing.

Inspect • Brushes. When damaged or excessively worn, replace brush holder assembly.

131-156

Figure 4-20 Installing Retainer, Washer and Ring Inspect Drive end housing bearing and armature commutator end bearing. When dry, the armature commutator end bearing may be lightly lubricated with lubricant. Bearing in drive end housing is a roller type bearing and is permanently lubricated. DO NOT ADD LUBRICANT. If dry, replace the drive end housing bearing using a small bearing puller; recessed 0.25 mm (0.01 in.) into casting (figure 421). Replace bearings when damaged.

8. Brush holder assembly onto armature.

9. Commutator end frame to brush assembly using screws.

Tighten • Screws to 6.5 N•m (60 lb. in.).

10. Through-bolts.

Tighten • Through-bolts to 8.5 N•m (75 lb. in.).

Measure • Pinion clearance, refer to "Checking Pinion Clearance" in this Section.

NOTICE: Before attaching field lead, be sure solenoid terminal is secure by tightening nut next to cap.

If this nut is not tight, the cap may be damaged during installation of the field lead and cause starter to fail later.

Tighten • Nut on solenoid field terminal to 8 N•m (71 lb. in.).

11. Solenoid.

12. Field lead to solenoid terminal.

Tighten • Attaching nut to 8 N•m (71 lb. in.).

131-157

Figure 4-21 Drive End Housing Bearing

4-14

IES 131 8/98

Starting System CHECKING PINION CLEARANCE Figure 4-22

CAUTION

PG260 Starter 4. Momentarily ground solenoid terminal “S” to motor housing. This energizes the solenoid pull-in coil and causes the drive pinion to move into cranking position. The drive pinion will stay in this position when momentary ground is removed.

Keep fingers, tools, and other objects away from opening in drive end housing while making electrical connections during this procedure. The strong shifting action of the solenoid could cause personal Injury or damage as the drive pinion moves into cranking position.

5. Press on clutch just enough to take up any free pinion movement on the shaft as shown in figure 4-22. Use feeler gages to check clearance between end of pinion and pinion stop retainer. Clearance should be 0.25 to 4.06 mm (0.010 to 0.160 in).

1. Secure starter motor in vise or equivalent fixture so that opening in drive end housing is accessible for measurement.

6. Disconnect negative (ground) lead from motor housing (drive pinion will retract into drive end housing), then disconnect positive lead from “S” terminal.

2. Assure that field lead is disconnected and insulated from solenoid terminal.

3. Connect positive lead from a 12-volt power source to the solenoid “S” terminal. Connect negative lead from power source to clean ground on motor housing. This energizes hold-in coil.

7. When clearance is outside specifications, recheck motor for proper assembly and for worn or damaged parts in shift mechanism and drive assembly. Replace worn parts.

131-163

Figure 4-22 Checking Pinion Clearance

IES 131 8/98

4-15

INDUSTRIAL ENGINE SYSTEMS

PG260 Starter

TORQUE SPECIFICATIONS English and Metric Fasteners

CAUTION Late model engines use a combination of English and Metric threaded fasteners. The components effected are starter motor, engine mounts, and flywheel housing mounting. Verify that the proper fasteners are used whenever removing or replacing one of these components.

Mounting Fasteners Starter Mounting Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 - 45 N•m (26 - 33 lb. ft.)

Flywheel Inspection Cover Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 N•m (11 lb. ft.)

Solenoid “B” Terminal Nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.5 N•m (84 lb. in.)

Solenoid “S” Terminal Nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 N•m (20 lb. in.)

Solenoid “R” Terminal Nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 N•m (20 lb. in.)

Motor Fasteners Solenoid Screws . . . . . . .

Brush Screws . . . . . . . . .

Through Bolts . . . . . . . . .

Solenoid “M” Terminal Nut

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......................... ......................... ......................... .........................

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4.5 3.4 6.4 6.2

N•m N•m N•m N•m

(40 (30 (57 (55

lb. lb. lb. lb.

in.) in.) in.) in.)

GENERAL SPECIFICATIONS Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PG260 No Load Test at 11.5 Volts – Current Draw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 - 120 Amps Pinion Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,900 - 3,400 RPM Solenoid Hold-in Windings at 11.5 Volts – Current Draw. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 15 Amps Both Windings at 11.5 Volts – Current Draw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 - 50 Amps

4-16

IES 131 8/98

Table of Contents

INDUSTRIAL ENGINE SYSTEMS

TABLE OF CONTENTS General Information..................................................................................................................................5-1 Mando Alternator ......................................................................................................................................5-3 Precautions for Testing Alternator............................................................................................................5-3 Preparing to Check Alternator .................................................................................................................5-3 Test Output Circuit ...................................................................................................................................5-4 Test Excitation Circuit...............................................................................................................................5-4 Test Alternator Current Output .................................................................................................................5-5 Test Voltage Regulator.............................................................................................................................5-6 Remove Alternator ...................................................................................................................................5-6 Disassemble Alternator ............................................................................................................................5-7 Clean and Test Alternator Components...................................................................................................5-9 Assemble Alternator...............................................................................................................................5-12 Install Alternator .....................................................................................................................................5-14 Adjust Alternator Belt .............................................................................................................................5-14

5-i

IES 131 8/99

Charging System

General Information

GENERAL INFORMATION This alternator employs a rotor which is supported between two end frames by ball bearings. The alternator is driven by the crankshaft by means of a V-belt and two pulleys at approximately twice the engine speed. The rotor contains a field winding that is enclosed between two multiple-finger pole pieces. The ends of the field winding are connected to two slip rings which are in continuous sliding contact with two brushes mounted in the rear endframe. The current flowing through the field winding creates a magnetic field that causes the adjacent fingers of the pole pieces to become alternate north and south magnetic poles.

A 3-phase stator is mounted directly over the rotor pole pieces and between the two end frames. It consists of three windings arranged at 120° electrically out-of-phase on the inside of a laminated core.

The windings are all connected together on one end, while the other ends are connected to a fullwave rectifier bridge.

The rectifier bridge contains six diodes which are arranged to allow current to flow from ground, through the stator and to the output terminal, but not in the opposite direction.

When current is supplied to the rotor field winding, and the rotor is turned, the movement of the magnetic fields induces an alternating current into the stator windings. The rectifier bridge then changes this alternating current to direct current which appears at the output terminal. A diode trio also is connected to the rotor windings to supply current to the regulator and the rotor field windings during operation.

IES 131 8/98

Voltage output of the alternator is controlled by regulating the current supplied to the rotor field windings. This is accomplished by a transistorized voltage regulator that senses the voltage at the battery and regulates the field current to maintain the alternator voltage within prescribed limits for properly charging the battery. The current output of the alternator does not require regulation, as maximum current output is self-limited by the design of the alternator. As long as the voltage is regulated within the prescribed limits, the alternator cannot produce excessive current. A cutout relay in the voltage regulator is not required either, as the rectifier diodes, which allow current to flow in one direction only, prevent the battery from discharging back through the stator.

Due to the lack of residual magnetism in the rotor pole pieces, a small amount of current must be supplied to the rotor field to initially start the alternator charging. This is accomplished by means of an excitation, circuit in the regulator which is connected to the ignition switch. Once the alternator begins to produce output, the field is then supplied solely by the diode trio.

The alternator is also equipped with a fan, mounted on the rotor shaft, which induces airflow through the alternator to remove the heat created by the rectifier and stator. A capacitor is utilized to protect the rectifier system from high voltages and to suppress radio noise.

5-1

General Information

INDUSTRIAL ENGINE SYSTEMS

THIS PAGE WAS INTENTIONALLY LEFT BLANK

5-2

IES 131 8/98

Charging System

Mando Alternator

MANDO ALTERNATOR PRECAUTIONS FOR TESTING ALTERNATOR

WARNING Keep fingers, clothing, etc. from alternator belts, fan and pulley; severe bodily harm can occur.

PREPARING TO CHECK ALTERNATOR Figure 5-2 Before you start alternator tests, check these items:

22664-086

Figure 5-1

Alternator Assembly

CAUTION 1. DO NOT attempt to polarize the alternator.

2. DO NOT short across or ground any of the terminals on the alternator, except as specifically instructed in the “Troubleshooting Tests.”

3. NEVER disconnect the alternator output lead or battery cables when the alternator is driven by the engine.

4. NEVER disconnect regulator lead from alternator regulator terminal when the alternator is being driven by the engine.

5. ALWAYS remove negative (-) battery cable from battery before working on alternator system.

1. If problem is an undercharged battery, check to ensure that undercharged condition has not been caused by excessive accessory current draw or by accessories which have accidentally been left on. Also, check that undercharged condition has not been caused by running engine at too low a speed for extended periods of time.

2. Check physical condition and state of charge of battery, as outlined under “Battery Hydrometer Test”' in this chapter. Battery MUST BE fully charged to obtain valid results in the following tests. If not, charge battery before testing system.

3. Inspect entire alternator system wiring for defects. Check all connections for tightness and cleanliness (figure 5-2), particularly battery cable clamps and battery terminals.

4. Check alternator drive belt for excessive wear, cracks, fraying and glazed surfaces, and replace, if necessary. Also, check drive belt tension and adjust, if necessary, as outlined under “Adjust Alternator Belt” in this Section.

6. When installing battery, BE SURE to connect the negative (-) (grounded) battery cable to the negative (-) battery terminal and the positive (+) battery cable to the positive (+) battery terminal.

7. If a charger or booster battery is to be used, BE SURE to connect it in parallel with existing battery (positive to positive; negative to negative.

131-050

Figure 5-2 IES 131 8/98

Alternator Wiring Connections 5-3

INDUSTRIAL ENGINE SYSTEMS

Mando Alternator

TEST OUTPUT CIRCUIT Figure 5-3 1. Connect positive voltmeter lead to alternator output terminal and negative lead to ground terminal on alternator (figure 5-3).

2. Wiggle engine wiring harness while observing voltmeter. Meter should indicate approximate battery voltage and should not vary. If no reading is obtained, or if reading varies, check alternator-output circuit for loose or dirty connections or damaged wiring.

4. If reading is between 6.0 and 7.0 volts, rotor field circuit probably is open. Remove regulator and inspect for worn brushes or dirty slip rings. Replace brushes if less than 6.6 mm (0.260 in.) long. If brushes and slip rings are in good condition, disassemble alternator and test rotor, as outlined under “Clean and Test Alternator Components” in this chapter.

5. If no reading is obtained, an open exists in alternator excitation lead or in excitation circuit of regulator. Disconnect yellow lead from regulator. Connect positive voltmeter lead to yellow lead and negative voltmeter lead to ground. If voltmeter now indicates approximate battery voltage, voltage regulator is defective and must be replaced (figure 5-5). If no voltage is indicated, check excitation circuit for loose or dirty connections or damaged wiring.

22664-088

Figure 5-3

Testing Alternator Output Circuit

TEST EXCITATION CIRCUIT Figures 5-4 and 5-5 1. Connect positive (+) voltmeter lead to excitation terminal on alternator and negative (-) lead to ground terminal on alternator.

22664-089

Figure 5-4

Testing Exciter Circuit

2. Turn ignition switch to “ON” position and note voltmeter reading. Reading should be 1.3 to 2.5 volts (figure 5-4).

3. If reading is between 0.75 and 1.1 volts, field circuit probably is shorted or grounded. Disassemble alternator and test rotor as outlined under “Clean and Test Alternator Components” in this chapter.

5-4

IES 131 8/98

Charging System

Mando Alternator 5. Turn off accessories and reinstall coil hightension lead. Start engine and adjust engine speed to 1500-2000 rpm. Quickly observe ammeter. Reading should be at least 30 amps (figure 5-6).

6. If reading is low, stop engine and connect a jumper lead between alternator output terminal and indicator light terminal (figure 5-7).

Repeat Steps 4 and 5.

7. If reading is now within specifications, diode trio is faulty. Disassemble alternator and replace diode trio, as explained in this chapter.

8. If reading is still to low with jumper lead connected, perform Voltage Regulator Test to determine if fault is in regulator or alternator.

22664-090

Figure 5-5

Testing Exciter Lead

TEST ALTERNATOR CURRENT OUTPUT Figures 5-6 and 5-7 Perform this test to check if alternator is capable of producing rated current output, using a 0-55 amp DC ammeter.

1. Disconnect negative (-) battery cable from battery.

2. Disconnect orange lead from alternator output terminal and connect ammeter in series between lead and output terminal. Connect positive side of ammeter toward output terminal.

3. Reconnect negative battery cable.

4. Remove coil high-tension lead from distributor cap tower and ground it to block. Turn on all accessories and crank engine over with starter motor for 15-20 seconds.

IES 131 8/98

22664-091

Figure 5-6

Alternator Output Test 1

5-5

INDUSTRIAL ENGINE SYSTEMS

Mando Alternator

3. If reading is high, check for a loose or dirty regulator ground lead connection. If connection is good, voltage regulator is faulty and must be replaced. Be sure to disconnect battery cables before attempting to remove regulator.

4. If reading is low: A. Stop the engine.

B. Remove Phillips cover screw from regulator cover (figure 5-9).

C. Remove nut from output terminal and nut from sensing terminal, and remove jumper (A).

D. Remove another nut from sensing terminal and nut from excitation terminal.

E. Remove regulator cover.

F. Temporarily install jumper (A) and all associated nuts. Leave jumper (B) installed.

G. Remove plastic plug from side of regulator.

H. Connect a jumper between top brush lead from brush and ground (figure 5-10).

I. Repeat steps 1 and 2.

22662-092

Figure 5-7

Alternator Output Test 2

TEST VOLTAGE REGULATOR Figure 5-8 through 5-10 Perform this test to determine if voltage regulator is operating correctly, using a 0-20 volt DC voltmeter.

IMPORTANT: Battery MUST BE fully charged, 1.265 or above specific gravity, to obtain proper voltage reading in this test. If necessary, charge battery with a battery charger or allow engine to run a sufficient length of time to fully charge battery before taking reading.

1. Connect positive (+) voltmeter lead to positive battery terminal and negative (-) voltmeter lead to negative terminal (figure 5-8).

2. Start engine and run at fast idle until engine reaches normal operating temperature. Adjust engine speed to 1,500-2,000 rpm and observe voltmeter for highest reading. Reading should be between 13.7 and 14.7 volts.

5-6

NOTICE: DO NOT let voltage exceed 16 volts.

J. If a voltmeter reading of 14.5 volts or above is now obtained, voltage regulator is faulty and must be replaced. If voltmeter reading is below 14.5 volts, inspect brushes and slip rings for wear, dirt or damage. If brushes and slip rings are good, alternator is faulty internally. Disassemble alternator and test components, as outlined in this chapter.

REMOVE ALTERNATOR 1. Disconnect negative (-) battery ground cable.

2. Disconnect wiring leads.

3. Loosen screws. Holding alternator, rotate alternator towards engine and lift belt off the pulley.

4. Remove screws and washers to remove alternator.

IES 131 8/98

Charging System

Mando Alternator

22662-093

Figure 5-8

System Voltage Check

22662-095

Figure 5-10 End View of Regulator with Cover Removed

DISASSEMBLE ALTERNATOR Figures 5-11 through 5-17 1. Remove terminal nuts to remove jumper.

2. Remove remaining terminal nuts.

3. Remove capacitor.

4. Remove Phillips screw from regulator cover.

5. Remove brush/regulator assembly cover.

6. Remove nut from terminal.

7. Remove jumper.

8. Remove terminal insulators.

9. Remove two Phillips screws and remove brush/regulator assembly.

22662-094

Figure 5-9

Regulator Cover Removed

10. Place an oversized V-belt around pulley and fasten pulley in a vise (figure 5-12).

11. Use a 7/8� box wrench to loosen and remove pulley nut.

12. Remove the pulley nut, lockwasher, pulley, fan, and spacer (figure 5-13).

IES 131 8/98

5-7

INDUSTRIAL ENGINE SYSTEMS

Mando Alternator

13. Remove four through-bolts and carefully pry the front housing away from the rear housing using two screwdrivers (figure 5-14).

14. Carefully push the rotor assembly out of the front housing and rear housing (figure 5-15).

NOTICE: If bearing is removed from housing, a new bearing must be installed.

15. After removing the three bearing locking screws, carefully press the front bearing from the housing. Press against the inner race of the bearing as shown (figure 5-16).

16. Remove rectifier assembly by removing Phillips screw and lifting out assembly (figure 5-17).

22662-097

Figure 5-11 Alternator Disassembly

22662-099

Figure 5-13 Pulley and Fan Components

22662-098

Figure 5-12 Pulley Removal NOTICE: Score the stator, front and rear housings so the unit may be reassembled correctly.

22662-100

CAUTION

Figure 5-14 Housing and Stator Removal

DO NOT insert screwdriver blades more than 1.6 mm (0.0625 in.). Damage to the stator winding could result from deeper penetration.

5-8

IES 131 8/98

Charging System

Mando Alternator

CLEAN AND TEST ALTERNATOR COMPONENTS Figures 5-18 through 5-24 1. Inspect and test brush/regulator assembly.

Brush set may be reused if brushes are 6.6 mm (0.260 in.) or longer. Brushes must not be oil soaked, cracked or grooved.

Test for continuity between 1 and 2, and 3 and 4 using a test lamp or an ohmmeter (figure 518). These checks will indicate a good brush/regulator assembly; replace complete assembly, if necessary.

22662-101

Figure 5-15 Rotor Removal

22662-105

Figure 5-18 Testing Brush/Regulator Assembly 22662-103

Figure 5-16 Front Housing Bearing Removal

2. Inspect and test diode-trio assembly (figure 519).

A. Using a commercial diode tester, a 12-volt DC test lamp or an ohmmeter, check the resistance between each of the three diode terminals and the indicator light stud as shown.

B. Reverse the tester leads and repeat the resistance checks.

22662-104

Figure 5-17 Rectifier Removal

22662-106

Figure 5-19 Diode Trio Assembly

IES 131 8/98

5-9

INDUSTRIAL ENGINE SYSTEMS

Mando Alternator C. A very low resistance should be indicated in one direction and a very high resistance should be indicated in the other direction if the diodes are normal.

D. If any diode appears to be defective, replace the complete assembly. Do not attempt to replace an individual diode.

3. Test diode-rectifier bridge as follows: A. Using a commercial diode tester, check for continuity from each of three terminals to output terminal (figure 5-20).

5. Clean and inspect rotor shaft bearings (figure 5-21):

NOTICE: DO NOT use a solvent on rear rotor bearing since it is serviced as a unit with the rotor.

A. Bearings should be wiped clean with a lintfree cloth containing a moderate amount of commercial solvent. Do not immerse a bearing in solvent, or use pressurized solvent or air.

B. Check the bearings for obvious damage, looseness or rough rotation. Replace a bearing if any doubt exists as to its condition.

NOTICE: If the rear rotor bearing needs replacement, replace the entire rotor.

22662-107

6. Inspect the belt pulley for rough or badly worn belt grooves or keyway and for cracks or breaks. Remove minor burrs and correct minor surface damage; replace a badly worn or damaged pulley.

Figure 5-20 Diode Rectifier Bridge B. Reverse the tester leads and repeat Step a.

C. Continuity should exist in only one direction and all diodes should check alike.

D. Perform the same continuity checks between the three terminals and strap ground terminal. This should show continuity in only one direction through the diodes and all diodes should check alike.

E. If any diode appears to be defective, replace the rectifier assembly.

4. Clean and inspect front and rear housings.

A. Inspect the rear housing for cracks or breaks in the casting, stripped threads or a damaged bearing bore. Replace the housing if any of these conditions exist.

B. Inspect the front housing for cracks, stripped or damaged threads in the adjusting ear, or an out-of-round bore in the mounting foot. If possible, correct slightly damaged threads using a tap. Replace the housing if necessary.

C. If the housings are to be reused, clean them in solvent and dry with compressed air.

5-10

22662-108

Figure 5-21 Alternator Bearings

IES 131 8/98

Charging System

Mando Alternator

7. Test stator windings as follows: A. Using an ohmmeter or test lamp, check for continuity between all three leads. A low ohm reading or lit test lamp should be observed (figure 5-22).

C. Minor burning or pitting of the slip ring surfaces can be removed using crocus cloth. Thoroughly wipe the slip rings clean after polishing, removing all grit and dust.

D. Check for a grounded slip ring or rotor winding by measuring resistance from each slip ring to the rotor body or pole finger (B). An open circuit should be indicated in both cases for a good rotor (figure 5-23).

E. If windings are defective or physical damage cannot be corrected, replace the rotor assembly.

9. Use a commercial capacitor checker to test capacitor for capacity, shorts, leakage, and series resistance (figure 5-24).

22662-109

Figure 5-22 Stator Windings B. Check resistance from each lead to the laminations. There should be no continuity if the insulation is good.

C. Inspect the stator windings for signs of discoloration. A discolored winding should be replaced.

D. If a winding shows a high resistance or an open circuit between any two of the three winding terminals, or indicates poor insulation between the windings and the laminations, the stator must be replaced.

8. Check rotor assembly as follows:

NOTICE: If slip rings need to be replaced, you must replace the entire rotor.

A. Visually inspect for physical defects such as damaged shaft threads, worn or damaged bearing areas, burned or pitted slip rings or scuffed pole fingers (figure 5-23).

B. Measure winding resistance across the slip rings (A). Place the ohmmeter leads on the edges of the slip rings, not on the brush contact surfaces. The correct winding resistance at 70-80°F (21-27°C) is 4.1 to 4.7 ohms (figure 5-23).

22662-110

Figure 5-23 Testing Rotor

22662-111

Figure 5-24 Capacitor IES 131 8/98

5-11

INDUSTRIAL ENGINE SYSTEMS

Mando Alternator

ASSEMBLE ALTERNATOR Figures 5-25 through 5-32 1. Carefully press the front bearing into the front housing, pushing against the bearing outer race using a bearing driver (figure 5-25). Lock the bearing in place with screws (figure 5-26).

2. Place the rotor (pulley end up) on the bed of an arbor press, on two steel blocks.

3. Press the front housing and bearing assembly down onto the rotor shaft. Press against the bearing inner race only, using a sleeve driver.

Use care to insure that the rotor leads clear the steel blocks (figure 5-27).

22662-113

Figure 5-27 Installing Front Housing on Rotor Assembly 4. Install rectifier assembly into rear housing.

5. Insert Phillips screw and tighten.

6. Assemble the front and rear housings as follows:

22662-112

A. Put the stator winding in the front housing with the stator leads away from the front housing and the notches in the stator laminations aligned with the four through-bolt holes in the housing.

B. Align the scribe marks you made in the stator, front, and rear housings during disassembly.

Figure 5-25 Front Bearing Installation

22662-104 22662-102

Figure 5-28 Installing Rectifier Assembly

Figure 5-26 Installing Bearing Retainers

5-12

IES 131 8/98

Charging System

Mando Alternator

C. Slip the rear housing into place over the rotor shaft. Align the mounting holes and put the stator leads through the holes at the top of the rear housing.

D. Install the four bolts and tighten.

14. Install nut on terminal.

15. Install brush/regulator assembly cover.

16. Install Phillips screw for brush/regulator assembly cover.

17. Install capacitor.

NOTICE: If the front housing is new, the throughbolt will not be tapped.

18. Install terminal nuts.

19. Install jumper.

20. Install last terminal nut.

22662-099

Figure 5-30 Pulley and Fan Components

22662-114

Figure 5-29 Assembling Housings 7. Install the spacer and the fan. Then push the pulley, lockwasher and nut onto the shaft (figure 5-30). Turn nut a few turns.

8. Place an oversized V-belt around pulley and fasten pulley in a vise (figure 5-31).

9. Use a torque wrench and tighten nut to 95 N•m (70 lb. ft.).

10. Carefully install the brush/regulator assembly on the rear housing with the two mounting screws.

11. Install small terminal insulators.

22662-098

Figure 5-31 Installing Pulley and Fan Nut

12. Install large terminal insulator.

13. Install jumper.

IES 131 8/98

5-13

INDUSTRIAL ENGINE SYSTEMS

Mando Alternator

INSTALL ALTERNATOR 1. Install alternator, screws and washers.

2. Connect wiring leads.

3. Install belt on alternator and other pulleys.

4. Adjust alternator belt tension as outlined later in this Section.

ADJUST ALTERNATOR BELT 1. Loosen mounting-cap screws.

CAUTION Force must be applied to front alternator housing only to prevent damaging alternator when belt tension is adjusted.

2. Pull alternator away from engine to adjust belt tension to specification at a point halfway between engine water pump and alternator.

Alternator Belt Deflection: 13 mm (0.50 in.)

22664-097

Figure 5-32 Alternator Assembly

3. Tighten mounting cap screws securely.

4. If new drive belt is installed, check belt tension again after operating for 5 minutes.

5-14

IES 131 8/98

Table of Contents

INDUSTRIAL ENGINE SYSTEMS

TABLE OF CONTENTS General Information .................................................................................................................................6-1 Conventional Ignition Systems.................................................................................................................6-1 High Energy Ignition Systems..................................................................................................................6-1 Electronic Spark Timing (EST) Distributor ...............................................................................................6-8 Spark Plug Wires ...................................................................................................................................6-10 Spark Advance Curves ..........................................................................................................................6-11 Delco Electronic Spark Timing (EST) Distributor Service .................................................................6-15 General Description ...............................................................................................................................6-15 EST Distributor Component Testing ......................................................................................................6-15 EST Distributor Removal .......................................................................................................................6-17 EST Distributor Disassembly .................................................................................................................6-17 Cleaning and Inspection ........................................................................................................................6-17 EST Distributor Reassembly..................................................................................................................6-17 EST Distributor Installation - Engine Not Disturbed...............................................................................6-18 EST Distributor Installation - Engine Disturbed .....................................................................................6-18 Ignition Timing - EST System ................................................................................................................6-18 Delco High Ignition (HEI) Distributor Service......................................................................................6-21 General Description ...............................................................................................................................6-21 HEI Distributor Removal ........................................................................................................................6-21 Disassembly, Testing, and Reassembly.................................................................................................6-21 HEI Distributor Installation - Engine Not Disturbed................................................................................6-24 HEI Distributor Installation - Engine Disturbed ......................................................................................6-24 Ignition Timing - HEI Distributor .............................................................................................................6-25

6-i

IES 131 8/99

Ignition System

General Information

GENERAL INFORMATION CONVENTIONAL IGNITION SYSTEMS

HIGH ENERGY IGNITION SYSTEMS

The conventional breaker point system met the requirements placed on the ignition system for many years. It provided sufficient voltage to the spark plug to cause a spark across the air gap of sufficient intensity to ignite the air/fuel mixture in the combustion chamber. It timed the spark to arrive at the correct cylinder at the proper moment in the compression stroke of that cylinder. It also could vary the time the spark arrived at the cylinder in relation to engine speed and load to achieve maximum power and economy from the engine.

Figures 6-1 through 6-10

These are still the requirements of an ignition system but the voltage and energy needed to complement modern engine operation increased beyond the capabilities of the conventional system under some operating conditions due to leaner gas mixtures, and plug erosion. Adverse operating conditions can vary from cold or wet weather starting an ignition system or spark plugs that are in need of maintenance.

Higher secondary voltage could be obtained by simply increasing the current in the primary circuit.

By reducing the resistance in the primary circuit, the current would be increased giving a highersecondary voltage. Unfortunately the breaker points were already operating at the maximum current they could handle.

In most breaker point systems, the primary circuit operates on 3.5 to 4.0 amperes depending on temperature. This current value in itself is a tradeoff between contact point life and system output.

Maximum point life is realized at approximately one ampere. As current is increased from one ampere, point life decreases steadily until just over a current of 4 amperes is reached. As the current is increased above this value, point life begins to decrease at an increased rate, giving a very limited point life. This means that more maintenance would be needed to keep the system operating at its best without reduced spark energy.

What was needed was a system that did not use breaker points to control primary current flow. The replacement for the breaker points must be able to carry a current greater than 4 amperes and require little or no maintenance. Electronics was the answer.

IES 131 8/99

The High Energy Ignition System (figure 6-1) has undergone many improvements since its introduction. The system is an electronic system that requires no scheduled maintenance, provides up to 35,000 volts to fire the spark plugs and increases spark plug life. The system has 40% more voltage output and 85% higher energy level than the conventional breaker point system to fire lean fuel mixtures even under the most adverse conditions.

Two different distributors are used in the High Energy Ignition system. The ‘HEI’ Distributor has an integrally mounted coil in the cap while the ‘EST’ Distributor is generally smaller and uses a separately mounted coil. Distributor design differences will be detailed later in this Section.

Module The system uses an electronic module and a magnetic pulse generator to control primary circuit current (figure 6-2). The electronic module has several integrated circuits that contain resistors, transistors, diodes and capacitors. These circuits and components are small enough to allow the module to be mounted inside the distributor.

The ability of the module to turn the primary current on and off is due to the transistor. A transistor is an electrical device that is used to control current flow like a mechanical switch except that it is turned on and off by electrical current and has no moving parts.

Pulse Generator Since a transistor is turned on and off by electrical current, a properly timed electrical pulse will control the primary current in the ignition system. The magnetic pulse generator, or magnetic pickup assembly, consists of a permanent magnet and a pickup coil. Both are sandwiched between a pole piece with internal teeth and a bottom plate and held together by three screws (figure 6-3). The bottom plate then fits over a bushing which is installed in the distributor housing.

6-1

INDUSTRIAL ENGINE SYSTEMS

General Information

131-057

Figure 6-1

Integral HEI Distributor

131-058

Figure 6-2

Module and Pulse Generator 131-059

Figure 6-3

6-2

Pulse Generator Construction

IES 131 8/99

Ignition System

General Information

Magnetic Flux Path A timer core on the main shaft of the distributor has external teeth which align with an equal number or pole piece teeth.

The magnetic pickup assembly, by the varying magnetic field around the pickup coil, produces an electric current in the pickup coil by electromagnet induction. As the timer core rotates past the pole piece, the air gap between timer core and pole piece teeth varies. Since air is not a good path for magnetic flux to travel through, the magnetic field is relatively weak when the teeth are not aligned. As the timer core rotates, the teeth move closer together, the air gap decreases and the magnetic field increases until the timer core teeth and pole piece teeth are aligned (figures 6-4 and 6-5).

At this point, the magnetic field is at its strongest.

As the teeth move apart, the air gap increases and the magnetic field decreases until the teeth begin to move back together.

Applying the principle of electromagnetic induction which states that a voltage will be induced in a conductor whenever a magnetic field is moved so that its lines of force (flux) cut across a conductor.

During the strengthening and weakening of the magnetic field, the lines of force cut across the pickup coil inducing a voltage in the coil.

The principle of electromagnetic induction also states that the polarity of the induced voltage depends on which side of the conductor is striking the magnetic lines first. This means that the voltage induced by a strengthening or expanding magnetic field will be of the opposite polarity of a voltage induced by a weakening or collapsing magnetic field.

This signal is used to turn on and off the transistors in the module that controls the current in the primary circuit. With one exception, which will be covered later, the pole piece has the same number of teeth as the engine has cylinders. This gives the correct number of “firing� pulses per distributor shaft rotation.

131-060

Figure 6-4

Magnetic Flux Path

We have eliminated the contact points and breaker cam by using a pulse generator to time the turning on and off of the primary circuit. In place of the breaker cam and points, transistors are used to turn the current on and off. The wear of the rubbing block and contact points has been eliminated as has the current limitations of the contact points.

Current Limiting Circuit

131-061

Figure 6-5

IES 131 8/99

Magnetic Field Strength Variation

In the past, the transistor was made to operate at a value less than its maximum to protect it from transient voltage and electrical current extremes.

These extremes are of short duration but of great magnitude and can be endured by electromechanical devices like switches, motors and contacts without permanent damage. But for electronic devices, even a few milliseconds (thousandths of a second) exposure to voltage and current above its maximum capability may cause failure. By designing the system with enough resistance so that these extremes are within the capabilities of the electronic devices used, these failures were avoided. This is why no available voltage gain was achieved.

6-3

General Information To eliminate this problem, a current limiting circuit was added to the HEI module to limit primary current to 5.5 amperes rather than using resistance.

This feature allows the electronic device to operate at their maximum value. Since the HEI circuit current is not limited by circuit resistance, the resistance wire was eliminated from the system.

Dwell Control Circuit For the ignition coil to put out maximum secondary voltage, the maximum primary current must be reached before the primary circuit is broken. In the breaker point system the length of time the primary current is “ON,” is controlled by the speed of the breaker cam. This period is called “dwell angle” and is given in the number of degrees of distributor shaft rotation. Most V-8 engines have a dwell angle of 30 degrees before the points open and fire the cylinder. This dwell angle remains the same regardless of engine speed but as engine speed increases, the time the points are closed decreases. This causes available voltage and coil energy to decrease as engine speed increases due to the reduced saturation time of the ignition coil.

INDUSTRIAL ENGINE SYSTEMS When the contact points close, the current does not instantaneously reach a value of 4 amperes but it takes several milliseconds for this value to be reached (figure 6-6). At 1000 engine RPMs, the distributor shaft rotates once every 0.12 second. Of this time, the points are closed for 0.010 second or 10 ms for every cylinder of an eight cylinder engine.

This is sufficient time for the primary current to build up to its maximum current of just over 4 amperes.

When engine speed is increased to 2000 RPM, the time the points are closed for each plug firing is reduced to 5 ms. A duration of 5 ms allows the primary current to build to 3.8 amperes. At an engine speed of 3000 RPM, the duration time drops to 3.3 ms and the current to 3.2 amperes.

Two features were incorporated in the HEI system to give it a higher energy level at higher engine speeds.

First, by decreasing the resistance in the primary circuit, the time needed for the current to reach its maximum is greatly reduced. It takes 10 ms for the current to reach maximum in a coil that has a resistance of 2.6 ohms. In the HEI system, the primary winding has a resistance of 0.5 ohms. This allows full current to be reached in about 3.4 ms.

131-062

Figure 6-6

6-4

Current vs. Time

IES 131 8/99

Ignition System Because it takes less time to reach full current, coil saturation can be obtained at much higher engine speeds. Also, since the current is much higher in the HEI system, heat generation must be controlled so the module can live. This is done by the dwell control circuit in the module. What this circuit does is electronically sense the primary current to see if maximum current was reached in the last dwell period. If maximum current was reached and no current limiting took place, the dwell period will remain the same. If current limiting did take place, the dwell period will be shortened by turning on the primary circuit later. Since the turning off of the circuit is always at the same time, the dwell period is shorter. If maximum primary current is not reached, the primary circuit is turned on sooner giving a greater dwell period allowing maximum current to be reached.

By using this circuit, the HEI system is able to put out 35,000 volts to speeds above 3000 engine RPM while the conventional ignition system's maximum voltage is reached about 1000 engine RPM and then begins to fall off. Also, by using dwell control to reduce the time that the current limiting is taking place, the operating temperature of the system Is reduced, further increasing the reliability and life of the HEI system.

General Information Ignition Coil So far we have only talked about the magnetic pickup assembly and the module's role in greater available voltage and energy, but the design and construction of the ignition coil also affects the system's output.

The design requirements for the HEI coil was that it would have a low primary resistance for reasons we have already covered and have a size and shape that may be mounted in the distributor cap.

The primary resistance was decreased by reducing the length of wire used in the primary windings.

Resistance of a wire is determined by its length and diameter. As length increases, resistance increases and as diameter increases, resistance decreases. So by reducing the length of the wire used in the primary winding, low resistance is possible with a reasonable wire diameter. In the oil-filled ignition coil used with conventional ignition systems, the primary winding is wrapped around the secondary winding and the secondary winding is wrapped around the iron core (figure 6-7). The HEI coil has the secondary winding wrapped around the primary winding and the primary winding is wrapped around the iron core. The HEI coil is not oil filled, the windings are covered in an epoxy compound for protection against moisture and arc-over within the coil.

131-063

Figure 6-7

IES 131 8/99

HEI and Conventional Ignition Coil Construction

6-5

INDUSTRIAL ENGINE SYSTEMS

General Information The inductance values of the primary and secondary winding are also different in the HEI coil.

Inductance of a coil is the ability of the coil to induce a counter-voltage while carrying an increasing or decreasing current (self-induction). This countervoltage works against the changing current trying to keep the current wire from changing and is a limiting factor on the maximum output of a coil. The increased secondary inductance provides a higher voltage and a longer spark duration than the conventional system.

The HEI system was developed as an integrated package that combines the distributor, magnetic pickup, ignition coil and electronic module into one package. By doing this, these components are well-protected from physical and environmental abuses and the number of electrical connections are reduced.

There are some models that use a remotely mounted coil. This coil is constructed the same as the integral coil with the exception of a mounting bracket and a terminal for the connection of a high tension lead.

The size of the distributor was increased due to the wide spacing that must exist between the distributor cap inserts to prevent high-voltage arcover (figure 6-8). A wider spacing was also needed between the cap inserts and the distributor housing to prevent arc-over and leakage to ground.

The higher voltage output of the HEI system required new insulation materials. To prevent ignition failure due to carbon tracking, a special material is used for the distributor cap and rotor. It is a thermoplastic, injection-molded, glass-reinforced polyester. This material provided the dielectric and insulation properties needed and also prevented carbon tracking.

The high voltage terminals used in the distributor cap are similar in appearance to spark plug terminals. These connections provide easier attachment and better sealing of the connection.

Centrifugal and Vacuum Advance HEI distributors use a combination of centrifugal advance and vacuum advance systems. These systems operate in much the same way they did on the conventional distributor, compensating for engine speed and load. This is done so that maximum pressure is exerted on the top of the piston as soon as the rod passes top dead center.

The weights in the centrifugal advance move against spring tension as engine speed increases.

This motion of the weights turns the timer core assembly so that the timer core is rotated in the direction of shaft rotation (figure 6-9). The teeth on the timer core will now align with the pole piece teeth sooner, signaling the module to “fire� sooner.

131-064

Figure 6-8

Cap Size

131-065

Figure 6-9

6-6

Centrifugal Advance

IES 131 8/99

Ignition System

General Information

The vacuum advance uses engine vacuum to move a spring loaded diaphragm which is connected by a connecting rod to the bottom plate of the magnetic pickup assembly. The magnetic pickup assembly is mounted over the main bearing on the distributor housing so it is able to rotate. When a vacuum signal is applied to the diaphragm it moves against spring pressure pulling the connecting rod with it. This movement causes the magnetic pickup assembly (pole piece) to rotate in the opposite direction of the distributor shaft (timer core) rotation (figure 6-10). This causes the pole piece teeth to align sooner with the timer core teeth signaling the module to “fire” sooner.

131-067

Figure 6-11 Pickup Coil

Part Identification As stated earlier, there are minor differences between applications to tailor the HEI system to each engine. Besides the physical differences necessary to mount the distributor to the various engines, there are different ignition coils and different pickup coils used.

Pickup Coil 131-066

Figure 6-10 Vacuum Advance

HEI MODELS There are two basic HEI distributors used. One has an integral ignition coil mounted in the distributor cap. This model is used on V-8 engines. The second type HEI distributor uses a remotely mounted ignition coil (outside of the distributor) which is similar in appearance to the coil used with the integral unit. Since the ignition coil is not mounted inside the distributor, these units are smaller and use a few more wires to connect the ignition coil to the distributor.

The number of teeth on the pole piece and timer core reflects the number of cylinders in the engine that it is to be used on (four teeth for four cylinders and six teeth for six cylinders [figure 6-11]).

IES 131 8/99

The pickup coil is not serviced separately but as an assembly with the bottom plate, pole piece and permanent magnet. This assembly, called the “pole piece and plate” in the parts book, should not be disassembled because the pole piece is centered around the axis of the distributor shaft during production. This sets the clearance between the teeth of the pole piece and timer core.

There are different pole pieces and plate assemblies available. The correct part number of the pole piece and plate assembly for a particular engine should be determined from the appropriate parts book. The part number of a pole piece and plate assembly can be determined by visual inspection by the colored ties or connectors and the number of teeth on the timer core and pole piece.

6-7

INDUSTRIAL ENGINE SYSTEMS

General Information Coil Identification One type of coil is used for remote coiI applications (figure 6-12) with EST distributors. The remote coiI can be easiIy identified by its mounting brackets and the high tension terminal.

131-070

Figure 6-12 Remote Ignition Coil The other type of coil mounts integrally within the distributor cap (figure 6-13).

ELECTRONIC SPARK TIMING (EST) DISTRIBUTOR Figures 6-14 and 6-15 An improved ignition coil and distributor system is used with 3.0L through 7.4L engines (figure 6-14).

The 80 mm (3.15 in.) distributor and high efficiency ignition coil are smaller in size and lighter in weight.

Reliability was increased while maintaining the high energy performance and functions of a larger component. The inherent reliability of the new distributor is enhanced through simplicity of design by eliminating all moving parts (except distributor shaft and rotor. It provides multifunction components wherever possible and uses weatherproof connectors at the electrical interfaces.

The high energy ignition coil is more compact, lighter in weight, and is designed for remote mounting. The size and weight reduction was possible by using new lamination material that allowed a substantial reduction in the cross-sectional area without compromising performance.

As the timer core turns inside the magnetic pickup, its triangular points pass very close to the magnet's points. When this happens, a small voltage is generated and sent to the HEI module (figure 6-15).

The voltage signal coming from the pickup coil is alternating current. The microprocessor, however, will not work with alternating current. Hence, the module contains a converter that changes the voltage to direct current and a square wave.

HEI eliminates the point set to keep better pace with engine speed. HEI will not wear or change timing, and it provides more voltage to the spark plugs.

131-071

Figure 6-13 Internal Ignition Coil

6-8

IES 131 8/99

Ignition System

General Information

131-073

Figure 6-14 Distributors and High Energy Ignition Coil

131-074

Figure 6-15 HEI Ignition System (4-Terminal) IES 131 8/99

6-9

General Information

SPARK PLUG WIRES General Description The spark plug wires are a carbon-impregnated cord conductor encased in an 8 millimeter diameter silicone rubber jacket. Silicone wiring will withstand very high temperature and is an excellent insulator for the higher voltages.

Silicone is soft, pliable, and therefore, more susceptible to scuffing and cutting. It is extremely important that the spark plug cables be handled with care. They should be routed so as not to cross each other, or be in contact with, other parts of the engine to prevent rubbing.

NOTICE: For proper operation, it is necessary to keep ignition wires and distributor clean and free of any dirt or corrosion.

6-10

INDUSTRIAL ENGINE SYSTEMS Resistance Testing 1. Disconnect both ends of ignition cable (rotate boot and pull at the boot only) being tested and clean terminals.

2. Set ohmmeter on high scale and connect ohmmeter to each end of cable being tested.

Twist cable gently while observing ohmmeter.

3. If ohmmeter reads above 25,000 ohms or flucuates from infinity to any value, replace cable being tested.

4. If the resistance of each cable is not within the following bands, replace the cable being tested.

0 to 15 inch cable

3,000 / 10,000 Ohms

15 to 25 inch cable

4,000 / 15,000 Ohms

25 to 35 inch cable

6,000 / 20,000 Ohms

IES 131 8/99

Ignition System

General Information

SPARK ADVANCE CURVES Figures 6-16 through 6-21

131-051

Figure 6-16 Spark Advance Curve - 3.0L Engine Distributor # 7241750 / Ignition Module # 7141680

131-052

Figure 6-17 Spark Advance Curve - 4.3L Engine Distributor # 7244010 / Ignition Module # 7143110 IES 131 8/99

6-11

General Information

INDUSTRIAL ENGINE SYSTEMS

131-053

Figure 6-18 Spark Advance Curve - 4.3L Engine Distributor # 7242830 / Ignition Module # 7242130

131-054

Figure 6-19 Spark Advance Curve - 5.7L Engine Distributor # 7242330 6-12

IES 131 8/99

Ignition System

General Information

131-055

Figure 6-20 Spark Advance Curve - 5.7L & 7.4L Engine Distributor # 7243190 / Ignition Module # 7243110

131-056

Figure 6-21 Spark Advance Curve - 7.4L Engine Distributor # 7241260

IES 131 8/99

6-13

General Information

INDUSTRIAL ENGINE SYSTEMS

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6-14

IES 131 8/99

Ignition System

EST Distributor Service

DELCO ELECTRONIC SPARK TIMING (EST) DISTRIBUTOR SERVICE GENERAL DESCRIPTION

EST DISTRIBUTOR COMPONENT TESTING

Figure 6-22 The Delco EST ignition system consists of the distributor, ignition coil, wiring and spark plugs. The distributor contains a module, pickup coil and conventional cap and rotor. There are no points or condenser to adjust or change and no moving parts except for the distributor shaft and rotor. Spark advance and dwell are controlled by the distributor module. The distributor module and pickup coil are self-contained solid-state devices which are not repairable. If necessary, they may be replaced separately but must be serviced as a complete unit.

Figures 6-23 through 6-26 NOTICE: In the test procedures that follow, check the ignition coil and each component of the distributor separately to identify defective or good components. These tests can be made with the distributor and coil mounted on the engine or on the repair bench.

Module Testing NOTICE: An approved module tester must be used in order to check the module. Use a Kent-Moore Module Tester, Part No. J 24642 F or equivalent.

1. Remove module from distributor.

2. Connect red battery-cable clamp to positive (+) terminal and black battery-cable clamp to negative (-) terminal of a fully charged 12V battery.

3. Connect J 24642-85 adapter to yellow 2-way terminal connector, and J 24642-85 adapter to black 3-way connector of the tester (figure 623).

600-058

Figure 6-22 Delco Electronic Spark Timing (EST) Distributor

22664-018

Figure 6-23 Test 1 Tester Connections IES 131 8/99

6-15

INDUSTRIAL ENGINE SYSTEMS

EST Distributor Service 4. Connect black 4-way and 2-way connectors to module terminals. Connect yellow 2-way connector to yellow module terminals and engage locking tabs.

5. Connect module ground clip of the tester to the metal base of the module.

6. Hold the toggle switch in the 3-terminal test position. If a momentary indication of the red “Fail” light and then a steady indication of the green “Pass” light occurs, go on to the next step. If a steady indication of the red “Fail” light occurs, the module is defective and should be replaced.

7. Disconnect black 4-way connector from module. Disconnect yellow 2-way connector, rotate it 180 degrees so the lock and tab are opposite each other, and reconnect it to the module terminals (figure 6-24).

Pickup Coil Testing 1. Remove the distributor cap and rotor.

2. Disconnect the pickup coil leads from the module.

3. Connect an ohmmeter between the pickup coil lead and housing (test 1, figure 6-25). Reading should be infinite (no continuity).

4. Connect an ohmmeter to both pickup coil leads (test 2, figure 6-25). Reading should be a constant, unchanging value between 5001500 ohms. Flex leads by hand at coil and connector to locate intermittent opens.

Replace pickup coil if not within specifications.

8. Hold the toggle switch in the 3-terminal test position. A momentary indication of the red “Fail” light and then a steady indication of the green “Pass” light means the module is good.

A steady indication of the red “Fail” light means the module is defective and should be replaced.

600-060

Figure 6-25 Testing Pickup Coil

Ignition Coil Testing 1. Connect ohmmeter between “B+” or “C-” terminals and ground (coil bracket). On high scale, reading should be infinite (test 1, figure 6-26).

2. Connect ohmmeter between “B+” and “C-” terminals. On low scale, reading should be nearly zero (approximately 0.4 ohm) (test 2, figure 6-26).

22664-019

Figure 6-24 Test 2 Tester Connections

6-16

3. Connect ohmmeter between “B+” or “C-” terminals and coil high-voltage tower. On high scale, reading should be approximately 8000 ohms. Reading should not be infinite (test 3, figure 6-26).

IES 131 8/99

Ignition System

EST Distributor Service

EST DISTRIBUTOR DISASSEMBLY NOTICE: Do not disassemble distributor unless necessary. When disassembling distributor, use soft wood blocks to hold it in a vise.

1. Remove rotor from distributor shaft.

2. Remove module by detaching leads and removing two mounting screws.

3. Place a mark on the distributor gear in line with rotor segment so reassembly can be made in same location.

4. Drive pin from gear. Remove gear and shaft assembly.

5. Pry off upper retainer and remove pickup coil.

CLEANING AND INSPECTION 1. Wash housing, gear, and shaft in cleaning solvent.

600-061

Figure 6-26 Testing Pickup Coil NOTICE: On tests 2 and 3, reading may vary slightly depending on coil temperature.

4. If reading is not within specifications, replace coil.

EST DISTRIBUTOR REMOVAL 1. Remove distributor cap (2 screws). Do not remove plug wires from cap unless necessary.

2. Disconnect distributor primary leads at coil.

3. Crank or turn engine slowly. Align timing marks when rotor is pointing to No. 1 terminal of distributor cap. If same distributor is to be reinstalled in engine, mark position of distributor housing in relation to engine so that distributor may be installed in same position.

2. Inspect housing, gear, and shaft for wear.

Replace if worn.

3. Inspect wires and connector on pickup coil.

Replace if damaged.

EST DISTRIBUTOR REASSEMBLY 1. Install pickup coil and retainer.

2. Install shaft assembly, two thrust-washers, gear, and roll pin.

3. Spin shaft to insure that teeth do not touch.

4. Clean module mounting surface of old silicone grease. Apply clean silicone grease between housing and module. Silicone grease is necessary for proper heat dissipation.

5. Install module and two mounting screws.

6. Attach wires from pickup coil to module.

7. Install rotor onto shaft.

4. Remove distributor retaining clamp.

5. Remove distributor.

NOTICE: To simplify distributor installation, do not turn crankshaft with distributor removed from engine.

IES 131 8/99

6-17

EST Distributor Service

INDUSTRIAL ENGINE SYSTEMS

EST DISTRIBUTOR INSTALLATION ENGINE NOT DISTURBED Figure 6-27 1. Install distributor shaft into engine, aligning marks made at time of removal (figure 6-27).

Be sure that shaft engages oil pump.

2. Secure distributor with clamp.

3. Install distributor cap.

IMPORTANT: Set engine timing with timing light. Refer to Specifications and to the procedures in this section.

EST DISTRIBUTOR INSTALLATION ENGINE DISTURBED Figure 6-27 1. Rotate engine (in normal direction of rotation) until timing mark on torsional damper (or flywheel) lines up with TDC on timing tab and engine is in No. 1 firing position.

2. Install distributor into engine so that the rotor is aligned with No. 1 spark plug tower on distributor cap (figure 6-27).

3. Secure distributor with clamp.

4. Install distributor cap.

IMPORTANT: Set engine timing with timing light. Refer to Specifications and to the procedures in this section.

600-062

Figure 6-27 Distributor Installation

Figures 6-28 through 6-31

1. Connect the timing light to the No. 1 spark plug (figure 6-28). Connect the power-supply leads of the light to 12V battery.

The following procedure is used to check and adjust initial spark timing for the EST system:

2. Change the timing plug to the “TIME” position (figure 6-29).

IMPORTANT: In order to set the timing correctly, it is necessary to lock out the automatic electronic spark-advance feature. This is done using the timing connector plug which is attached to the distributor. This two-pronged connection is marked as shown.

NOTICE: When the BROWN lead from plug connected to distributor housing is in line with the PURPLE/WHITE (T) lead or with the label (TIME), the electronic spark advance is disabled and the initial spark timing can be checked and adjusted at this point if necessary.

IGNITION TIMING - EST SYSTEM

3. Start engine and run at 1,200 rpm.

CAUTION Failure to place the timing plug back to the “run” position after timing the engine will cause lack of power and high fuel consumption.

6-18

4. Aim timing light at timing tab or timing marks located at the crankshaft balancer (figures 30 or 31).

IES 131 8/99

Ignition System

EST Distributor Service

131-088

Figure 6-28 Firing Order

22822-012

Figure 6-29 Timing Plug 143-015

Figure 6-31 Engine Timing Marks 5. Loosen the distributor hold-down clamp and rotate the distributor body until the timing mark on the balancer, or pulley, lines up with the mark on the timing tab. Tighten clamp and recheck timing.

6. Stop the engine and remove the timing light.

7. Switch the timing plug to the “RUN� position.

NOTICE: When the BROWN lead connected to distributor housing is in line with the BLACK (R) lead or with the label (RUN), the electronic spark advance is functioning and this is the normal operating mode.

600-262

Figure 6-30 Engine Timing Tab IES 131 8/99

6-19

EST Distributor Service

INDUSTRIAL ENGINE SYSTEMS

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6-20

IES 131 8/99

Ignition System

HEI Distributor Service

DELCO HIGH ENERGY IGNITION (HEI) DISTRIBUTOR SERVICE GENERAL DESCRIPTION

HEI DISTRIBUTOR REMOVAL

Figure 6-32 The Delco High Energy Ignition (HEI) distributor comes equipped with the ignition coil mounted in the cap. The distributor contains a pickup coil, centrifugal advance mechanism and rotor. Some distributors are also equipped with vacuum advance units to assist in correcting the spark curve for changing load conditions. There are no points or condenser to adjust or change. Spark advance and dwell are controlled by the distributor module and centrifugal advance. The distributor module and pickup coil are self-contained solid-state devices which are not repairable. If necessary, they may be replaced separately but must be serviced as a complete unit. A typical HEI distributor with coil in cap is shown in figure 6-32.

1. Remove distributor cap (4 screws). Do not remove plug wires from cap unless necessary.

2. Disconnect distributor primary leads at coil.

3. Crank or turn engine slowly. Align timing marks when rotor is pointing to No. 1 terminal of distributor cap. If same distributor is to be reinstalled in engine, mark position of distributor housing in relation to engine so that distributor may be installed in same position.

4. Remove distributor retaining clamp.

5. Remove distributor.

NOTICE: To simplify distributor installation, do not turn crankshaft with distributor removed from engine.

DISASSEMBLY, TESTING, AND REASSEMBLY Figures 6-33 through 6-41 1. Detach wiring connector from cap.

2. Turn 4 latches and remove cap and coil assembly from lower housing.

3. Check ignition coil with ohmmeter for opens or grounds (figure 6-33): • Test 1 - Use low scale. Should read zero or nearly zero. If not, replace coil (refer to step 7). • Test 2 - Use high scale and connect ohmmeter both ways. Replace coil only if both readings are infinite (refer to step 6).

4. If coil is good, go to step 12.

5. Remove coil cover attaching screws and lift off cover.

6. Remove ignition coil attaching screws and lift coil with leads from cap (figure 6-34).

7. Remove ignition coil arc seal (figure 6-35).

8. Clean cap with soft cloth and inspect for defects. Replace cap if necessary.

9. Assemble new coil and cover to cap.

7226-200-002

Figure 6-32 Delco High Energy Ignition (HEI)

10. Remove rotor and pickup coil leads from module.

Distributor IES 131 8/99

6-21

INDUSTRIAL ENGINE SYSTEMS

HEI Distributor Service

7226-200-005

Figure 6-35 Ignition Coil Removed From Cap

7226-200-003

Figure 6-33 Testing Ignition Coil

7226-200-006

Figure 6-36 Testing Pickup Coil 13. Flex leads by hand without vacuum to check for intermittant opens.

7226-200-004

Figure 6-34 Ignition Coil Attaching Screws 11. Connect ohmmeter, perform test 1, and then test 2 (figure 6-36).

12. If vacuum unit is used, connect vacuum source to it. Observe ohmmeter throughout vacuum range. Replace unit if inoperative.

• Test 1 - Should read infinite at all times. • Test 2 - Should read steady at one value within 500 - 1500 ohm range.

NOTICE: Ohmmeter may deflect if operating vacuum unit causes teeth to align. This is not a defect.

14. If pickup coil is defective, go to step 17. If OK, go to step 22.

15. Mark distributor shaft and gear so they can be reassembled in the same position.

6-22

IES 131 8/99

Ignition System

HEI Distributor Service

16. Drive out roll pin (figure 6-37).

17. Remove gear and pull shaft assembly from the distributor.

18. Remove three attaching screws and remove magnetic shield (figure 6-38).

19. Remove retaining ring and remove pickup coil, magnet, and pole piece (figure 6-39).

20. Remove two module attaching screws and capacitor attaching screw. Lift module, capacitor, and harness assembly from base (figure 6-40).

21. Disconnect wiring harness from module.

22. Check module with an approved module tester.

7226-200-007 7226-200-009

Figure 6-37 Driving Pin From Shaft

Figure 6-39 Aluminum Non-Magnetic Shield Removed

7226-200-010

Figure 6-40 Removing Pickup Coil, Magnet, and Pole Piece 7226-200-008

Figure 6-38 Ignition Coil Attaching Screws IES 131 8/99

6-23

INDUSTRIAL ENGINE SYSTEMS

HEI Distributor Service 23. Install module, wiring harness, and capacitor assembly. Use silicone lubricant on housing under module (figure 6-41).

HEI DISTRIBUTOR INSTALLATION ENGINE DISTURBED

24. Assemble pickup and thin “C� washer.

Figures 6-42 through 6-44

25. Assemble shaft, gear parts, and roll pin.

26. Spin shaft to ensure that teeth do not touch.

27. Loosen, then re-tighten pickup coil teeth to eliminate contact.

1. Rotate engine (in normal direction of rotation) until timing mark on torsional damper lines up with TDC on timing tab and engine is in No. 1 firing position (figures 6-42 and 6-43).

28. Install rotor and cap.

600-262

Figure 6-42 Engine Timing Tab 7226-200-011

Figure 6-41 Removing Module, Capacitor, and Harness

HEI DISTRIBUTOR INSTALLATION ENGINE NOT DISTURBED 1. Install distributor shaft into engine, aligning marks made at time of removal. Be sure that shaft engages oil pump.

2. Secure distributor with clamp.

3. Install distributor cap.

IMPORTANT: Set engine timing with timing light. Refer to Specifications and to the procedures in this Section.

143-015

Figure 6-43 Engine Timing Marks 2. Install distributor into engine so that the rotor is aligned with No. 1 spark plug tower on distributor cap (figure 6-44).

3. Secure distributor with clamp.

4. Install distributor cap.

IMPORTANT: Set engine timing with timing light. Refer to Specifications and to the procedures in this Section.

6-24

IES 131 8/99

Ignition System

HEI Distributor Service

IGNITION TIMING - HEI DISTRIBUTOR

4. Refer to specifications and adjust base idle speed (if necessary).

Figures 6-42 through 6-44

5. Aim timing light at timing tab or timing marks located at the crankshaft balancer (figures 642 or 6-43).

The following procedure is used to check and adjust initial spark timing for the HEI distributor: 1. Connect the timing light to the No. 1 spark plug (figure 6-44). Connect the power-supply leads of the light to 12V battery.

2. Start warm engine and run at idle rpm.

3. Disconnect and plug hose from vacuum advance unit (if equipped).

6. Loosen the distributor hold-down clamp and rotate the distributor body until the timing mark on the balancer, or pulley, lines up with the mark on the timing tab. Tighten clamp and recheck timing.

7. Stop the engine and remove the timing light.

8. Reconnect vacuum hose (if equipped).

131-088

Figure 6-44 Firing Order

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6-25

HEI Distributor Service

INDUSTRIAL ENGINE SYSTEMS

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Table of Contents

INDUSTRIAL ENGINE SYSTEMS

TABLE OF CONTENTS Diaphragm Operated Air-Gas Valve Carburetion ..................................................................................7-1 General Information .................................................................................................................................7-1 Troubleshooting .......................................................................................................................................7-5 All Carburetors .........................................................................................................................................7-5 Natural Gas ..............................................................................................................................................7-5 IMPCO Pressure Reduction Valve...........................................................................................................7-5 LP Gas .....................................................................................................................................................7-5 Balance Lines ..........................................................................................................................................7-5 Natural Gas Carburetion ..........................................................................................................................7-6

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IES 131 8/99

Fuel System

General Information

DIAPHRAGM OPERATED AIR-GAS VALVE CARBURETION GENERAL INFORMATION Figures 7-1 through 7-4 All models of IMPCO air valve carburetors used on Crusader Industrial Engines utilize diaphragms of fiberglass and synthetic rubber or silicone material. Cranking the engine lowers pressure in shaded area as piston decends. Through passages (P) in the air valve, lowered pressure is communicated to upper side of diaphragm (D). As a result, atmospheric pressure pushing upward on the diaphragm lifts it against the downward pressure of the metering spring (S).

Approximately 0.2 PSI (6.1 in. WC) of pressure is required to lift the air valve off its seat. Approximately 0.5 PSI (13.8 in. WC) lifts the valve to the top of its travel in full open position.

Lowered pressure communicated to the top of the diaphragm varies with engine speed and position of throttle valve opening (T). The air valve assembly measures the air flow into the engine by moving precisely in response to the demands of the engine and throttle valve position.

The controlled pressure drop of 0.2 - 0.5 PSI (6.1 - 13.8 in. WC) set up by the metering spring provides the signal or force necessary to draw fuel into the air stream within the carburetor. The gas metering valve V is attached to the air valve assembly and is shaped to admit the correct amount of fuel from the gas jet to mix with incoming air at any opening of the air valve.

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IMPCO carburetors provide two limited-range mixture adjustments: 1. Idle Air Bypass Adjustment (I). The total volume of air and fuel passing the closed throttle at idle is constant. The idle adjustment bypasses a portion of incoming air around the air valve opening. As the idle adjustment is opened, the air valve partially closes, thereby closing the gas metering valve and leaning the idle air-fuel mixture.

2. Power Mixture Adjustment (A). Controls mixtures when gas metering valve is withdrawn from the jet. This adjustment is effective only when the engine approaches full-load condition and can be set only with the engine loaded, at or close to its rated RPM limit.

Mixtures between idle and full-load conditions are controlled by the gas metering valve shape. The gas metering valve is shaped to produce lean mixtures at light loads and increasingly rich mixtures at heavier loads and higher engine speeds.

The shape of the gas valve is designed for optimum mixtures for the mid-size engine between the largest and smallest cubic inch displacement upon which the carburetor will be installed.

7-1

General Information

INDUSTRIAL ENGINE SYSTEMS

131-143

Figure 7-1

7-2

Adjustment and Flow Diaphragm

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Fuel System

General Information

131-144

Figure 7-2

Cross-section of Impco CA425 Mixer

131-145

Figure 7-3 IES 8/99

Mixer Bottom View 7-3

General Information

INDUSTRIAL ENGINES SYSTEMS

131-146

Figure 7-4

7-4

Natural Gas Stationary Air-Gas Valve Operation

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Fuel System

Troubleshooting

TROUBLESHOOTING ALL CARBURETORS 1. Check schematic piping layout for pipe and line regulator orifice size.

2. Examine original carburetor for direction of throttle fly opening and lever position.

NATURAL GAS 1. Set natural gas pressure at idle to 3 ounces (5 in. WC) for 1,000 BTU gas.

2. Full load gas pressure may drop as low as 2 in.

WC at the carburetor gas inlet. Exact pressure at full load is immaterial as long as power mixture adjustment is still effective.

3. Adjust carburetor to optimum mixture as recommended by the manufacturer at full load.

The power adjustment is not effective at a fast idle or light load.

IMPCO PRESSURE REDUCTION VALVE 1. Natural gas pressure at carburetor should not exceed 3 ounces (5 in. WC) for 1,000 BTU gas. When pressure cannot be reduced at the line regulator to 3 ounces, or more pressure must be used to overcome line loss of pressure due to small pipe or long line, use an IMPCO secondary pressure reduction valve at the carburetor. The line (primary) regulator may then be set as high as 14 ounces (25 in.

WC).

LP GAS 1. LP gas inlet pressure to the carburetor should be 1.5 in. (negative) WC as set by the IMPCO EB Vaporizer/ Regulator (blue spring).

WARNING Installing IMPCO carburetors with other makes of vaporizer/regulators is not recommended; the carburetor will operate rich in the middle range and cause low mileage. All competitive vaporizers are set by the manufacturer to operate from (negative) WC. Use brass or plastic fittings only in water connections on Model E, J and L Converters.

BALANCE LINES 1. Due to the insensitivity of the air-valve carburetor to minor inlet air restrictions, most installations do not require a balance line.

2. Balance lines may be used on all IMPCO carburetors. Series 100 carburetors have a compensator built in to correct for pulsations in the balance line air due to four cylinder engines. Series 100 balance lines should be 5/16� I.D. 3. Series 200 carburetors use a 7/16� I.D. balance line with no compensator.

2. An IMPCO pressure reduction valve at each carburetor is desirable when several engines are using gas from a single line regulator.

3. For power package units assembled and shipped to customers, the IMPCO pressure reduction valve removes the possibility of excess pressure to the carburetor.

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7-5

Troubleshooting

NATURAL GAS CARBURETION 1. Gas carburetion, because of its simplicity, is unlikely to give any problems when properly installed with an adequate supply of gas.

Since the carburetor has the least complicated function to perform, and has the fewest moving parts, it would be well to exhaust every other avenue of possible mechanical or electrical failure before tampering with gas pressure or carburetor adjustments, particularly if the system has been functioning normally in the past.

2. If carburetion is definitely at fault, the first corrective step is to measure gas inlet pressures at idle and full load with a water manometer. Do not attempt to measure gas pressure with a mercury manometer. If this pressure is determined to be correct for the BTU content of the fuel and the light load mixtures it is desired to maintain, proceed to the next step described under paragraph 3.

A water manometer may be easily constructed if no manufactured model is available. Using transparent plastic tubing from a hardware store, a “U” can be formed on a board with a ruler taped next to the “U” approximately halfway between the top and bottom. Fill the “U” tube halfway with water and measure the number of inches between the two levels of water when pressure is applied to one end of the tube.

Failing this, a piece of automotive vacuum hose may be marked off into inches at one end. This may be weighted by forcing a small steel nut or one or two washers over the scaled end. Drop the weighted end in a container of water. With the other end fastened to the pressure source, adjust the pressure to the point where bubbles start to flow at the depth in inches at which the desired pressure is reached. Quite an exact check can be made by raising or lowering the hose slightly to see the exact depth at which bubbles start to flow.

With the engine running at idle, gas pressure should be 5 - 7 in. WC depending on light load air-fuel mixtures you wish to maintain. Using 1050 BTU natural gas, 7 in. WC will produce a straight power mixture, while 5 in. WC will give economy mixtures at light load.

7-6

INDUSTRIAL ENGINE SYSTEMS At full engine load of 2 - 7 in. Hg intake manifold vacuum, the gas pressure ideally should not drop more than 2 in. WC, although this is of no matter as long as the power adjustment on the carburetor is effective in controlling full load mixtures.

If the power adjustment is not effective, it indicates: A. The engine is lightly loaded and gas metering valve is not withdrawn from the gasjet.

Mixture may be richened by increasing gas pressure.

B. Heat content of the fuel is less than 1000 BTU per cubic foot. Increase gas pressure.

It may be raised to 12 - 16 in. WC if necessary.

C. If mixture is still too lean, try DG (digester gas) air-gas valve assembly in the carburetor with normal gas pressure of 5 - 7 in. WC. D. If mixture is still too lean, the BTU content must be as low as 600 to 700 BTU per cubic foot. Substitute a complete DG (digester gas) mixer in place of the standard model.

This DG model is effective down to 600 BTU per cubic foot.

Pressures recommended for various conditions of load and fuel heat content are covered in paragraph 8.

3. If conditions still indicate carburetor malfunction, remove the air valve cover (or covers) and lift out the spring and air gas valve complete with diaphragm.

A. Inspect diaphragm for possible holes, or charring from excessive heat or backfiring.

The diaphragm should be reasonably flexible. Diaphragm life under normal conditions should be as much as five years without diff iculty. Heat from proximity to exhaust manifolds, or from turbocharged air which is not properly cooled due to insufficient water circulation (or hot water) through the intercooler, can shorten diaphragm life considerably IMPCO has a silicone rubber on fiberglass diaphragm for extreme heat conditions available on special order.

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Fuel System B. If diaphragms prove sound, check the inside diameter of the air valve cup and the fins on the outside of the gas jet which guide the air valve. Under ultrahigh frequency vibrations sometimes encountered, it is possible to find grooves worn in the cup by the fins, which may lead to poor metering as the valve tries to pass up and down over the step.

C. Also inspect the inside diameter of the gas jet, and the outside diameter of the small tapered gas valve for possible wear from the same cause.

D. If everything to this point appears okay, wash all the parts thoroughly in kerosene or the equivalent.

E. Reassemble cleaned or replaced parts in the bowl, centering the spring on the air valve, and replace and fasten the cover.

From the air-fuel outlet of the mixer to the throttle body, reach in with fingers or nonsharp rod and lift valve several times to assure free travel with the spring closing the valve. Check the gas valve for leaks in closed position by applying a vacuum to the gas inlet. It should be sealed.

4. To understand the flexible control of the mixtures under various conditions of load, the air-gas valve assembly is the only moving part in the mixers. The air-flow measuring valve rises precisely in relation to the volume of air consumed by the engine, which is in turn controlled by engine speed and throttle position.

With the air-gas valve assembly lifted about one-third of the available travel, the greatest restriction to gas flow is the shaped gas metering valve, the bulk of which is not yet withdrawn from the gas jet. In this position, the power adjustment valve has little or no control over mixtures, since even in its fully closed position, its restriction to gas flow is less than that of the metering valve. Mixtures may be leaned or richened with the valve in this or less open positions by increasing or decreasing gas pressure to the carburetor.

5. Full power mixtures are controlled by the power mixture adjustment. This adjustment must be made with the engine under full or working load. With the gas metering valve

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Troubleshooting withdrawn from the jet, the major restriction to gas flow becomes the power mixture adjustment, which is most effective at full load, and decreasingly effective down to approximately one-half load, where it no longer has much effect.

6. This dual control of mixtures at different load settings makes it possible to maintain a straight best-power mixture from idle to full power with increased gas pressure up to certain limits, or a lean light-load mixture may be obtained with lower gas pressure and readjustment of the power mixture adjustment to proper full load mixtures.

7. Note the graph showing air-fuel mixtures obtained at light and full load with various inlet pressures to the carburetor. Graphs for different engine configurations will vary as to the percentage of load where the curve moves from the mixture controlled by gas pressure to the mixture controlled by the power mixture adjustment. This is so because of the relationship of carburetor size to engine displacement and speed. A large engine with a comparatively small carburetor will withdraw the gas metering valve from the jet more quickly and at a lesser percentage of load than a large carburetor on a small engine. Different IMPCO carburetors vary slightly as to ideal gas inlet pressure for best economy Five inches of water column gas pressure is a compromise which suits most conditions with 1050 BTU fuel.

8. For fuel with less heat (BTUs) per cubic foot, an increase in gas inlet pressure to 10 - 12 in.

WC will compensate for fuel down to 900-950 BTU heat value.

9. No compensation in mixtures is necessary because of altitude changes. Air and gas expand essentially the same amount at high altitude, whereas gasoline has a constant density so that mixtures richen at high altitude.

Power declines 3% for each 1000 feet of altitude even with correct air-fuel mixtures, so that loss with gasoline is even greater. Consumption of liquid fuel per horsepower hour increases at higher altitude unless the carburetor or injection system is adjusted to compensate for altitude.

7-7

Troubleshooting 10. A turbocharged engine likewise causes no problem with air-fuel mixture ratios. By using a balance pressure connection from the air inlet at the carburetor to the atmospheric vent of the gas regulator, both air and gas densities increase equally. Volume of air-gas flow is the same as in a naturally-aspirated engine, however the weight of air and fuel flowing is increased by pressurizing each. In order to check the fuel to air pressure differential, which should still be approximately 5 in. WC at idle for 1050 BTU gas, it is necessary to connect the water manometer to the air pressure entering the carburetor, and to the gas pressure entering the carburetor, This will measure the difference in pressures only, not the total pressure of either. This difference should be the same as that of a naturally-aspirated system.

One minor difference in mixtures occurs due to compression heating of the air by the turbocompressor. This air temperature is almost always controlled by the use of an inter-cooler; however the temperature still rises a bit above ambient temperature. This causes a slight richening of the air-fuel ratio, since the gas remains at relatively constant temperature as the air temperature is raised.

INDUSTRIAL ENGINE SYSTEMS A slight adjustment of the power mixture towards lean will compensate for the air temperature rise.

11. Hot intake air to a naturally-aspirated engine cuts power production materially, as well as increasing the possibility of detonation and pre-ignition, which can injure or destroy an engine in short order. Aside from power loss from detonation, there is a loss of 1% of power for each 10° of air temperature rise. Roughly seven pounds of air is required to produce one horsepower for one hour. Since heating air lightens it (as in a hot air balloon) a greater volume of hot air is required to weigh seven pounds. An engine at full load will only breathe a fixed volume of air, so that the number of available pounds of air are reduced by using hot air to the carburetor.

12. Heated air to the carburetor is especially critical in turbocharged installation using propane fuel full or part-time. Water temperature is required to be 60°F through the inter-cooler for a 10:1 compression ratio with turbocharger, in order to avoid detonation. This cold water is seldom available.

131-147

Figure 7-5

7-8

Fuel Thermal Comparison Chart

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Table of Contents

INDUSTRIAL ENGINE SYSTMES

TABLE OF CONTENTS Pierce / Hoof Governor System...............................................................................................................8-1 General Description .................................................................................................................................8-1 Governor Operation .................................................................................................................................8-1 Velocity Governor Installation ..................................................................................................................8-2 Adjustment Procedures............................................................................................................................8-2 Troubleshooting........................................................................................................................................8-4 Aisan Governor System ...........................................................................................................................8-5 General Description .................................................................................................................................8-5 Governor Operation .................................................................................................................................8-6 Adjustment Procedures............................................................................................................................8-6

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Governor System

Pierce / Hoof Governor

PIERCE / HOOF GOVERNOR SYSTEM GENERAL DESCRIPTION The velocity governor is a maximum speed type and operates by metering the gasoline/air mixture flow from the carburetor. It is designed to limit the engine speed to a predetermined maximum number of revolutions per minute.

The governor is installed between the carburetor and intake manifold. It contains a governor valve mounted on a shaft which is similar in appearance to a carburetor butterfly valve. However, unlike a butterfly valve, the governor shaft is mounted offcenter in the governor bore.

GOVERNOR OPERATION Figure 8-1 and 8-2 When the engine is running, the gasoline/air mixture passing through the governor bore impinges on the valve (1) and attempts to close it, the closing force increasing with the engine speed.

The closing action of the valve is opposed by a cantilever spring (2) which acts on the lever (3) fixed to the end of the valve shaft. The tension of the cantilever spring is adjusted by means of the main adjustment screw (4).

cantilever spring tension. When a load is applied, the engine speed drops and the velocity of the fuel mixture flowing through the governor decreases.

Pressure against the governor valve drops, and the spring force causes the valve to open wider, thus admitting more fuel to the engine. The engine accelerates to keep the load from stalling the engine, and finds a speed at which the force between the governor valve and the cantilever spring are again in balance.

Partially Closed Throttle Operation In a fully open throttle condition illustrated at (a), there is a slight vacuum below the partially closed governor valve (1); this tends to close the valve but is prevented from doing so by the normal compensating action of the cantilever spring. If the carburetor butterfly valve is partly closed, as illustrated at (b), a vacuum above the governor is created which is greater than the vacuum below it; the valve would then tend to open wider, thus allowing the engine speed to exceed its preset governed speed. Under these conditions, the diaphragm (2) is forced inward as shown, by the increased vacuum and starts to close the valve again by means of the pivoted lever (3) acting on the arm (4) which is attached to the governor valve.

131-165

Figure 8-1

Velocity Governor Operation

131-166

Figure 8-2 When the air velocity force acting on the valve equals the opposing spring force, the valve assumes a position which controls the amount of fuel reaching the engine. The maximum engine speed is thus governed by the pre-setting of the

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Partially Closed Throttle Control *

* A - Intake Manifold B - Governor C - Carburetor

D - Carburetor Butterfly

8-1

INDUSTRIAL ENGINE SYSTEMS

Pierce / Hoof Governor

VELOCITY GOVERNOR INSTALLATION

ADJUSTMENT PROCEDURES

Figure 8-3

Main Speed Adjustment

Figures 8-4 through 8-6

To install the Velocity Governor, disconnect the gas line, choke control wire, and carburetor control rod. If the engine is equipped with vacuum spark advance control, disconnect the vacuum line at the carburetor.

Remove the carburetor. Remove the carburetor mounting studs and replace them with longer studs to accommodate the governor and carburetor length.

Install the governor with the speed adjusting screw in the most convenient location. In general, the carburetor throttle valve and governor valve should close in the same direction, for best performance. The arrow on the side of the governor indicates the governor flange which should fit next to the carburetor flange.

Installation With Downdraft Carburetor Install the governor between the carburetor and the intake manifold, using gaskets supplied. Make sure arrow cast on side of governor points to the carburetor. If carburetor and governor throttle valves contact each other, use a spacer or additional gaskets between the carburetor and governor to prevent valve clash.

1. Turn the MAIN SPEED ADJUSTING SCREW clockwise for higher speeds, and counterclockwise for lower speeds. Always end the adjustment with a clockwise turn to keep the lostmotion in the governor linkage in a positive direction. If the speed is too high, turn the adjustment counterclockwise below the required speed, and then turn the adjustment clockwise up to the required speed.

2. When the desired speed is reached, seal the MAIN ADJUSTING SCREW by forcing Silicon Sealer into the cavity around the screw. Sealer must enter the slot of the screw to lock the screw from turning during engine operation.

Sensitivity Adjustment The SENSITIVITY ADJUSTMENT is factory set and sealed to cover a range of engine speeds. Only in rare instances should the sensitivity adjustment be changed. To readjust the sensitivity adjustment, proceed as follows: 1. Remove the Welch Plug covering the SENSITIVITY ADJUSTING SCREW by carefully drilling a 1/8 in. diameter hole through the center of the plug, and prying the plug out using the back end of the drill.

2. If the engine is hunting or is unstable, turn the SENSITIVITY SCREW 1/4 turn clockwise, and readjust the MAIN ADJUSTING SCREW to obtain the desired speed. Always end each adjustment with a clockwise turn. Test the engine performance, and repeat this procedure as required.

3. If the engine speed drops excessively when loaded, turn the SENSITIVITY SCREW 1/2 turn counterclockwise, then turn this screw 1/4 turn clockwise. Readjust the MAIN ADJUSTING SCREW to obtain the desired speed.

Always end each adjustment with a clockwise turn. Test the engine performance, and repeat this procedure as required.

131-167

Figure 8-3

8-2

Downdraft Carburetor Installation

4. When all adjustments are satisfactorily completed, seal the adjusting screws by forcing Silicon Sealer into the cavity around the screw. Sealer must enter the slot of the screw to lock the screw from turning during engine operation.

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Governor System

Pierce / Hoof Governor

131-148

Figure 8-4

Pierce / Hoof Governor Part No. S203P / S203PA (Crusader Part No. 7173170)

131-149

Figure 8-5

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Pierce / Hoof Governor: Part No. S2080A (Crusader Part No. 7160520) Part No. S2081 (Crusader Part No. 7173180)

8-3

Pierce / Hoof Governor

INDUSTRIAL ENGINE SYSTEMS

131-150

Figure 8-6

Pierce / Hoof Governor Part No. S6008 (Crusader Part No. 7172680)

TROUBLESHOOTING

Engine Lacks Power And Performance

Engine Speed Wanders At High Idle

The carburetor power valve must be vented to the top groove on the governor flange. Use slotted gaskets provided with the governor. The carburetor power valve channel leading to the bore must be blocked from the bore (use lead shot or epoxy).

Also check for the correct spark advance vacuum connections.

Caused by a carburetor float level too high, float not shutting off, fuel dripping into the venturi, carburetor power valve stuck in the rich position.

Sudden Change In Governor Performance Caused by an increase in exhaust back-pressure, a leaky intake manifold gasket, a clogged air filter, excessive crankcase blow-by gas, or a defective PCV valve.

Sudden Change In Engine Speed Caused by a broken governor cantilever spring.

Spring may be rusty or fatigued by being overstressed.

Gradual Drop In Engine Speed Caused by carburetor ice. If the air temperature is 20° to 48° and the humidity Is high (70% or higher), ice can form on the governor throttle plate, causing speed to drop off gradually until the ice melts off.

Then the speed will return to normal.

8-4

Governor Runs Broad A velocity governor adjusted for gasoline will run 400 to 600 R.P.M. broader if the fuel is changed to L.P.G. Also, a governor will run 200 R.P.M. broader for each 1000 feet altitude it is operated at above sea level. The secondary adjustment can be readjusted to sharpen the regulation. Also check to see that the governor throttle plate and carburetor throttle plate both close in the same direction. If they do not, rotate the governor 180° on its studs.

Engine Hunts continually The crankcase PCV valve must be vented above or through a tube on the governor. If vented below the governor into the intake manifold, hunting can result.

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Governor System

Aisan Governor

AISAN GOVERNOR SYSTEM GENERAL DESCRIPTION Figures 8-7 through 8-9 Governors are regulating devices which allow engine speed to remain constant in both loaded and unloaded operating conditions. There are several different types of governor designs such as mechanical, hydraulic, electric and velocity used to control engine speed. Governors normally control engine speed by limiting the amount of air and fuel entering the engine. On velocity governors, the air flowing through the carburetor strikes the governor valve. This governor valve would close off completely if not for the opposing action of the cam and governor spring. When the spring tension and air flow are balanced, governing action takes place and engine speed remains fixed at that point.

When additional load is applied, the engine speed drops and the velocity of the fuel mixture is reduced. With lower air velocity through the governor the pressure against the governor valve is reduced and the spring opens the governor valve to supply more fuel to the engine to meet the increased load demand. This allows a constant engine speed to be maintained with or without a load on the engine.

7226-400-015

Figure 8-7

Governor Installation

7226-400-016

Figure 8-8

Governor Mechanism

Stabilizer Piston Components In order for the velocity governor to control engine speed within a specified range, a control mechanism is required to limit the amount of fuel entering the engine. On the Aisan Governor this function is performed by the governor valve. The governor valve is mounted on an off-set shaft, which when encountering high air flow through the venturi, will attempt to close, thus limiting the amount of air and fuel entering the engine (figure 8-7). The closing force is opposed by a cam and spring mechanism (figure 8-8). When the opposing forces are balanced, the governor valve stops at a fixed position and maintains engine speed at a constant setting. The opening angle of the governor valve is adjusted by means of an adjusting screw.

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While the governor valve is limited to a specific opening angle, engine speed will oscillate due to pulsations in the intake system of the engine.

These pulses, while a normal condition in engine operation, will cause the engine speed to oscillate (surging). To minimize this condition, a stabilizer piston is incorporated into the governor design (figure 8-4). The stabilizer piston is connected to the governor valve by means of a rod. A slot in the hole for the rod works as a vacuum passage for the piston. When the governor valve is subjected to pulsations, the stabilizer piston, which is held in place by engine vacuum prevents the movement of the governor valve. The stabilizer piston works in conjunction with the cam and spring assembly to balance the pressure on the governor valve while maintaining a constant engine speed. In order to perform this action smoothly, the back face of the stabilizer is exposed to atmospheric pressure. This opening should be connected to the engine air cleaner or external filter to prevent dirt ingestion.

8-5

INDUSTRIAL ENGINE SYSTEMS

Aisan Governor

High Engine Load

7226-400-017

Figure 8-9

Stabilizer Piston

GOVERNOR OPERATION

When the engine is operating at high engine loads the venturi vacuum will be lowered closer to atmospheric pressure. This drop in vacuum causes the stabilizer piston to move outward due to the pressure being exerted on the governor valve by the governor spring (figure 8-12). This condition allows the governor valve to open further allowing additional fuel and air into the engine to maintain a constant engine speed.

Figures 8-10 through 8-12 Engine Stopped When the engine is not operating, the governor valve is held in the open position by the pressure exerted on the cam by the governor spring (figure 810).

7226-400-020

Figure 8-12 Under High Engine Load

ADJUSTMENT PROCEDURES Figure 8-13

7226-400-018

Figure 8-10 During Engine Stopped

When the engine is subjected to a load, the engine speed must be 100 RPM or less than the engine speed obtained under a no load condition.

There must not be any surging present.

Engine Speed Low Engine Load When the engine is operated under low load conditions, the venturi vacuum will draw the stabilizer piston inward (figure 8-11). This pressure will overcome the spring force and the governor valve will close.

1. The engine must be warmed up to the normal operating temperature.

2. Adjust the maximum engine speed to specification by the following procedure.

When RPM is higher then specification: Turn the ADJUSTING SCREW counterclockwise to lower the engine RPMs to proper setting.

When RPM is lower then specification: Turn the ADJUSTING SCREW BUSHING clockwise to increase the engine RPMs. If engine speed is now above specification then turn the adjusting screw counterclockwise to lower the engine RPM to proper setting.

7226-400-019

Figure 8-11 Under Low Engine Load 8-6

3. Install lock wire through holes in adjusting screw and bushing to prevent screw from moving due to engine vibration.

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Governor System

Aisan Governor

7226-400-014

Figure 8-13 Aisan Governor Assembly #7172730

Surging If surging is observed, perform the following steps: 1. Turn the ADJUSTING SCREW clockwise approximately 90 degrees. (Increase of maximum engine speed without load with this adjustment should be less than 100 RPM.

No Surging But RPM Variance Greater Than 100 RPM When no surging is observed but the engine RPM difference is greater than 100 RPM between no load and full load, perform the following steps: 1. Turn the ADJUSTING SCREW BUSHING clockwise 90 degrees.

2. Turn the ADJUSTING SCREW BUSHING counterclockwise until the maximum engine speed without load comes into specification.

2. Turn the ADJUSTING SCREW counterclockwise to adjust the maximum engine speed without load to specification.

3. Check if surging is still present when engine is subjected to engine load.

3. Check if surging is observed when engine is operated under load.

If surging is still present, repeat steps 1 thru 3 until adjusted properly.

If necessary repeat steps 1 thru 3 until adjusted properly.

4. Install lock wire through holes in adjusting screw and bushing to prevent screw from moving due to engine vibration.

4. Install lock wire through holes in adjusting screw and bushing to prevent screw from moving due to engine vibration

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Aisan Governor

INDUSTRIAL ENGINE SYSTEMS

THIS PAGE WAS INTENTIONALLY LEFT BLANK

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Table of Contents

INDUSTRIAL ENGINE SYSTEMS

TABLE OF CONTENTS General Information .................................................................................................................................9-1 Cooling Systems ......................................................................................................................................9-1 Radiator Systems.....................................................................................................................................9-3 Heat Exchanger Systems ........................................................................................................................9-4 Coolant Mixture ........................................................................................................................................9-5 Thermostat ...............................................................................................................................................9-6 Diagnosis ..................................................................................................................................................9-7 System Checks ........................................................................................................................................9-7 V-Belt Pulley System .............................................................................................................................9-10 Engine Vibration .....................................................................................................................................9-11 Serpentine Belt System .........................................................................................................................9-12 Pulley Inspection (All) ............................................................................................................................9-14 Service Procedures ................................................................................................................................9-15 Draining and Filling the Cooling System................................................................................................9-15 Flushing the Cooling System .................................................................................................................9-15 Coolant Recovery / Surge Tank Replacement.......................................................................................9-15 Engine Coolant Temperature Sensor Replacement ..............................................................................9-16 Thermostat Replacement.......................................................................................................................9-16 Coolant Pump Replacement ..................................................................................................................9-17 Drive Belt Tensioner Inspection .............................................................................................................9-18 Drive Belt Tensioner Replacement ........................................................................................................9-18 Idler Pulley and Bracket Replacement...................................................................................................9-18 Drive Belt Service (All) ...........................................................................................................................9-18 V-Belt Replacement ...............................................................................................................................9-18 Serpentine Belt Replacement ................................................................................................................9-19 Belt Tension Adjustment (All) .................................................................................................................9-20 Radiator Service ....................................................................................................................................9-20 Heat Exchanger Service ........................................................................................................................9-21 Coolant Hose Replacement ...................................................................................................................9-21 Fan Replacement...................................................................................................................................9-22

9-i

IES 131 8/99

Cooling System

General Information

GENERAL INFORMATION COOLING SYSTEMS Figures 9-1 and 9-2 The cooling system maintains engine temperature at an efficient level during all engine operating conditions. When the engine is cold, the cooling system cools slowly or not at all, to allow the engine to warm up quickly.

Crusader Industrial Power Products utilize two different pressure type engine cooling systems.

The radiator system (figure 9-1) uses forced air

while the heat exchanger system (figure 9-2) uses an external water supply for cooling. Both systems use a thermostat to control coolant circulation.

The cooling system is sealed by a pressure type cap that causes the system to operate at higher than atmospheric pressure. The high pressure operation raises the boiling point of the coolant, thereby increasing the cooling efficiency. The pressure cap raises the boiling point of the coolant up to 125°C (257°F) at sea level depending upon the pressure rating of the cap.

131-076

Figure 9-1 IES 8/99

Typical Radiator System 9-1

General Information

INDUSTRIAL ENGINE SYSTEMS

131-077

Figure 9-2

9-2

Heat Exchanger / Expansion Tank Cooling System

IES 8/99

Cooling System

General Information

RADIATOR SYSTEMS

Coolant Recovery Tank

Figure 9-3

A “see-through” plastic reservoir is connected to the radiator by a hose. As the engine is run, the coolant is heated and expands. The portion of the fluid displaced by this expansion flows from the radiator into the recovery bottle. When the engine is stopped and the coolant cools and contracts, vacuum draws the displaced coolant back into the radiator. Thus, the radiator is kept filled with coolant to the desired level at all times, resulting in increased cooling efficiency.

The radiator is a device in the cooling system that removes heat from the coolant passing through it, allowing the coolant to remove heat from the engine.

Hot engine coolant flows from the engine into the top of the radiator through the inlet hose. The coolant is passed through tubes inside the radiator.

Fan forced ambient air passes across the radiator fins and tubes which dissipates heat from the coolant. Coolant leaves the radiator at the bottom and returns to the engine cooling system.

Keep the coolant level at the “FULL” mark when hot. There is about one liter (one quart) difference between the “ADD” and “FULL” marks.

131-079

Figure 9-3

IES 8/99

Typical Radiator System

9-3

General Information

INDUSTRIAL ENGINE SYSTEMS

HEAT EXCHANGER SYSTEMS

Expansion Tank

Figure 9-4

An expansion tank is connected to the heat exchanger by a hose. As the engine is run, the coolant is heated and expands. The portion of the fluid displaced by this expansion flows from the heat exchanger into the expansion tank. When the engine is stopped and the coolant cools and contracts, vacuum draws the displaced coolant back into the heat exchanger. Thus, the heat exchanger is kept filled with coolant to the desired level at all times, resulting in increased cooling efficiency.

The heat exchanger is a device in the cooling system that removes heat from the coolant passing through it, allowing the coolant to remove heat from the engine.

Hot engine coolant flows from passages in the exhaust manifolds into the heat exchanger through the inlet fitting. Cool water circulates along side the tubes carrying the hot engine coolant. The cool water dissipates heat from the coolant as it passes through the heat exchanger tubes. Coolant leaves the heat exchanger through the outlet fitting and returns to the engine cooling system.

Keep the cold coolant level at about 1 inch below the top of the expansion tank. Always use the recommended coolant mixture.

7226-200-022

Figure 9-4

9-4

Typical Heat Exchanger Operation

IES 8/99

Cooling System

General Information Water and ethylene glycol base antifreeze coolant is recommended for year-round use. Coolant solutions used must:

COOLANT MIXTURE Figure 9-5

Provide for adequate heat transfer.

CAUTION Under some conditions, the ethylene glycol in engine coolant is combustible. To avoid being burned when adding coolant, do not spill the coolant on the exhaust system or engine parts that may be hot.

Provide corrosion-resistant protection within the cooling system.

Prevent formation of scale or sludge deposits in the cooling system.

Be compatible with cooling system hose and seal materials.

Provide adequate freeze protection during cold weather operation.

Coolant concentration mixtures below 39% by volume do not provide enough corrosion protection, and mixtures greater than 67% by volume affect freeze protection and heat transfer capability (figure 9-5). Pure antifreeze will freeze at -22°C (-8° F).

The coolant solution should contain a year-round ethylene glycol base coolant which meets GM Specification 6038-M. The coolant solution is made to withstand two years of normal operation if the correct coolant is used when adding, draining, or filling the cooling system.

It has an inhibitor that provides corrosion protection, pH control, and water softening. No additional inhibitors are required unless specified by the engine manufacturer. A 50/50 mixture of ethylene glycol and soft or distilled water will provide the following: Give freezing protection down to -37°C (-34°F) Give boiling protection up to 129°C (265°F) Protect against rust and corrosion Help maintain proper engine temperature To test the condition of ethylene glycol based coolant, use a commercially available tester specifically designed to test ethylene glycol coolant. If condition of coolant tests poorly, or if coolant has an improper appearance, drain and refill the cooling system.

131-080

Figure 9-5

IES 8/99

Coolant Concentration

9-5

General Information

INDUSTRIAL ENGINE SYSTEMS

THERMOSTAT Figure 9-6 A pellet-type thermostat in the coolant outlet passage controls the flow of engine coolant to provide fast engine warm-up and regulate coolant temperatures. A wax pellet element in the thermostat expands when heated and contracts when cooled. The pellet is connected through a piston to a valve. When the pellet is heated, pressure is exerted against a rubber diaphragm to force the valve open. As the pellet cools, the contraction allows a spring to close the valve. In this way, the valve remains closed while the coolant is cold, preventing circulation of coolant through the radiator. At this point, coolant circulates throughout the engine to warm it quickly and evenly.

As the engine warms, the pellet expands and the thermostat valve opens, permitting coolant to flow through the radiator where heat passes through the radiator walls. This opening and closing of the thermostat permits enough coolant to enter the radiator to keep the engine within operating temperature limits.

9-6

600-279

Figure 9-6

Thermostat

IES 8/99

Cooling System

Diagnosis

DIAGNOSIS SYSTEM CHECKS

Coolant Pump

Figures 9-7 through 9-11

Check coolant pump operation by running the engine while squeezing the upper radiator hose.

When the engine warms, a pressure surge should be felt. Check for a plugged vent hole in the pump.

Refer to the cooling system diagnosis chart (figure 9-7) for detailed cooling system diagnostic procedures.

600-182

Figure 9-8

Coolant Pump

V-Belt Systems Inspect the condition of the drive belts. Inspect for worn, cracked, split, or frayed areas. Replace any worn belts. Refer to “Drive Belt Replacement.”

Also inspect the belt tension and adjust as needed.

Refer to “Belt Tension Adjustment.” A belt that is improperly adjusted can cause inefficient fan and coolant pump operation and also cause the engine to overheat.

Serpentine Belt Systems Check the drive belt for looseness, damage, or fabric delamination. If the belt is loose, check the belt tensioner for proper operation. The belt tensioner is not adjustable. If it is not working properly, it must be replaced. If the belt is delaminated or damaged, replace it.

IMPORTANT: Cracks across the rib material are a normal part of the belt aging process. Cracks do not affect belt operation, and do not indicate a need to replace it.

131-081

Figure 9-7 IES 8/99

Cooling System Diagnosis Chart 9-7

Diagnosis Check the belt length scale on the tensioner. If it reads outside the “acceptable” range, check for proper routing as shown on the belt routing label and in this section. Also check for proper tracking of belt ribs in the pulley grooves, correct pulley sizes (including idlers), and correct belt length.

IMPORTANT: Multiple rib belts stretch and wear very little. Normal stretch and wear rarely exceeds 10 mm (3/8 in.) on the belt length scale.

Exhaust Leaks To check for exhaust leaking into the cooling system, drain the system until the coolant level stands just above the top of the cylinder heads, then disconnect the upper radiator hose and remove the thermostat and belt. Start the engine and accelerate several times. At the same time, note any appreciable coolant rise or the appearance of bubbles that may indicate that exhaust gases are leaking into the cooling system.

NOTICE: A worn head gasket may allow exhaust gases to leak into the cooling system. This can damage the cooling system as the gases combine with the water to form acids that are harmful to the radiator and engine.

Radiator

INDUSTRIAL ENGINE SYSTEMS Testing the Radiator Cap

CAUTION To avoid being burned, do not remove the radiator cap while the engine is at normal operating temperature. The cooling system will relieve scalding fluid and steam under pressure if the cap is removed while the engine and radiator are still hot.

Tool Required:

J 24460-01 Cooling System Tester 1. Remove the radiator cap (1).

2. Wet the radiator cap gasket with coolant.

Wash off any sediment from the sealing surface.

3. Install the cap (1) to J 24460-01.

4. Pump up the pressure to the pressure stamped on the cap (1) by operating the plunger handle of J 24460-01.

5. Note the rate of decrease in pressure.

6. The pressure reading should remain within the corresponding pressure segment of the scale for about 10 seconds. Replace the cap (1) if it does not hold the pressure for 10 seconds.

Test for restrictions in the radiator by warming the engine up, turning the engine off, and feeling the radiator. The radiator should be hot along the left side and warm along the right side, with an even temperature rise from right to left. Cold spots in the radiator indicate clogged sections.

Thermostat Make an operational check of the thermostat by changing the thermostat on a hook in a 33 percent glycol solution, -12°C (10°F) below the temperature indicated on the valve. With the valve submerged and the coolant agitated, the valve should close.

Pressure Checks 600-271

Several types of cooling system pressure checking devices are available. Follow the manufacturers instructions for proper use.

9-8

Figure 9-9

Testing Pressure Cap

IES 8/99

Cooling System

Diagnosis

Testing the Cooling System Tool Required:

J 24460-01 Cooling System Tester 1. Tighten all hose clamps.

2. Inspect the connections for leaks at the recovery tank, expansion tank, etc.

3. Remove the filler cap.

4. Fill the cooling system to the level of the filler cap seat.

5. Attach J 24460-01 to the filler neck of the radiator or heat exchanger. Follow the instructions supplied with J 24460-01.

6. Build up pressure to no more than 138 kPa (20 psi).

7. The system should hold the pressure for about two minutes.

131-083

Figure 9-11 Pressure Testing Heat Exchanger System

• If a measurable amount of pressure drops in less than two minutes, check for a leak.

Problems Requiring Disassembly of the Cooling System

1. Incorrect or damaged fan.

2. Radiator filler neck damage.

• Shows if the pressure cap leaks because of radiator filler neck damage.

3. Worn or damaged coolant pump.

• Impeller vanes eroded or broken.

• Worn or damaged bearing and/or seal.

• Check for shaft or bearing play.

131-082

Figure 9-10 Pressure Testing Radiator Cooling System Uncommon Cooling System Problems Problems Not Requiring Disassembly of the Cooling System

1. Remove large obstructions blocking the radiator. Auxiliary oil cooler(s).

2. Engine oil is overfilled.

3. Incorrect radiator for the application. Check the part number.

4. Plugged radiator tubes.

• Perform a flow check.

5. Internal system leaks.

• Head gasket.

• Cracked block.

• Timing chain cover.

• Intake manifold gasket.

6. Plugged coolant passages in the cylinder heads.

• Visual check.

4. Loose, damaged, or missing air seals.

5. Missing or damaged lower air baffle.

6. Incorrect ignition timing.

IES 8/99

9-9

Diagnosis

V-BELT PULLEY SYSTEM Belts and pulleys wear evenly with use. Unusual signs of wear indicate some correction is needed.

The correction of any of the listed conditions will help extend belt life.

INDUSTRIAL ENGINE SYSTEMS Slip Burn

Slip burns occur when the belts are too loose or slipping under load. Install a new belt and adjust properly. Check for a worn pulley.

Gouged Edge

• Wrong length belt.

A gouged edge in a belt can be caused by a damaged pulley, a misaligned pulley, or the belt being too loose or too long. Check the pulley and the belt for proper alignment and tension. Make sure other components are not misaligned and rubbing against the belt.

• Wrong tension.

Worn Sides

• Damaged pulley sheaves or bent pulley shafts.

• Belt damaged during installation.

Belts that are worn on the sides are probably too loose. The pulley may also be misaligned. Install a new belt and adjust properly. Check for a worn or misaligned pulley.

• Oil or grease on belts.

Excessive Stretch

Causes of Belt failure • Misalignment of the pulleys.

• Wrong size belt.

• Damaged belt.

Base Cracking

A belt with excessive cross-checking that extends into the rubber on the base of a belt and shows little or no side wear indicates the belt is damaged. If the base of the belt shows cross-checking, the belt has been exposed to weather to the extent that the fabric is starting to rot.

Fabric Tear

A fabric tear can be the result of: • Operating a belt on a worn pulley.

• Belt tension too light causing the belt to ride in the pulley groove.

• Dirty pulley grooves.

• Pulley misaligned.

Cover Tear

A belt that is stretched beyond adjustment is usually the wrong size or is adjusted too tight.

Replace the belt and adjust the tension.

Flat Spots

Flat spots may result by not relieving the belt tension while storing the vehicle or engine. A temporary vibration will occur when the engine is first started. Flat spots are most noticeable with variable speed drives. Flat spots may disappear during normal engine operation. If the flat spots remain, replace the belts.

Internal Cord Damage

Cords may be broken by prying the belt onto the pulley or debris on the pulley. Internal cord damage will cause the belt to roll out of the pulley groove.

Replace the belt and adjust properly.

Cover tears result when the belts are too loose or too long and the belt rubs against other components. Adjust the belt tension and use the correct length of belt.

9-10

IES 8/99

Cooling System

Diagnosis

ENGINE VIBRATION

Belt Deterioration

Fan Blade Assembly Damaged

Oil or grease on the belts or pulley or use of belt dressings will soften belts and cause deterioration.

Clean the belts and pulley grooves with nonflammable cleaner or solvent, or detergent soap and water. Replace the belts as needed.

Fan blades that are split loose, bent, or have loose mounting brackets or shaft assembly, may cause the engine to vibrate. Replace the fan blade assembly. Tighten the mounting bracket or shaft assembly and check the pulley alignment. Check the belts and pulleys for damage and adjust the belt tension.

Flat Spots

Flat spots may result by not relieving the belt tension while storing the vehicle or engine. A temporary vibration will occur when the engine is first started. Flat spots on the belts may disappear during normal engine operation. If the flat spots remain, replace the belts.

Uneven Belt wear (One Side Only) Loose engine mounts or misaligned pulleys may cause the belt to wear on one side. Check the pulley for rough surfaces, scratches, and a bent pulley wall. Align or replace the pulley.

Belt Disintegration Belt disintegration may be caused by excessive, engine speed, misaligned pulleys, wrong belt size, or wrong tension. Check the pulleys for alignment and the belts for correct length and tension. A belt may begin to disintegrate because of normal wear after extended use, extreme temperatures, or not inspecting or adjusting the belt.

Belt Flip-Over Belt flip-over usually occurs at high speeds and is the result of misaligned pulley(s). Check pulley alignment. If belt flip-over occurs at low speed, check for the correct length belt and proper belt tension.

Belt Glazed A glazed belt is the result of slipping. One of the following conditions may be the cause: • Insufficient pressure on the belt sides.

• Oil on belt surfaces.

• Incorrect belt tension.

• Incorrect belt size.

• Misaligned pulley.

• Binding pulley.

• Bent pulley.

IES 8/99

9-11

INDUSTRIAL ENGINE SYSTEMS

Diagnosis

SERPENTINE BELT SYSTEM

Definitions:

Figure 9-12

Chirping

Drive belts and pulleys wear evenly with use.

Unusual signs of wear indicate some correction is needed. The following diagnostic chart (figure 912) will aid in diagnosing serpentine belt system problems.

IMPORTANT: Routine inspection of the belt may reveal cracks in the belt ribs. These cracks will not impair belt performance and are not a basis for belt replacement. If sections of the belt are missing, the belt should be replaced. Do not use drive belt dressings to extend belt life. Use of belt dressing will soften the belts and cause deterioration. Oil or grease contamination on the belt or pulleys will also deteriorate the belt.

Chirping is a high pitched noise that is usually heard once per revolution of a pulley or belt. It is also usually heard at idle and is most common on cold damp mornings. By squirting water onto a chirping belt, the noise will momentarily go away.

Squeal

Squeal is a loud screeching noise that is usually caused by a slipping belt. The noise usually occurs when a heavy load is applied to the belt, such as compressor engagement, accelerating the engine, or the belt slipping on seized pulley.

Whine

Whine is a high pitched continuous noise that may be caused by a failed bearing.

131-084

Figure 9-12 Serpentine Belt Diagnosis Chart 9-12

IES 8/99

Cooling System

Diagnosis

Faint Cyclic Rumbling

2. With the pressure cap removed, observe the coolant circulating (radiator only). Feel the front area of the radiator or heat exchanger for cold spots that indicate blockage. Blocked radiators generally occur on units that have accrued hours (miles) and not on new units.

Faint cyclic rumbling is a deep low frequency noise (once per revolution of the belt).

Pilling

Pilling is the random accumulation of rubber dust in the bottom of the multi-ribbed belt grooves. A small amount of pilling is normal. Operation of the drive belt system will not be affected unless buildup exceeds 1/3 of the belt groove depth.

Overheat and/or Noise Restrictions in the cooling system can cause engine overheating and/or cooling system noise.

Components prone to this condition are the cylinder head, coolant pump, block, thermostat housing, and intake manifold. Symptoms are: • Engine may make snapping/cracking noises.

• Radiator or heater core may gurgle or surge.

• Radiator hoses may collapse and expand.

• Heater hoses may vibrate and thump.

• Overheat lamp may or may not come on.

Symptoms are caused by coolant boiling at some localized area and may be noticed after extended idling and/or while driving. Determine which side of the engine is involved and whether it is at the front or rear of the engine.

Inspection 1. Isolate the area by probing the engine with a sounding bar (large screwdriver).

CAUTION The pressure cap should be removed from a cool engine only. If the cap is removed from a hot cooling system, serious personal injury may result.

IES 8/99

3. Inspect the thermostat to see if it opens.

4. Inspect the thermostat housing to make sure it is free of obstructions.

5. Remove the coolant pump from the engine and remove the back cover on the pump.

Inspect all internal passages using a flashlight.

6. Inspect the crossover at the front of the intake manifold. This entire passage can be seen only with the thermostat removed.

7. Remove the cylinder heads and check the block with a pen light flashlight. Never replace a block unless the restricted area can be seen.

8. Inspect the cylinder heads if the problem is not found. Cylinder heads with blocked coolant passages generally have more than one area that is blocked. Look for signs of overheat discoloration (a dark blue or black area). If none are found, look in the coolant passages for blockage and probe all accessible passages. The cylinder head is intricate, and all passages cannot be reached. Use a substantial wire to go through or around a partially blocked area. If nothing is found by visual inspection and probing, inspect the passages for a rough, ragged appearance.

The roughest internal passages are probably the ones that are blocked. Replace a blocked or suspect cylinder head and inspect the replacement cylinder head before installation.

9-13

Diagnosis

INDUSTRIAL ENGINE SYSTEMS

PULLEY INSPECTION (ALL) Figure 9-13 Examine the pulleys for chips, nicks, tool marks, cracks, bent sidewalls, corrosion, or other damage.

1. Place a straightedge or position a cord across the two pulleys so they touch at all points (figure 9-12).

2. Turn each pulley one half revolution and recheck with a straightedge or cord. Full contact at all points must be made. If contact is not made at all points, the pulley may be warped or its shaft could be bent. Replace any parts found to be damaged.

131-085

Figure 9-13 Checking Pulley Alignment

9-14

IES 8/99

Cooling System

Service Procedures

SERVICE PROCEDURES DRAINING AND FILLING THE COOLING SYSTEM Various methods and equipment can be used.

Draining 1. Place a drain pan under the radiator drain cock.

2. Install a tube on the drain cock.

3. Place the end of the tube in the pail or pan.

4. Make sure the cooling system is cool, then remove the radiator cap.

5. Open the drain cock completely.

6. Let the cooling system drain until the flow stops.

7. Place a drain pan under the engine.

8. Remove the drain plug in the engine block.

9. Let the engine block drain until the flow stops.

There may be more drainage from the radiator at this time.

10. Replace the engine block drain plug.

11. Close the drain cock.

Filling 1. Check the radiator drain cock to be sure it is closed.

2. Check the engine drain plug to be sure it is tight.

3. Premix the antifreeze with clear water in 50/50 mixture.

IMPORTANT: If the old coolant is to be re-used, check it for glycol/water mix of 50/50.

4. Place a large top funnel in the radiator fill hole.

5. Slowly pour in the coolant. The filling may be slowed because of the thermostat being closed.

6. After the cooling system is filled to 1/2 inch below the fill hole, start the engine and let the cooling system warm up. When the thermostat opens, the coolant level may drop. If the level drops, add coolant until the level is up to the fill hole.

7. Replace the radiator cap.

8. Check the coolant level in the recovery tank.

Add coolant if needed.

FLUSHING THE COOLING SYSTEM Various methods and equipment can be used to flush the cooling system. If special equipment such as a back flusher is used, follow the equipment manufacturer's instructions.

NOTICE: If the engine is damaged Internally and a new engine assembly is installed in the vehicle, make sure all foreign material is completely flushed out of the cooling system. The oil cooler system should also be flushed out (if equipped). Failure to rid the oil or cooling system of debris can result in damage to the replacement engine.

IMPORTANT: Remove the thermostat before flushing the cooling system.

COOLANT RECOVERY / SURGE TANK REPLACEMENT Remove or Disconnect 1. Coolant from the recovery tank.

2. Clamps.

3. Coolant recovery reservoir hose from the recovery tank.

4. Overflow hose.

5. Bolts.

6. Coolant recovery tank from the vehicle.

IES 8/99

9-15

Service Procedures

INDUSTRIAL ENGINE SYSTEMS

Install or Connect 1. Coolant recovery tank to the vehicle.

2. Bolts.

Tighten • Bolts securely.

3. Coolant overflow hose to the recovery tank.

4. Coolant recovery reservoir hose to the recovery tank.

5. Clamps.

6. Coolant in the recovery tank.

ENGINE COOLANT TEMPERATURE SENSOR REPLACEMENT Remove or Disconnect 1. Negative battery cable.

2. Wiring harness connector.

3. Engine coolant temperature sensor.

Install or Connect 1. Engine coolant temperature sensor.

Tighten • Engine coolant temperature sensor to 23 N•m (17 lbs. ft.).

2. Wiring harness connector.

3. Negative battery cable.

THERMOSTAT REPLACEMENT 131-086

Figure 9-14 Remove or Disconnect 1. Drain the cooling system until the radiator coolant level is below the thermostat.

2. Bolts or studs.

3. Coolant outlet.

4. Thermostat from its housing.

5. Gasket (if necessary).

Figure 9-14 Thermostat and Components Clean • Thermostat housing and coolant outlet sealing surfaces.

Install or Connect 1. Thermostat in its housing.

2. New gasket into position (if necessary).

3. Coolant outlet.

4. Bolt and studs.

9-16

IES 8/99

Cooling System Tighten • Bolts and studs to 28 N•m (21 lbs. ft.) on 4.3L and 5.7L engines.

• Studs to 37 N•m (27 lbs. ft.) on 7.4L engines.

5. Fill the cooling system.

6. Start the engine and run with the radiator cap removed until the radiator upper hose becomes hot (thermostat is open).

7. With the engine idling, add coolant to the radiator until the coolant level reaches the bottom of the filler neck.

8. Radiator cap to the radiator, making sure the arrows line up with the overflow tube.

9. Check for leaks.

COOLANT PUMP REPLACEMENT Figure 9-15 Remove or Disconnect 1. Coolant from the radiator.

Service Procedures Install or Connect 1. Coolant pump to the engine block.

2. New gaskets, 3. Bolts.

Tighten • Bolts to 41 N•m (30 Lbs. ft.)

4. Lower radiator (outlet) hose and heater hose to the coolant pump. Bypass hose on the 7.4L engine.

5. Coolant pump pulley and fan to the coolant pump hub. Refer to “Fan Replacement.”

6. Drive belt. Refer to “Drive Belt Replacement.”

7. Upper fan shroud (if equipped).

8. Start the engine and run, with the radiator cap removed, until the upper radiator hose becomes hot (thermostat is open).

9. With the engine running, add coolant to the radiator until the level reaches the bottom of the filler neck.

2. Upper fan shroud (if equipped).

10. Radiator cap, making sure the arrows line up with the overflow tube.

3. Drive belt. Refer to “Drive Belt Replacement.”

11. Check for leaks.

4. Fan and pulley from the coolant pump. Refer to “Fan Replacement.”

5. Lower radiator (outlet) hose and heater hose from the coolant pump. On the 7.4L engine, remove the bypass hose.

6. Bolts.

7. Coolant pump from the engine block.

Clean Mating surfaces on the coolant pump and the engine block.

600-182

Figure 9-15 Coolant Pump Replacement

IES 8/99

9-17

INDUSTRIAL ENGINE SYSTEMS

Service Procedures

DRIVE BELT TENSIONER INSPECTION Figure 9-16 Remove or Disconnect 1 Negative battery cable.

2. Serpentine drive belt. Refer to “Serpentine Belt Replacement.”

3. Position a hex head socket on the belt tensioner pulley bolt head.

4. Move the drive belt tensioner through its full travel.

NOTICE: Do not allow the drive belt tensioner to snap into the “free” position. This may result in damage to the tensioner.

Movement should feel smooth and return freely without any binding. If any binding is observed, replace the tensioner.

Install or Connect 1. Serpentine drive belt. Refer to “Serpentine Belt Replacement,” 2. Negative battery cable.

DRIVE BELT TENSIONER REPLACEMENT Remove or Disconnect 1. Negative battery cable.

2. Serpentine drive belt. Refer to “Serpentine Belt Replacement.”

3. Bolt.

4. Tensioner.

Install or Connect 1. Tensioner to mounting bracket.

2. Bolt.

Tighten • Bolt to 83 N•m (61 lbs. ft.).

3. Serpentine drive belt. Refer to “Serpentine Belt Replacement.”

4. Negative battery cable.

IDLER PULLEY AND BRACKET REPLACEMENT

3.

4.

5.

6.

Idler pulley bolts.

Idler pulley.

Bracket bolts.

Bracket.

Install or Connect 1. Bracket to cylinder head holes.

2. Bolts.

Tighten • Bolts to 66 N•m (49 lbs. ft.).

3. Idler pulley.

4. Bolts.

Tighten • Bolt to 50 N•m (37 lbs. ft.).

5. Serpentine drive belt. Refer to “Serpentine Belt Replacement.”

6. Negative battery cable.

DRIVE BELT SERVICE (ALL) Maintaining the drive belt and pulleys can extend the normal life of a drive belt.

V-BELT REPLACEMENT When replacing the drive belts, it is essential the entire set be replaced at the same time. Several accessories may be driven from the multiple groove crankshaft pulley, and the replacement of an inside belt will make it necessary to remove the outside belts first.

Belt Installation 1. Relieve the belt tension to the position of the most slack in the belt. It may be necessary to remove the belts from the outer grooves on the accessories first.

2. Examine the pulleys. Refer to “Pulley Inspection.”

3. Check the pulley alignment. Refer to “Pulley Inspection.”

NOTICE: Do not force a belt into a pulley groove by prying with a screwdriver, crowbar, or other wedge type tool. Prying a belt into position can damage the belt and drive components.

Figure 9-16

4. Install the belt into the pulley grooves by hand.

Remove or Disconnect 1. Negative battery cable.

2. Serpentine drive belt. Refer to “Serpentine Belt Replacement.”

5. Position the accessory or the adjusting bracket.

9-18

6. Check the belt tension.

Tension Adjustment.”

Refer to “V-Belt

IES 8/99

Cooling System SERPENTINE BELT REPLACEMENT Figure 9-16 The serpentine belt must follow the appropriate belt routing. The grooves in the belt must match the grooves in the pulleys. The tensioner is spring loaded and will return to the tension position when released.

Remove or Disconnect NOTICE: Do not allow the drive belt tensioner to snap into the “free” position. This may result in damage to the tensioner.

Service Procedures 1. Use a 1/2-inch breaker bar with a socket placed on the tensioner pulley axis bolt and rotate the tensioner to release belt tension.

2. Belt.

Install or Connect 1. Route belt over all the pulleys except the belt tensioner.

2. Use a 1/2-inch breaker bar with a socket placed on the tensioner pulley axis bolt and rotate the tensioner to the released position.

3. Belt over the belt tensioner pulley.

4. Check the belt for correct “W groove tracking” around each pulley.

131-087

Figure 9-16 Serpentine Belt System IES 8/99

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Service Procedures

INDUSTRIAL ENGINE SYSTEMS

BELT TENSION ADJUSTMENT (ALL)

RADIATOR SERVICE

Drive belts must grip the entire contact area of the pulley. When drive belts are too loose, the belts can slip, tear, burn, or grab and snap. More belts fail from being too loose than too tight.

Radiator Internal Deposits

Belts that are too tight can damage the engine by causing side loading of the crankshaft, crankshaft bearings, and accessories or accessory bearings.

Too much belt tension will also stretch and weaken the belts.

After a belt has made one complete revolution it is considered used and should be adjusted to the used belt tension specification. When the drive belts are worn, they should be replaced. Tightening worn drive belts will not prevent slipping and can cause damage to the engine.

Do not use belt dressings to extend belt life. Most dressings contain chemicals that soften the belts.

Check the belts at 1500 hour intervals. Also check all necessary mounting or adjusting bracket bolts.

Tighten as necessary.

Adjust Tool Required:

• BT-33-95 ACBN Belt Tension Gage IMPORTANT: Belts with an idler pulley and two pulleys are adjusted to the “two-pulley” tension.

Use BT-33-95 ACBN placed at the center of the greatest span to check the belt tension.

Tension on a new V-belt with two pulleys to 400440 N (90-100 lbs.). With three or more pulleys (not including an idler pulley), adjust the tension to 530-620 N (120-140 lbs.).

• Tension on a used V-belt with two pulleys to 350-400 N (80-90 lbs.).

• With three or more pulleys (not including an idler pulley), adjust the tension to 530-620 N (120-140 Lbs.).

• Tension on a new serpentine belt to 100 N per rib (25 lbs. per rib).

• Tension on a used serpentine belt to 90 N per rib (21 lbs. per rib).

9-20

A radiator with a dirty, obstructed, or leaking core will cause the engine to overheat. A scale deposit inside the radiator is a result of using hard, high mineral content water in the cooling system. The effect of heat on the minerals in the water causes the formation of scale, or hard coating, on metal surfaces within the radiator, thereby reducing the transfer of heat. Some hard water will produce a silt-like deposit which restricts the flow of water.

Replace a radiator that is plugged or has a heavy scale on the core.

Scale Removal To remove the hardened scale, a direct chemical action is necessary. A flushing compound at the specified rate of 30 grams per liter (4 oz. per gallon) of radiator capacity should be added to the coolant solution in the form of a dissolved solution while the engine is running. Operate the engine for 15 minutes or until it reaches normal operating temperature, then drain and flush the system with clean water.

There are various types of flushing compounds commercially available, but they should be obtained from a reliable source. Most compounds attack metals and should not remain in the engine for more than a few minutes. A neutralizer should be used in the cooling system immediately after a descaling solvent is used. For extremely hard, stubborn coatings, such as lime scale, use a stronger solution. The corrosive action of a stronger solution will affect the thin metals of the radiator, thereby reducing its operating life. A complete flushing and rinsing is mandatory and must be accomplished skillfully.

After the solvent and neutralizer have been used and the cooling system is flushed, drain the entire system and fill it with clean, soft water plus a high boiling type antifreeze that meets GM 6038-M specifications. After filling the cooling system, check for radiator, hose, and engine coolant leaks.

IES 8/99

Cooling System

Service Procedures

HEAT EXCHANGER SERVICE

Cleaning Engine Coolant Section

Cleaning External Water Section

The engine coolant section of the cooling system should be cleaned at least once every two years, or whenever decreased cooling efficiency is experienced.

Cooling efficiency of an engine with fresh water is greatly dependent upon heat transfer through the tubes within the heat exchanger. During engine operation, contaminants within the raw water (such as silt, lime, etc.) collect on the inside of the tubes, thus reducing heat transfer and greatly decreasing heat-exchanger efficiency. It is therefore recommended that the raw-water section of the heat exchanger be cleaned at least once every two years, or whenever decreased cooling efficiency is suspected, as follows: 1. Remove the raw-water drain plug from the bottom of the heat exchanger and allow water to drain. After water has drained completely, coat the threads of the drain plug with Perfect Seal® (or equivalent) and reinstall.

2. Remove the bolts which secure the end plates to each end of the heat exchanger, then remove the end plates, seal washers, and gaskets. Clean gasket material from end plates and heat exchanger.

3. Clean water passages in heat exchanger by inserting a suitably sized wire brush into each passage. Use compressed air to blow loose particles out of the water passages.

A good grade of automotive cooling system cleaning solution may be used to remove rust, scale, or other foreign material. Manufacturer's instructions, which accompany a particular cleaner, should always be followed.

If the fresh-water section is extremely dirty, a pressure-flushing device may be used to flush out the remaining deposits. The flushing should be done in a direction opposite the normal coolant flow to allow water to get behind deposits and force them out. Refer to instructions which accompany the flushing device for proper hookup and flushing procedure.

COOLANT HOSE REPLACEMENT Remove or Disconnect 1. Drain the cooling system.

2. Hose supports (if equipped).

3. Hose clamps from the inlet and outlet hoses.

4. Radiator inlet hose.

5. Radiator outlet hose.

4. Apply Perfect Seal® (or equivalent) to both sides of the new end-plate gaskets, then reinstall end plates using new gaskets and seal washers. (Be sure to install seal washers between end plates and gaskets.)

Install or Connect 1. Radiator outlet hose.

5. Start engine and inspect cooling system for leaks.

Tighten • Screw type clamps to 3 N•m (27 lbs. in.).

2. Radiator inlet hose.

3. Clamps to the radiator inlet and outlet hoses.

4. Hose support bolts to inlet hose (if equipped).

Tighten • Bolts securely.

5. Fill the cooling system to the proper level.

Check for leaks.

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Service Procedures

FAN REPLACEMENT

INDUSTRIAL ENGINE SYSTEMS Install or Connect

Figure 9-17 Remove or Disconnect 1. Radiator fan shroud.

2. Fan to pulley attaching bolts

Inspect Inspect the mating surfaces (the coolant pump hub and the fan hub) for smoothness.

Rework as necessary to eliminate any burrs other imperfections.

CAUTION Do not repair and reuse a fan with a bent, cracked, or damaged blade. Replace the fan as an assembly. A damaged blade can change the balance of the fan. A fan out of balance or cracked could fly apart during use and cause personal injury or damage to the vehicle.

1. Fan to pulley.

2. Bolts.

Tighten • Bolts to 24 N•m (18 lbs. ft.).

3. Fan shroud.

131-169

Figure 9-17 Fan and Components (Typical) 9-22

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INDUSTRIAL ENGINE SYSTEM

Service Procedures

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ServiceProcedures

INDUSTRIAL ENGINE SYSTEMS

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Table of Contents

NOTICE: Always use the correct fastener in the proper location. When you replace a fastener, use ONLY the exact part number for that location. Fasteners that require replacement will be called out.

Fasteners that require thread lockers or thread sealant will also be called out. UNLESS OTHERWISE SPECIFIED, do not use supplement coatings (paints, greases, or other corrosion inhibitors) on fastener joint interfaces. Generally, such coatings adversely affect the fastener torque and the joint clamping force, and may damage the fastener. When you install fasteners, use the correct tightening sequence and torque specification. Following these instructions can help you avoid damage to parts and systems.

TABLE OF CONTENTS General Description .......................................10-1 General Information .......................................10-3 Statement on Cleanliness and Care..............10-3 Use of RTV Sealer and Anaerobic Gasket Eliminator....................................................10-3 Replacing Engine Gaskets ............................10-4 Thread Repair................................................10-4 Disassembly of Engine..................................10-5 Tools and Shop Equipment ...........................10-5 Accessory Removal .......................................10-5 Cleaning.........................................................10-5 Draining the Engine .......................................10-5 Flywheel and Housing Removal....................10-6 Oil Filter Bypass Valve Removal ...................10-6 Intake/Exhaust Manifold Removal .................10-6 Coolant Pump Removal.................................10-6 Torsional Damper Removal ...........................10-6 Front Cover and Crankshaft Seal Removal .............................................10-7 Rocker Arm Cover Removal..........................10-7 Camshaft Lobe Lift Measurement .................10-7 Rocker Arm and Pushrod Removal...............10-8 Cylinder Head Removal.................................10-8 Hydraulic Lifter Removal ...............................10-8 Oil Pan Removal............................................10-9 Rear Crankshaft Oil Seal and Retainer Removal......................................................10-9 Oil Pump Removal.........................................10-9 Connecting Rod and Piston Removal ...........10-9 Camshaft Removal ......................................10-12 Crankshaft Removal ....................................10-12 Cleaning, Inspection, and Repair ...............10-13 Clean and Inspect Cylinder Block ...............10-13 Repair Cylinder Block ..................................10-14 Boring .......................................................10-14 Honing ......................................................10-14 IES 131 8/99

Cylinder Block Plug Replacement ...............10-15 Crankshaft Inspection ..................................10-15 Connecting Rod Side Play and Bearing Clearance Measurement ..........................10-17 Connecting Rod and Piston Inspection .......10-18 Assemble Connecting Rod and Piston........10-21 Measure Main Bearing Clearance...............10-22 Camshaft Inspection ....................................10-23 Camshaft Bearing Removal.........................10-25 Intake/Exhaust Manifold Inspection.............10-25 Rocker Arm and Pushrod Inspection...........10-26 Rocker Arm Stud Replacement ...................10-26 Disassemble Cylinder Head ........................10-27 Cylinder Head Cleaning...............................10-27 Cylinder Head Inspection ............................10-28 Cylinder Head Reconditioning .....................10-29 Assemble Cylinder Head .............................10-30 Disassemble Hydraulic Lifter .......................10-31 Assemble Hydraulic Lifter............................10-32 Disassemble Oil Pump ................................10-32 Oil Pump Inspection ....................................10-33 Assemble Oil Pump .....................................10-33 Assembly of Engine.....................................10-35 Prior to Assembly ........................................10-35 Crankshaft Installation .................................10-35 Camshaft Bearing Installation......................10-36 Camshaft Installation ...................................10-37 Connecting Rod and Piston Installation ......10-37 Oil Pump Installation....................................10-39 Rear Crankshaft Oil Seal Installation ..........10-39 Oil Pan Installation.......................................10-40 Rear Crankshaft Oil Seal Retainer Installation.................................................10-40 Hydraulic Lifter Installation ..........................10-41 Cylinder Head Installation............................10-41 Rocker Arm and Pushrod Installation..........10-41

10-i

INDUSTRIAL ENGINE SYSTEMS

Table of Contents

TABLE OF CONTENTS (CONTINUED) Adjust Valves ...............................................10-42 Rocker Arm Cover Installation.....................10-42 Front Cover and Crankshaft Seal Installation.................................................10-42 Torsional Damper Installation ......................10-43 Coolant Pump Installation............................10-44 Intake/Exhaust Manifold Installation ............10-44 Oil Filter Bypass Valve Installation ..............10-44

10-ii

Flywheel Installation ....................................10-44 Engine Setup and Testing ...........................10-45 Engine Torque Specifications .....................10-47 Engine Specifications ..................................10-48 Special Tool Usage.......................................10-50

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GeneralhDescription

INDUSTRIAL ENGINE SYSTEMS

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General Description

GENERAL DESCRIPTION Figure 10-1 Engine operation is the same as any typical internal combustion gasoline engine.

The pressurized lubrication oil is supplied by a gear pump mounted on the rear main bearing cap.

The distributor, driven by a helical gear on the camshaft, also drives the gear oil pump. A spring type pressure regulating valve controls the system oil pressure.

The main gallery supplies pressure oil to the camshaft bearings and main bearings. Oil flows to the connecting rod bearings through holes drilled in the crankshaft. From the front camshaft bearing, oil flows to the timing gear oil nozzle for gear lubrication. Pressurized oil is also routed to the lifters.

The hydraulic valve lifters supply oil through hollow pushrods to the rocker arms. Oil from the camshaft, crankshaft and timing cover returns to the oil pan to repeat the cycle.

Oil flows from the pump to a full flow oil filter and to the main oil gallery. If oil filter becomes restricted, the filter by-pass valve opens, allowing oil to continue to flow to gallery for engine lubrication. The main oil gallery is drilled the length of the block above the camshaft.

IES 131 8/99

10-1

General Description

INDUSTRIAL ENGINE SYSTEMS

131-001

Figure 10-1 Engine Lubrication Diagram 10-2

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General Information

GENERAL INFORMATION STATEMENT ON CLEANLINESS AND CARE An engine is a combination of many machined, honed, polished, and lapped surfaces with very fine tolerances.

Whenever valve train components, cylinder head, cylinder, crankshaft, or connecting rod components are removed for service, they should be retained in order. At the time of installation, they should be installed in the same locations and with the same mating surfaces as when removed.

Any time the air cleaner or TBI unit is removed, the intake opening must be covered. This will protect against the entrance of foreign material which could follow the intake passage into the cylinder and cause extensive damage when the engine is started.

When any internal engine parts are serviced, care and cleanliness are important. A liberal coating of engine oil should be applied to friction areas during assembly to protect and lubricate the surfaces on initial operation. Throughout this Section, it should be understood that proper cleaning and protection of machined surfaces and friction areas is part of the repair procedure. This is considered standard shop practice even if not specifically stated.

USE OF RTV SEALER AND ANAEROBIC GASKET ELIMINATOR Two types of sealer are commonly used in the engines covered by this manual. These are RTV sealer and anaerobic “gasket eliminator” sealer. It is important that these sealers be applied properly and in their proper place to prevent oil leaks. THE TWO TYPES OF SEALERS ARE NOT INTERCHANGEABLE. Use the sealer recommended in the procedure.

RTV (room temperature vulcanization) sealer is used where a non-rigid part is assembled to a rigid part. Common examples are oil pans and rocker covers. Anaerobic gasket eliminator hardens in the absence of air. This sealer is used where two rigid parts (such as castings) are assembled together.

When two rigid parts are disassembled and sealer or gasket is readily noticeable, the parts were probably assembled using gasket eliminator.

IES 131 8/99

Using RTV Sealer 1. Do not use RTV when extreme temperatures are expected, such as exhaust manifold, head gasket or where gasket eliminator is specified.

2. When separating components sealed with RTV, use a rubber mallet and “bump” the part sideways to shear the RTV sealer. “Bumping” should be done at bends or reinforced areas to prevent distortion of parts. RTV is weaker in shear (lateral) strength than in tensile (vertical) strength.

NOTICE: Attempting to pry or pull components apart may result in damage to the part.

3. Surfaces to be resealed must be clean and dry. Remove all traces of oil and RTV with a chlorinated solvent (GM P/N 1050454 or equivalent). Do not use petroleum cleaners such as mineral spirits. They leave a film onto which RTV will not stick.

4. Apply RTV to one of the clean surfaces. Use a bead size as specified in the procedure. Run the bead to the inside of any bolt holes. Do not allow the sealer in any blind threaded holes, as it may prevent the bolt from seating properly or cause damage when the bolt is tightened.

5. Assemble while RTV is still wet (within 3 minutes). Do not wait for RTV to skin over.

6. Torque bolts to specifications. Do not overtorque.

Using Anaerobic Gasket Eliminator 1. Clean surfaces to be resealed with a chlorinated solvent (GM P/N 1050454 or equivalent) to remove all oil, grease, and old material.

2. Apply a continuous bead of gasket eliminator to one flange.

3. Spread the bead evenly with your finger to get a uniform coating on the complete flange.

4. Assemble parts in the normal manner and torque immediately to specifications.

IMPORTANT: Anaerobic sealed joints that are partially torqued and allowed to cure more than five minutes may result in incorrect shimming of the joint.

10-3

General Information

REPLACING ENGINE GASKETS CAUTION Composite type gaskets are used in some areas of the engine assembly. These gaskets have a thin metal core. Use caution when removing or handling composite gaskets to help avoid personal injury.

THREAD REPAIR Figure 10-2 Tool Required: • General purpose thread repair kits are available commercially.

Damaged threads may be reconditioned by drilling out, rethreading, and installing a suitable thread insert.

CAUTION Wear safety glasses to avoid eye damage.

INDUSTRIAL ENGINE SYSTEMS 1. Determine size, pitch, and depth of damaged thread. If necessary, adjust stop collars on cutting tool and tap to required depth.

IMPORTANT: Refer to the kit manufacturer's instructions regarding the size of drill and tap to be used.

2. Drill out damaged thread.

3. Tap hole. Lubricate tap with light engine oil.

Clean the thread.

IMPORTANT: Avoid build-up of chips. Back out the tap every few turns and remove chips.

4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert on the end of the mandrel.

5. Lubricate the insert with light engine oil (except when installing in aluminum) and install.

IMPORTANT: When correctly installed, the insert should be flush to one turn below the surface.

6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift.

600-177

Figure 10-2 Repairing Thread Holes

10-4

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Disassembly of Engine

DISASSEMBLY OF ENGINE English and Metric Fasteners

• Starter Motor • Carburetor / Mixer Components

CAUTION Late model engines use a combination of English and Metric threaded fasteners. The components effected are starter motor, engine mounts, and flywheel housing mounting. Verify that the proper fasteners are used whenever removing or replacing one of these components.

It is beyond the scope of this Section to cover in detail the many different accessory installations.

Refer to the appropriate service manual section for this information.

Diagrams of emissions and vacuum hose routings, wiring harness routing, accessory drive belt layout, etc. should be made before removing accessories.

TOOLS AND SHOP EQUIPMENT

CLEANING

A clean, well lit work area should be available.

Other necessary aides include: a suitable parts cleaning tank, compressed air supply, trays to keep parts and fasteners organized, and an adequate set of hand tools.

It is important that the engine be as clean as possible to prevent dirt from entering critical areas during disassembly.

An approved engine repair stand will help prevent personal injury or damage to the engine components.

Special tools are illustrated throughout this Section, and listed at its end. These tools (or their equivalents) are specially designed to quickly and safely accomplish the operations for which they are intended. The use of these tools will also minimize possible damage to engine components.

Some precision measuring tools are required for inspection of certain critical components. Torque wrenches are necessary for the correct assembly of various parts.

ACCESSORY REMOVAL The various procedures in this manual assume that the engine accessories have been removed.

These accessories may include one or more of the following: • Hydraulic Pump • Drive Belt Tensioner • Generator • Air Conditioning Compressor • Cooling Fan • Distributor • Accessory Mounting Brackets

IES 131 8/99

Remove the engine accessories before cleaning to provide better access to engine exterior surfaces.

Cover the openings with tape to prevent the entry of coolant, solvent and dirt.

Methods used to clean the engine will depend on the equipment available. Steam cleaning, pressure washing or solvent cleaning are some acceptable methods. Allow the engine to dry before beginning the work.

DRAINING THE ENGINE Remove or Disconnect 1. Oil pan drain plug, and allow oil to drain from the oil pan.

2. Oil filter.

3. Coolant drain plugs from block and allow to drain.

Install or Connect NOTICE: Refer to “Notice” on page 1.

1. Oil pan drain plug.

Tighten • Drain plug to 45 N•m (33 lb. ft.).

2. Coolant drain plugs.

IMPORTANT: If cleaning or repairing engine block, do not install new drain plugs or the oil filter until assembly of the engine block. Refer to “Engine Block Servicing” in this Section.

10-5

INDUSTRIAL ENGINE SYSTEMS

Disassembly of Engine Tighten • Coolant drain plug to 15 N•m (11 lb. ft.).

FLYWHEEL AND HOUSING REMOVAL Figures 10-3 and 10-4 Remove or Disconnect 1. Bolts to remove flywheel cover and gasket (figure 10-3).

2. Bolts and nut.

3. Flywheel-to-crankshaft flywheel (figure 10-4).

bolts

to

remove 131-098

4. Check flywheel for worn or missing teeth.

Figure 10-4 Flywheel Bolts

OIL FILTER BYPASS VALVE REMOVAL

INTAKE/EXHAUST MANIFOLD REMOVAL

Remove or Disconnect 1. Oil filter.

Remove or Disconnect 1. Manifold bolts.

2. Manifold and gasket.

2. Check spring and fiber bypass valve for smooth operation and cracked or damaged valve or spring.

COOLANT PUMP REMOVAL

3. Bypass valve by prying valve from engine block using a screwdriver.

Remove or Disconnect 1. Coolant pump pulley bolts.

2. Coolant pump pulley.

3. Coolant pump bolts.

4. Coolant pump and gasket.

Clean • Coolant pump gasket surfaces.

TORSIONAL DAMPER REMOVAL Figure 10-5 Tool Required:

J 39046 Torsional Damper Puller and Installer

CAUTION DO NOT use a universal claw type puller to remove torsional damper. Pulling on the outer inertia weight can damage damper by separating the bonded rubber from the center hub.

131-099

Figure 10-3

10-6

Remove or Disconnect 1. Torsional damper and key using J 39046.

Flywheel Cover Components

CENG 131 8/98

3.0L

Disassembly of Engine

ROCKER ARM COVER REMOVAL Figure 10-7 Remove or Disconnect 1. Positive Crankcase Ventilation (PCV) hose.

CAUTION DO NOT pry cover to remove cover from cylinder head. Cover can be warped or damaged. Tap cover loose with the heal of your hand or use a rubber mallet.

131-011

2. Bolts (3) and reinforcements (4) to remove rocker arm cover (2) and gasket (5).

Figure 10-5 Removing Torsional Damper

FRONT COVER AND CRANKSHAFT SEAL REMOVAL Figure 10-6 NOTICE: The front crankshaft seal can be removed from the cover without removing the cover from the engine. Use care not to distort the cover when prying the seal from the cover. Follow steps 2 and 3.

Remove or Disconnect 1. Bolts to remove front cover and gasket.

131-100

Figure 10-7 Rocker Arm Cover

2. Front crankshaft seal (1) using a screwdriver to pry seal from cover. Use care not to distort the cover.

3. Inspect front cover for distortion or damage; replace if necessary.

CAMSHAFT LOBE LIFT MEASUREMENT Figure 10-8 Tool Required:

J 8520 Dial Indicator (or equivalent)

Measure 1. Camshaft lobe lift using the following procedures: A. Fasten a dial indicator (such as J 8520) to the engine, so the plunger of the indicator rests on the end of the pushrod. Be sure the pushrod is in the socket of the lifter.

131-090

Figure 10-6

Front Cover and Crankshaft Seal

B. Turn the crankshaft slowly in the direction of rotation (counterclockwise at the flywheel end), until the lifter is on the heel (lowest position) of the camshaft lobe.

C. Set the dial indicator to zero, and turn the crankshaft until the lifter and pushrod are at the highest position of the camshaft lobe.

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10-7

INDUSTRIAL ENGINE SYSTEMS

Disassembly of Engine

CYLINDER HEAD REMOVAL Figure 10-10 Remove or Disconnect 1. Cylinder head bolts (1) to remove cylinder head (2) and gasket (3).

131-091

Figure 10-8 Measuring Camshaft Lobe Lift D. Record the maximum lift of the pushrod and compare with the specification. • Camshaft lobe lift - Intake - 6.42 +/- 0.03 mm (0.253 +/- 0.001 in.)

131-101

Figure 10-9 Rocker Arm and Pushrod

- Exhaust - 6.42 +/- 0.03 mm (0.253 +/- 0.001 in.)

2. Repeat Steps A-D for each pushrod. Replace camshaft if not within specification.

ROCKER ARM AND PUSHROD REMOVAL Figure 10-9 Remove or Disconnect

CAUTION

131-102

Figure 10-10 Cylinder Head and Gasket Keep each rocker arm, rocker arm components and pushrod together as a set. If the parts are not to be replaced, they must be installed in the same location from which they were removed.

1. Rocker arm nut (1), rocker arm (2), ball (3) and pushrod (4).

NOTICE: If only the pushrod is to be replaced, loosen the nut only enough to move the rocker arm out of the way. Pushrod can then be lifted out.

HYDRAULIC LIFTER REMOVAL Figures 10-11 and 10-12 Tools Required:

J 3049 Plier Type Hydraulic Lifter Remover J 9290-01 Slide Hammer Type Hydraulic Lifter Remover

Remove or Disconnect NOTICE: If hydraulic lifter is stuck, use J 3049 Plier Type (1) or J 9290-01 Slide Hammer Type (2) Hydraulic Lifter Remover to remove lifter.

10-8

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Disassembly of Engine

OIL PAN REMOVAL Figure 10-13 Remove or Disconnect 1. Remove oil pan bolts (1 and 2), and nuts (3).

2. Remove oil pan (4) and gasket (5).

131-092

Figure 10-11 Plier Type Lifter Remover

131-105

Figure 10-13 Oil Pan, Gaskets, and Seal

REAR CRANKSHAFT OIL SEAL AND RETAINER REMOVAL 131-093

Figure 10-12 Slide Hammer Type Lifter Remover 1. Remove hydraulic lifters (3) using a magnet or special tools, one at a time to keep them in order. Lifters must be installed in the same bore from which they were removed.

Figures 10-14 and 10-15 NOTICE: If rear crankshaft oil seal is the only item to be serviced, proceed to Step 3.

1. Remove seal retainer and nuts (figure 10-14).

2. Remove seal retainer and gasket (figure 1014).

2. Inspect hydraulic lifters: A. If the lifter body is scored or scuffed, inspect the mating bore of the cylinder block; replace parts as necessary.

B. Inspect pushrod seat of lifter if seat is scuffed or worn, inspect the mating pushrod end; replace parts as necessary.

C. Check clearance between lifter and its mating bore.

CAUTION If the rear crankshaft oil seal is removed while on the engine, use care when removing the oil seal so not to nick the crankshaft sealing surface.

3. Insert screwdriver into notches of seal retainer and pry the seal from the seal retainer (figure 10-15).

D. Check the lifter foot for a smooth and slightly convex surface. If the foot is scored, pitted or extremely worn, check the mating camshaft lobe also; replace parts as necessary.

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10-9

INDUSTRIAL ENGINE SYSTEMS

Disassembly of Engine

OIL PUMP REMOVAL Figure 10-16 Remove or Disconnect 1. Remove oil pickup tube bolts (1).

2. Remove oil pump-to-crankcase bolts (2) to remove oil pump and pickup tube assembly.

131-106

Figure 10-16 Oil Pump

CONNECTING ROD AND PISTON REMOVAL Figures 10-17 through 10-20 600-210

Figure 10-14 Rear Crankshaft Oil Seal Retainer

Tool Required:

J 24270 Ridge Reamer J 5239 Connecting Rod Guide Set

Remove or Disconnect 1. Remove any ridges or deposits from the upper end of the cylinder bores using a ridge reamer and the following procedure: A. Turn the crankshaft until piston to be removed is at the bottom of its stroke.

B. Put a cloth on top of piston (figure 10-17).

C. Remove ridge or deposits using a ridge reamer (figure 10-18). Follow the instructions furnished by the tool manufacturer.

600-247

Figure 10-15 Seal Removal Notches

10-10

D. Turn the crankshaft until the piston is at the top of its stroke and remove cuttings and cloth.

E. Repeat Steps A-D for each piston to be removed.

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Disassembly of Engine 2. Remove nuts (2) to remove connecting rod cap (1) (figure 10-20).

3. Install J 5239 Rod Guide Set on connecting rod studs to protect journal surfaces (figure 1021). Push connecting rod and piston assembly out the top of the cylinder block using the long guide rod tool.

4. Take care not to contact crank journals.

131-107

Figure 10-17 Cloth Inside Cylinder Bore

NOTICE: It will be necessary to turn the crankshaft slightly to disconnect and remove some of the piston and connecting rod assemblies.

5. Repeat Steps 2 through 4 to remove remaining pistons and connecting rods assemblies.

600-207

Figure 10-18 Removing Cylinder Ridge

CAUTION 131-109

The connecting rod and cap must be kept together as a set. Check the connecting rod and cap for identification marks; mark the parts if necessary (figure 10-19) so parts can be installed in the same position as removed.

Figure 10-20 Connecting Rod Cap

131-108

Figure 10-19 Connecting Rod Identification Marking Area 600-208

Figure 10-21 Using J 5239 Rod Guide Set IES 131 8/99

10-11

INDUSTRIAL ENGINE SYSTEMS

Disassembly of Engine

CAMSHAFT REMOVAL

CRANKSHAFT REMOVAL

Figure 10-22

Figure 10-19

Remove or Disconnect 1. Turn crankshaft to align timing marks (1) on timing gears.

Remove or Disconnect

2. Remove two camshaft thrust plate bolts through holes in gears (2).

3. Carefully remove timing gear and camshaft assembly so as not to damage camshaft bearings.

CAUTION The connecting rod caps and main bearing caps must be installed in their original positions. Check the bearing caps for location marks; mark the caps if necessary (refer to figure 10-19), so caps can be installed in the same position as removed.

1. Remove bolts to remove main bearing caps.

Carefully lift crankshaft from engine block.

131-110

Figure 10-22 Timing Gear Alignment Marks

10-12

IES 131 8/99

3.0L

Cleaning, Inspection, and Repair

CLEANING, INSPECTION, AND REPAIR Measure • Measure cylinder walls for taper, out-of-round or excessive ridge at the top of ring travel using a cylinder bore gauge (figure 10-24).

CLEAN AND INSPECT CYLINDER BLOCK Figures 10-23 and 10-24 Remove or Disconnect 1. Make sure all components are removed from engine block (figure 10-23).

A. Adjust gauge so thrust pin must be pushed in about 6.5 mm (0.250 in.) to put indicator into bore.

B. Put gauge in the middle of the bore and turn dial to “0”.

C. Carefully move the gauge up and down cylinder to determine out-of-round and taper conditions.

131-111

Figure 10-23 Cylinder Block Clean • Wash cylinder block thoroughly with cleaning solvent. Remove old gasket material from machined surfaces.

2. Remove all oil gallery plugs.

Clean • All oil passages.

• All water passages.

Inspect • All water passages.

• Cylinder block for cracks in the cylinder walls, water jacket, valve lifter bores and main bearing webs. Replace the block if cracks are present.

NOTICE: Minute cracks not visible to the naked eye may be detected by applying a mixture of one part kerosene and three parts light engine oil to any suspected areas. Wipe the part dry and apply a thin layer of zinc oxide dissolved in wood alcohol. If cracks are present, the cracked area will be discolored. Or, send block to be magnafluxed by a qualified machine shop.

600-155

Figure 10-24 Measuring Cylinder Bore NOTICE: If cylinder bores exceed specifications, replace cylinder block or have cylinders rebored by a qualified machine shop. If cylinder is rebored, oversize piston and rings must be installed.

Measure • Cylinder block bores - Diameter 101.59 - 101.66 mm (3.9995 - 4.0025 in.)

- Maximum Taper 0.025 mm (0.001 in.)

- Maximum Out-of-Round 0.05 mm (0.002 in.)

IES 131 8/99

10-13

Cleaning, Inspection, and Repair

REPAIR CYLINDER BLOCK The following operations depend upon the condition of the engine block: BORING and HONING must be done if the cylinder block inspection indicated that the block was suitable for continued use except for out-of-round or tapered cylinders.

NOTICE: Boring should only be carried out by a qualified machine shop with quality equipment or severe damage can be done to cylinder block.

HONING can be done if the cylinders were found to have less than 0.13 mm (0.005 in.) taper or wear and then fitted with the high limit standard size piston. A cylinder bore may not entirely clean up when fitted to a high limit piston. If it is desired to entirely clean up the bore, it will be necessary to bore and hone cylinder to fit the smallest oversized piston.

Honing is always performed on cylinder block when new piston rings are installed or following a bore job.

When pistons are being fitted and honing is not necessary, cylinder bores must be cleaned with hot water and detergent. Wipe the bore several times with a clean cloth and engine oil.

PISTON SELECTION requires careful checks to ensure the proper piston clearance is maintained.

Boring: 1. Before using any type boring bar, the top of the cylinder block should be filed off to remove any dirt or burrs. This is important to prevent the boring bar from tilting, which can result in the rebored cylinder wall not being at right angle to the crankshaft.

2. Measure the piston to be fitted using a micrometer, at the center of the piston skirt and perpendicular to the piston pin.

3. Carefully follow the manufacturer’s instructions of the boring equipment being used.

INDUSTRIAL ENGINE SYSTEMS Honing 1. Follow the hone manufacturer’s instructions for use of the hone, cleaning and lubrication during operation.

CAUTION DO NOT force piston through the cylinder until the cylinder has been honed to the correct size.

This can cause the piston to be distorted. Handle the piston with care.

2. Occasionally during the honing operation, thoroughly clean the cylinder bore and check the selected piston for correct fit.

3. When finish-honing a cylinder bore to fit a piston, the hone should be moved up and down at a sufficient speed to obtain very fine, uniform surface finish marks in a crosshatch pattern approximately 45° to 65°. Finish marks should be clean but not sharp, free from imbedded particles and torn or folded metal.

4. Permanently mark the piston for the cylinder to which it has been fitted. Continue to hone remaining cylinders and fit pistons.

CAUTION It is important that a good cleaning operation is performed following any machining process. Any abrasive material remaining in the bore will cause premature engine wear in cylinders and bearings.

5. Thoroughly clean the cylinder bores with hot water and detergent. DO NOT use kerosene or gasoline to clean cylinders. Scrub bores with a stiff brush and rinse thoroughly with hot water.

Swab the cylinder bores several times with light engine oil on a clean cloth. Wipe bores with a clean cloth. Clean the remainder of the cylinder block to remove any abrasive material left from the honing operation.

4. Bore the cylinder to the same diameter as the piston. Hone (the next operation) the cylinder to obtain the specified clearance.

10-14

IES 131 8/99

3.0L

Cleaning, Inspection, and Repair

Piston Selection 1. Check the used piston to cylinder bore clearance as follows: A. Measure the cylinder bore diameter with a telescoping gauge, approximately 57 mm (2.25 in.) from the top of the cylinder bore.

B. Measure the piston diameter at the piston skirt, approximately 64 mm (2.5 in.) from the top of the piston and perpendicular to the piston pin.

C. Subtract the piston diameter from the cylinder diameter to determine the piston clearance.

D. Find the piston clearance on the chart and determine if the piston clearance is in the acceptable range.

131-112

Figure 10-25 Cylinder Block Plug Installation Tool

CRANKSHAFT INSPECTION Figures 10-26 through 10-28

2. If the used piston is not acceptable, check if a new or oversized piston can be selected to fit the cylinder bore within the acceptable range.

Tools Required:

3. If the cylinder bore must be reconditioned, measure the new piston diameter at the piston skirt, perpendicular to the piston pin. Hone the bore to the correct clearance range.

Clean • Crankshaft in cleaning solvent and dry with compressed air. Make sure all oil passages are clear.

4. Mark the piston to identify the cylinder for which it was fitted.

CYLINDER BLOCK PLUG REPLACEMENT

J 4420 Crankshaft Gear Remover J 5590 Crankshaft Gear Installer

Inspect • Crankshaft for gouges, chips, cracks or discoloration (overheating); replace crankshaft as necessary.

Figure 10-25 Remove or Disconnect 1. Drill a hole in the center of the plug (1).

2. Plug using a drift punch to pry the plug out.

Inspect • Inspect the plug bore for any damage that would cause the replacement plug to leak.

Repair the damage by boring to the diameter for the next oversize plug.

Install or Connect 1. Apply Sealing Compound (GM part no.

1052080) or equivalent to the plug and bore.

2. Pull the sealing edge (2) of the plug into the block using an installing tool (3). The tool must not contact the flange. This may damage the sealing edge causing a leak or plug blowout.

The flanged edge must be below the chamfered edge of the bore to seal.

IES 131 8/99

600-243

Figure 10-26 Measuring Crankshaff Main Bearing Journal / Diameter

10-15

INDUSTRIAL ENGINE SYSTEMS

Cleaning, Inspection, and Repair Measure • Measure crankshaft main bearing journal diameter in several places, approximately 60° apart (figure 10-26). Check also for tapered or out-of-round journals. Calculate the average of the measurements.

- Main bearing journal diameter 58.37 58.40 mm (2.2979 - 2.2994 in.)

- Maximum taper 0.025 mm (0.0010 in.)

- Maximum out-of-round 0.025 mm (0.0010 in.)

IMPORTANT: If the journal diameter is less than specification, replace crankshaft or have journals ground undersize by a qualified machine shop.

Inspect • Inspect crankshaft gear for wear or damage. If gear must be replaced, use the following procedure: A. Remove gear (1) using J 24420-B Puller (2) or similar tool (figure 10-28).

B. Remove key from crankshaft.

C. Install keyway on crankshaft.

D. Install new gear (1) on crankshaft, making sure the timing mark is away from the crankshaft. Push gear tight against shoulder using J 5590 Installer (3).

Install or Connect 1. Install main bearing caps and bolts on block.

Tighten • Main bearing bolts to 88 N•m (65 lb. ft.)

Measure • Measure main bearing diameters (figure 1027). Subtract main bearing journal diameter (from Step 1) from main bearing diameter to get the main bearing clearance. Compare results with specifications given in this chapter under Measure Main Bearing Clearance.

131-113

Figure 10-27 Measuring Main Bearing Diameter IMPORTANT: If bearing clearance exceeds specifications, replace bearing inserts and crankshaft or grind crankshaft main bearing journals and install undersize bearing inserts.

10-16

131-094

Figure 10-28 Crankshaft Gear Removal and Installation

IES 131 8/99

3.0L

Cleaning, Inspection, and Repair

CONNECTING ROD SIDE PLAY AND BEARING CLEARANCE MEASUREMENT Figures 10-29 through 10-31 Measure • Connecting rod side clearance using a feeler gauge between the connecting rod and crankshaft (figure 10-29). If side play exceeds specification, replace connecting rod and connecting cap.

- Connecting rod side clearance 0.15 0.43 mm (0.006 - 0.017 in.)

CAUTION DO NOT touch the bearing surface of the bearing insert with your fingers. Oil and acid from the skin can etch the bearing surface.

A. Remove connecting rod cap and wipe all oil from bearing insert and crankshaft journal.

B. Put a piece of gauging plastic across the entire width of the bearing insert (figure 1030).

CAUTION DO NOT rotate the crankshaft. This will distort the gauging plastic.

C. Install connecting rod cap with gauging plastic in position. Tap cap into place with a soft faced hammer. Tighten connecting rod cap nuts.

600-259

Figure 10-29 Measuring Connecting Rod Side Clearance NOTICE: Connecting rod bearing clearance can be measured two ways. The Plastigage method is used here. Direct measurement can be made after the pistons have been removed.

• Connecting rod bearing clearance for each piston.

Tighten • Connecting rod cap nuts to 60 N•m (45 lb. ft.)

D. Remove nuts and connecting rod cap.

Gauging plastic will adhere to either the bearing cap or journal.

E. Measure the flattened gauging plastic at its widest point with the scale printed on the gauging plastic package (figure 10-31).

Remove all gauge material.

F. If clearance exceeds specification, replace bearing inserts.

CAUTION Each connecting rod and cap must be kept together as a set. Check the connecting rod and cap for identification marks; mark the parts if necessary, so parts can be installed in the same position as removed.

600-175

Figure 10-30 Placement of Plastigage IES 131 8/99

10-17

INDUSTRIAL ENGINE SYSTEMS

Cleaning, Inspection, and Repair

131-114

Figure 10-32 Connecting Rod Journal Diameter

600-176

Figure 10-31 Measuring Plastigage Measure • Connecting rod bearing clearance 0.076 mm (0.0030 in.) maximum If clearance is correct, apply clean engine oil to bearing surface of insert. Install connecting rod cap and nuts.

Tighten • Connecting rod cap nuts to 60 N•m (45 lb. ft.)

CONNECTING ROD AND PISTON INSPECTION

Install or Connect 1. Connecting rod cap and nuts on connecting rod.

Tighten • Connecting rod cap nuts to 60 N•m (45 lb. ft.)

Measure • Connecting rod bearing diameter (figure 1033). Subtract connecting rod journal diameter (from step 1) from connecting rod bearing diameter to get the connecting rod bearing clearance.

- Connecting rod bearing clearance 0.076 mm (0.0030 in.) maximum

Figures 10-32 through 10-39 Tool Required:

J 9510 Piston Support Tool J 24086-B Piston Pin Remover and Installer

Measure • Measure each connecting rod journal diameter (1) in several places, approximately 90° apart using a micrometer (figure 10-32). Check also for tapered or out-of-round journals. Calculate the average of the measurements.

- Connecting rod journal diameter - 53.28 53.33 mm (2.0980 - 2.0995 in.)

131-115

Figure 10-33 Measuring Connecting Rod Bearing Diameter

- Maximum taper - 0.025 mm (0.0010 in.)

- Maximum out-of-round - 0.025 mm (0.0010 in.)

IMPORTANT: If any connecting rod journal diameters are less than specification, replace crankshaft or have journals ground undersize by a qualified machine shop. If journals are ground, undersize bearing inserts must be installed.

10-18

IMPORTANT: If bearing clearance exceeds specification, replace bearing inserts and crankshaft or grind crankshaft connecting rod journals and install undersize bearing inserts.

IES 131 8/99

3.0L

Cleaning, Inspection, and Repair

NOTICE: New piston rings should also be checked using the following procedures.

Measure • Measure piston ring groove clearance (figure 10-34). Measure several places around piston.

- Maximum ring groove clearance: - Top and second rings - 0.099 mm (0.0039 in.)

- Bottom (oil) ring - 0.178 mm (0.007 in.)

600-166

Figure 10-35 Measuring Piston Ring Gap IMPORTANT: If gap exceeds specification, replace the rings.

CAUTION 600-168

Figure 10-34 Measuring Piston Ring Groove Clearance IMPORTANT: If clearance exceeds specifications, replace piston or rings.

If bosses on pistons DO NOT allow the J 9510 piston support tool to seat squarely on the piston, grind or turn the upper end of the tool to dimensions shown (figure 10-36).

Remove or Disconnect 1. Three piston rings from each piston, using a piston ring expander.

2. Use the piston to push the ring squarely into the cylinder bore at the bottom of the ring travel.

3. Remove the piston and measure the piston ring gap using a feeler gauge (figure 10-35).

4. Follow steps 2 and 3 for each ring in its appropriate cylinder.

Measure • Maximum ring gap clearance: - Top ring - 0.76 mm (0.030 in.)

- Second ring - 0.89 mm (0.035 in.)

- Bottom (oil) ring -1.02 mm (0.040 in.)

IES 131 8/99

131-116

Figure 10-36 Piston Support Tool J 9510 Remove or Disconnect 1. Remove piston pin using a press and J 9510 Piston Support Tool (figure 10-37). The spring and pilot for the support tool are not used for removal.

10-19

INDUSTRIAL ENGINE SYSTEMS

Cleaning, Inspection, and Repair

Example: mm

(in.)

Piston Pin Bore

23.564

(0.9277)

Piston Pin Dia.

23.546

(0.9270)

Clearance

0.018

(0.0007)

If the clearance exceeds specification, both piston and pin must be replaced.

Measure • Piston pin clearance 0.025 mm (0.0010 in.)

3. Pistons: A. Clean pistons in cleaning solvent and dry with compressed air. DO NOT use a wire brush on any part of the piston.

600-159

Figure 10-37 Pressing Out Piston Pin

B. Clean the ring grooves with a ring groove cleaner or the end of a piston ring filed to a sharp point. Make sure oil ring holes and slots are clean. Check grooves for nicks or burrs that may cause rings to bind or seize.

C. Inspect piston for cracks at ring lands, skirts and pin bores. Inspect piston for scuffing or scoring; replace as necessary.

Inspect 1. Connecting rods (figure 10-38): A. Clean connecting rods in cleaning solvent and dry with compressed air.

B. Check rod for twists, bends, nicks or cracks; replace connecting rods that are damaged.

D. Measure piston skirt diameter approximately 64 mm (2.5 in.) down from the top of the piston and perpendicular to the piston pin bore (figure 10-39). Measure cylinder bore approximately 57 mm (2.25 in.) down from the top of the bore. Subtract piston diameter from the bore diameter to get the piston clearance.

Example: mm

(in.)

Cylinder Bore

101.638

(4.0015)

Piston Diameter.

101.562

(3.9985)

0.076

(0.0030)

Clearance 131-118

Figure 10-38 Piston and Connecting Rod 2. Piston pins: A. Piston pin bore and piston pin must be free of varnish or scuffing: B. Measure the piston pin bore and the piston pin. Subtract piston pin diameter from the bore diameter to get the piston pin clearance.

10-20

IES 131 8/99

3.0L

Cleaning, Inspection, and Repair

131-119

Figure 10-39 Piston Skirt Measurement Location Measure • Piston Clearance 0.114 mm (0.0045 in.) maximum

ASSEMBLE CONNECTING ROD AND PISTON Figures 10-40 and 10-41 1. Apply clean engine oil to piston pin hole and connecting rod pin bore.

CAUTION Connecting rod bearing tangs must always be opposite of the camshaft side of the cylinder block.

2. Put piston (4) on connecting rod (3) keeping in mind the connecting rod tangs (A) must be toward the rear of the cylinder block and the notch (B) in top of piston on the same side as the tangs.

3. Put J 9510 Piston Support Tool with spring (6) and pilot (5) on press (figure 10-40). Put piston and connecting rod on support (7) with the pilot through the piston and rod.

4. Install piston pin (2) using pusher (1) and press. Push pin into piston until pilot bottoms in support.

5. Remove piston and connecting rod assembly from press. Check piston for freedom of movement on piston pin.

IES 131 8/99

131-120

Figure 10-40 Assembling Piston and Connecting Rod

6. Install piston rings (1-4) as follows (figure 1041): A. If new piston rings are used, put each ring into the cylinder in which it is going to be used to check ring gap (see procedure in this chapter under Inspect Connecting Rod and Piston).

B. Install oil ring spacer (4) in groove and put anti-rotation tang in oil hole. Locate ends of spacer at position 4.

C. Hold spacer ring ends together and install lower steel oil ring rail (3) with the gap located at position 3A. D. Install upper steel oil ring with gap at position 3B.

10-21

INDUSTRIAL ENGINE SYSTEMS

Cleaning, Inspection, and Repair E. Flex the oil ring assembly to make sure ring is free. If binding occurs at any point, the cause should be determined; if caused by the ring groove, remove by dressing the groove with a fine file. If binding is caused by a distorted ring, try a new ring.

F. Install second compression ring (2) using a piston ring expander. Make sure the marked side of compression ring is toward the top of the piston and move ring gap to position 2.

G. Install top compression ring (1) with the marked side toward the top of the piston.

Put the ring gap at position 1.

H. When new rings are installed, check ring groove clearance.

7. If a new connecting rod has been installed, mark connecting rod and cap with the cylinder number in which it will be installed. The mark should be made on the side of rod and cap with slots for connecting rod bearing tabs.

MEASURE MAIN BEARING CLEARANCE Figures 10-42 through 10-44 NOTICE: Main bearing clearance can be measured two ways. The Plastigage method is used here. Direct measurement can be made after the crankshaft has been removed.

CAUTION The main bearing cap must be installed in its original position. Check the main bearing caps for location marks; mark the caps if necessary, so caps can be installed in the same position as removed.

CAUTION DO NOT touch the bearing surface of the bearing insert with your fingers. Oil and acid from the skin can etch the bearing surface.

1. Measure the main bearing clearance using the following procedure: A. Put engine upside-down and remove rear main bearing cap first. Wipe oil from bearing insert and crankshaft journal.

B. Put a piece of gauging plastic across the full width of bearing journal, parallel to the crankshaft (figure 10-42).

131-121

Figure 10-41 Piston Ring Placement

600-175

Figure 10-42 Placement of Plastigage

10-22

IES 131 8/99

3.0L

Cleaning, Inspection, and Repair Tighten • Main bearing bolts to 88 N•m (65 lb. ft.)

CAUTION DO NOT rotate the crankshaft. This will distort the gauging plastic.

C. Install bearing cap and tighten the bolts evenly to specifications.

Tighten • Main bearing bolts to 88 N•m (65 lb. ft.)

D. Remove bolts and main bearing cap. Gauging plastic will adhere to either the bearing cap or journal.

E. Measure the flattened gauging plastic at its widest point with the scale printed on the gauging plastic package (figure 10-43).

Remove all gauge material.

F. Repeat Steps A-E for each main bearing.

NOTICE: Rear main bearing also serves as thrust bearing.

2. Measure crankshaft end play using the following procedure: A. Force the crankshaft forward.

B. Measure the clearance between the front of the rear main bearing and the crankshaft using a feeler gauge (figure 10-44)

Measure • Crankshaft end play 0.05 - 0.15 mm (0.002 0.006 in.)

IMPORTANT: If crankshaft exceeds specification, remove crankshaft and inspect rear main bearing and crankshaft for wear.

600-176

Figure 10-43 Measuring Plastigage 131-122

Measure • Main bearing clearance: - First four bearings 0.025-0.0635 mm (0.0010-0.0025 in.)

- Rear bearing 0.038-0.089 mm (0.0015 - 0.0035 in.)

IMPORTANT: If clearance exceeds specification, replace bearing inserts. If clearance is correct, apply clean engine oil to bearing surface of bolts.

Figure 10-44 Measuring Main Bearing Side Clearance

CAMSHAFT INSPECTION Figure 10-45 through 10-48 Inspect • Camshaft journals and lobes for wear, scoring or damage; inspect gear teeth for damage.

Measure 1. Check the camshaft bearing journal diameters using a micrometer (figure 10-45).

- Camshaft journals diameter range: 47.44 - 47.49 mm (1.8677 - 1.8697 in.)

IES 131 8/99

10-23

INDUSTRIAL ENGINE SYSTEMS

Cleaning, Inspection, and Repair 2. Check the bearing journals for runout (alignment) using V-blocks and a dial indicator (figure 10-46).

- Camshaft maximum runout 0.038 mm (0.0015 in.)

131-123

Figure 10-47 Measuring Thrust Plate Clearance A. Put camshaft in press (figure 10-48). Use a sleeve or pipe (1) to support gear at the hub.

600-217

B. Push camshaft from gear, using care not to lose key, thrust plate and gear spacer ring.

C. Support camshaft behind the front bearing journal in a press.

Figure 10-45 Measuring Camshaft Bearing Journals

D. Put gear spacer ring, thrust plate and key on camshaft.

E. Push gear onto shaft tight against spacer ring.

F. Check thrust plate clearance.

600-216

Figure 10-46 Checking Camshaft Journal Runout 3. Inspect camshaft gear and thrust plate for wear or damage. Measure clearance between thrust plate and front journal of camshaft using a feeler gauge (figure 10-47).

- Camshaft-to-thrust plate clearance 0.08 0.20 mm (0.003 - 0.008 in.)

IMPORTANT: If camshaft does not fit the specifications, replace camshaft thrust plate, or gear, (using the following procedures) and inspect bearings.

131-124

Figure 10-48 Pressing Off Camshaft Gear

CAUTION Move thrust plate so woodruff key does not damage thrust plate when the shaft is pushed from the gear.

10-24

IES 131 8/99

3.0L

Cleaning, Inspection, and Repair 6. Remove camshaft bearing by holding puller screw with one wrench and turning puller nut with another wrench. Remove puller when the bearing is pulled from bore.

CAMSHAFT BEARING REMOVAL Figure 10-49 and 10-50 Tools Required:

J 6098 Camshaft Bearing Remover and Installer

NOTICE: To replace camshaft bearings without complete disassembly, remove camshaft and crankshaft but leave cylinder head and pistons in position.

7. Remove the front and rear camshaft bearings by installing puller disk on a driver handle and pushing the bearings towards the center of the cylinder block (figure 10-50).

Remove or Disconnect 1. Before removing crankshaft, cover or tape threads of connecting rod bolts to protect bearing surfaces of crankshaft.

2. Fasten the connecting rods to the sides of the engine block so they will not be in the way of camshaft bearing removal.

3. Remove camshaft plug at the rear of the engine block.

4. Install pilot bushing (2) from J 6098 Camshaft Bearing Remover and Installer, in front camshaft bearing (figure 10-49). Install puller screw (3), with puller nut (5) and washer (4) moved to the head of the puller screw, through the pilot bushing.

5. Install puller disk (1) into inner camshaft bearing with shoulder against bearing. Make sure puller disk engages a sufficient number of threads of the puller screw.

131-126

Figure 10-50 Removing Front and Rear Camshaft Bearings

INTAKE/EXHAUST MANIFOLD INSPECTION Inspect 1. Remove all gasket material from machined surfaces. Do not allow sealing material to fall into engine block.

2. Inspect all machined surfaces for marks or deep scratches that may cause leaks. Look for any cracks in the manifold.

3. Make sure all passages are free of any material build-up or corrosion.

NOTICE: If pipe plugs are removed from exhaust manifold, apply LocktiteÂŽ Pipe Sealant with Teflon to threads of plugs before installation.

131-125

Figure 10-49 Removing Inner Camshaft Bearings

IES 131 8/99

10-25

INDUSTRIAL ENGINE SYSTEMS

Cleaning, Inspection, and Repair 4. Test manifold for leaks by installing plugs and block-off plates with new gaskets on manifold.

One opening must have an access for connecting an air hose. Apply approximately 172 kPa (25 psi) of air pressure with the manifold under water. Bubbles will indicate any leakage.

ROCKER ARM AND PUSHROD INSPECTION Figure 10-51 Inspect 1. Inspect rocker arm and ball mating surfaces.

These surfaces must be smooth and free from scoring and other damage. Replace parts as necessary.

2. Rocker arm areas that contact the valve stems and pushrods must be smooth and free from wear or damage. If rocker arm is worn or damaged, check pushrod ends and valve stem also. Replace all worn or damaged parts.

3. Inspect pushrods for bent condition by rolling on a flat surface. Replace pushrod if it is bent.

600-228

Figure 10-52 Removing Rocker Arm Stud

CAUTION DO NOT attempt to install an oversize rocker arm stud without reaming the stud hole. Cylinder head could be damaged or cracked.

3. Ream the stud hole to the proper size for the replacement oversize rocker arm stud (figure 10-53). Use J 5715 Reamer for 0.08 mm (0.003 in.) oversize stud; J 6036 Reamer for 0.33 mm (0.013 in.) oversize stud.

131-101

Figure 10-51 Rocker Arm and Pushrod

ROCKER ARM STUD REPLACEMENT Figures 10-52 through 10-54 Tools Required:

J 5802-01 Rocker Arm Stud Remover J 6880 Rocker Arm Stud Installer 1. Put J 5802-01 Rocker Arm Stud Remover, flat washer and nut over stud (figure 10-52).

2. Turn nut until stud is free of cylinder head.

10-26

131-154

Figure 10-53 Reaming Rocker Arm Stud Hole IES 131 8/99

3.0L

Cleaning, Inspection, and Repair

4. Apply hypoid axle lubricant to the force fit area of the rocker arm stud.

5. Install the rocker arm stud using J 6880 Rocker Arm Stud Installer (figure 10-54). When the tool bottoms against the cylinder head, the stud is installed to the correct depth.

Clean 1. Carbon from combustion chambers and valve ports using J 8089 Wire Brush Tool (figure 1057).

600-225

Figure 10-55 Compressing Valve Springs 600-230

Figure 10-54 Installing Rocker Arm Stud

DISASSEMBLE CYLINDER HEAD Figures 10-55 and 10-56 Tool Required:

J 8062 Valve Spring Compressor

CAUTION

131-127

Figure 10-56 Valve Components

Keep all components of each valve together as a set. Place components in a rack so they can be installed in the same position from which they were removed.

1. Compress valve springs with J 8062 Spring Compression Tool to remove valve keepers (2) (figure 10-55).

2. Remove compression tool to remove valve (6 or 7), cap (2), shield (3), seal (4), and spring (5) (figure 10-56). Place parts in a rack for installation in their original position.

CYLINDER HEAD CLEANING Figures 10-57 and 10-58 600-231

Tool Required:

J 8089 Wire Brush

Figure 10-57 Cleaning Cylinder Head

J 8101 Valve Guide Cleaning Tool

IES 131 8/99

10-27

INDUSTRIAL ENGINE SYSTEMS

Cleaning, Inspection, and Repair 2. Valve guide bores using J 8101 Valve Guide Cleaning Tool (figure 10-58).

3. Remove carbon from valves using a soft wire buffing wheel.

4. Remove gasket material from engine block and cylinder head mating surfaces. Use care not to scratch or damage mating surfaces.

CAUTION Excessive valve stem-to guide clearance can cause excessive oil consumption and may cause valve to break. Insufficient clearance will result in noisy and sticky operation of the valve and cause the engine to run rough.

Measure 1. Stem clearance as follows: A. Install valve in cylinder head in the valve guide from which it was removed.

B. Clamp a dial indicator (J 8520 or equivalent) on one side of the cylinder head rocker arm cover gasket rail.

C. Locate the indicator so movement of the valve stem from side-to-side (crosswise to the cylinder head) will cause a direct movement to the indicator stem. The indicator stem must contact the side of the valve stem just above the valve guide.

D. Move the valve head approximately 1.6 mm (0.06 in.) off the valve seat.

E. Move the stem of the valve from side to-side using light pressure to obtain a clearance reading (figure 10-59).

600-232

Figure 10-58 Cleaning Valve Guides

- Intake Valve 0.094 mm (0.0037 in.)

- Exhaust Valve 0.119 mm (0.0047 in.)

CYLINDER HEAD INSPECTION Figures 10-59 and 10-60 Tool Required:

J 8520 Dial Indicator (or equivalent)

Inspect 1. Cylinder head for cracks in the exhaust ports, combustion chambers and external cracks to the water chamber. Replace cylinder head if cracks are found.

2. Cylinder head for flatness using an accurate straightedge and feeler gauge. Over the entire length of the head, the maximum allowable clearance between the straightedge and head is 0.15 mm (0.006 in.).

3. Valves for burned heads, cracked faces or damaged stems; replace valve as necessary.

600-234

Figure 10-59 Measuring Valve Stem Clearance

10-28

IES 131 8/99

3.0L

Cleaning, Inspection, and Repair

NOTICE: If clearance exceeds the specifications, valve guides must be reamed to fit new oversized valves. Refer to Cylinder Head Reconditioning.

2. Valve spring compression using J 8056 Spring Tester (figure 10-60). Compress springs to the specified height and check spring force.

- Free length - 52.3 mm (2.06 in.)

- Test force at 40.9 mm - 445-489 N (1.61 in.

- 100 - 110 lb.)

- Test force at 31.0 mm - 925-988 N (1.22 in.

- 208 - 222 lb.)

NOTICE: Replace spring if it is not within 44 N (10 lb.) of specification.

600-236

Figure 10-61 Reaming Valve Guides NOTICE: Several different types of equipment are available for conditioning valve seats. The recommendations of the equipment manufacturer must be carefully followed to attain proper results.

Measure • Valve seat angle, width and concentricity (figure 10-62): - Angle - 46° 600-235

Figure 10-60 Checking Valve Spring Compression Inspect • Rocker arm studs for wear or damage; replace as necessary.

- Width: Intake - 1.27 - 1.78 mm (0.050 - 0.070 in.)

Exhaust - 1.52 - 2.02 mm (0.060 - 0.080 in.)

- Runout - 0.05 mm (0.002 in.) max.

CYLINDER HEAD RECONDITIONING

3. Recondition valves.

Figures 10-61 through 10-63 Tool Required:

J 5830 Reamer Set 1. Ream valve guide bores.

A. Use J 5830 Reamer Set to ream valve guide bores for oversize valves (figure 10-61).

B. Remove sharp edge (made by reamer) at top of valve guide.

2. Recondition valve seats. Reconditioning the valve seats is very important because the seating of the valves must be perfect for the engine to deliver the power and performance designed into it.

600-237

Figure 10-62 Valve and Seat Angles IES 131 8/99

10-29

INDUSTRIAL ENGINE SYSTEMS

Cleaning, Inspection, and Repair NOTICE: Several different types of equipment are available for refacing valves. The recommendations of the equipment manufacturer must be carefully followed to attain proper results.

A. Grind valve face as necessary. If edge of valve head is less than 0.8 mm (0.031 in. ), replace valve.

CAUTION DO NOT grind end of stem excessively. Only extreme end of valve stem is hardened to resist wear.

B. Remove any pit or scoring on rocker arm end of valve stem by grinding squarely (figure 10-63).

Measure • Valve dimensions:

ASSEMBLE CYLINDER HEAD Figures 10-64 through 10-67 Tools Required:

J 8062 Valve Spring Compressor J 23738-A Vacuum Pump 1. Apply engine oil to valve guides and valve stems. Install each valve (6 or 7) into the same guide from which it came or to which it was fitted (figure 10-64).

2. Install spring (5), shield (3) and cap (2).

3. Apply engine oil to seal (4) and grease to keepers (1).

4. Compress valve spring using J 8062 Spring Compressor Tool (figure 10-65).

5. Install seal (3) and keepers (2) on valve stem.

Make sure seal is not twisted.

- Angle - 45° - Edge thickness 0.8 mm (0.031 in.) min.

131-127

Figure 10-64 Valves and Components

131-095

Figure 10-63 Valve Stem End Wear 4. Check valve seating: A. Clean valve face and seal of all grinding particles.

B. Put pencil marks across valve face approximately every 6 mm (0.250 in.).

C. Install valve in proper position of cylinder head. Apply firm pressure on valve and make 1/2 turn in each direction.

600-225

Figure 10-65 Compressing Valve Springs

D. Remove valve and inspect valve face. If all pencil marks have not been removed at point of contact, repeat reconditioning of valves and valve seats.

10-30

IES 131 8/99

3.0L

Cleaning, Inspection, and Repair

6. Carefully release spring pressure, making sure valve keepers stay in place. Remove spring compressor.

7. Check each seal for leakage:

NOTICE: If this height is exceeded, install a valve spring seat shim approximately 1.60 mm (0.0625 in.) thick. Never shim spring to a height less than specification.

A. Install suction cup of J 23738-A Vacuum Pump over the valve shield (figure 10-66).

DISASSEMBLE HYDRAULIC LIFTER

B. Create a vacuum and watch the needle of the vacuum gauge. Needle should not move.

Figure 10-68

C. If needle moves, seal is damaged or installed wrong causing a leak; replace seal.

Measure • Installed height of the valve springs, using a narrow thin scale or cutaway scale. Measure from the spring seat to the top of the valve spring (figure 10-67).

The internal components of each hydraulic lifter is a matched set. DO NOT mix components. Replace complete lifter if any internal wear or damage is noted.

1. Using a pushrod, push pushrod seat (3) into lifter body (2) and hold to remove retainer (1) (figure 10-68).

- Valve spring installed height: 41.9 +/- 0.8 mm (1.65 +/- 0.03 in.)

131-129

600-240

Figure 10-66 Checking Valve Stem Seals

Figure 10-68 Cutaway of Lifter 2. Remove pushrod seat, metering valve (4), plunger and ball check assembly, and plunger spring (6).

3. Remove ball check (9) and spring (8) by prying ball check retainer (7) from the plunger (5).

4. Thoroughly clean all parts in cleaning solvent.

Inspect parts for wear or damage; replace complete lifter if any part is worn.

600-242

Figure 10-67 Measure Valve Spring Installed Height IES 131 8/99

10-31

INDUSTRIAL ENGINE SYSTEMS

Cleaning, Inspection, and Repair

6. Remove the 3 mm (0.125 in.) punch and fill lifter with oil again.

ASSEMBLE HYDRAULIC LIFTER Figures 10-69 and 10-70

7. Install metering valve, pushrod seat and retainer.

1. Put ball check on small hole of plunger.

2. Install ball check spring in ball check retainer (1) and put retainer over ball so spring is against ball (figure 10-69). Push retainer into plunger (2) using a small screwdriver.

3. Put plunger spring over check ball retainer.

Slide lifter body over spring and plunger while using care to align oil holes in plunger and lifter body.

4. Turn lifter body over and fill with clean 10/W (SG or SH) oil.

5. Push plunger down using a 3 mm (0.125 in.) punch (1) to align oil holes (2) (figure 10-70).

Install a 1.5mm (0.0625 in.) punch (3) through both oil holes to hold plunger down.

8. Push pushrod seat down to remove the 1.5 mm (0.625 in.) punch. Relieve pressure on the pushrod seat gradually.

DISASSEMBLE OIL PUMP Figure 10-71 1. Remove pump cover screws (6), cover (7) and gasket (8).

2. Mark gear teeth so gears may be assembled with the same gears meshing together, maintaining the same wear pattern.

3. Remove idler gear (9) and drive gear (10) from pump body (1).

4. Remove pressure regulator retaining pin (5), spring (4) and valve (3).

NOTICE: DO NOT remove pickup screen and pipe assembly unless replacement is necessary. A loose fit between pickup pipe and pump body can cause an air leak, reducing oil pressure.

5. If necessary, remove pickup screen and pipe assembly (2) by putting pump body in a soft jaw vise and pull pipe from vise.

131-130

Figure 10-69 Assembly of Lifter (step A)

131-132

Figure 10-71 Oil Pump Disassembly 131-131

Figure 10-70 Assembly of Lifter (step B)

10-32

IES 131 8/99

3.0L OIL PUMP INSPECTION 1. Wash all parts in cleaning solvent and dry with compressed air.

NOTICE: DO NOT remove pickup screen and pipe assembly unless replacement is necessary. A loose fit between pickup pipe and pump body can cause an air leak, reducing oil pressure.

2. Inspect the pump body and cover for cracks or excessive wear. Check the inside of the pump cover and body for wear that would allow oil to leak past the sides of the gears.

3. Inspect the pump gears for wear or damaged teeth.

Cleaning, Inspection, and Repair Tighten • Oil Pump Cover Screws to 7 N•m (60 lb. in.).

5. Check pump for smooth operation by rotating drive shaft by hand.

IMPORTANT: Avoid twisting, shearing or collapsing pipe when installing pickup assembly in the pump. Pickup screen must be parallel to oil pan rails when pump is installed.

6. If pickup pipe and screen assembly was removed, apply sealer to end of pipe and use J 8369 Suction Pipe Installing Tool to install assembly (figure 10-72).

4. Check the drive gear shaft for looseness in the pump body.

5. Inspect the pickup screen and pipe assembly for damage to screen or pipe or loose fit in pump body.

6. Check pressure regulator valve fit.

ASSEMBLE OIL PUMP Figures 10-71 and 10-72 Tool Required:

J 8369 Suction Pipe Installing Tool 1. Apply clean engine oil to all internal parts of oil pump.

2. Install pressure regulating valve (3), spring (4) and retaining pin (5) (figure 10-71).

3. Install drive gear (10) and idler gear (9) in the pump body (1), aligning marks made during disassembly.

131-133

Figure 10-72 Using Suction Pipe Installing Tool

4. Install gasket (8), cover (7) and screws (6).

IES 131 8/99

10-33

Cleaning, Inspection, and Repair

INDUSTRIAL ENGINE SYSTEMS

THIS PAGE WAS INTENTIONALLY LEFT BLANK

10-34

IES 131 8/99

3.0L

Assembly of Engine

ASSEMBLY OF ENGINE English and Metric Fasteners

CAUTION Late model engines use a combination of English and Metric threaded fasteners. The components effected are starter motor, engine mounts, and flywheel housing mounting. Verify that the proper fasteners are used whenever removing or replacing one of these components.

6. Lightly tap the end of the crankshaft first rearward and then forward using a soft faced hammer (figure 10-74). This will align the rear main bearing and crankshaft thrust surfaces.

7. Tighten rear bearing cap bolts.

PRIOR TO ASSEMBLY The importance of cleanliness during assembly procedure cannot be over stressed. Dirt will cause premature wear of the rebuilt engine.

Lubricate all moving parts lightly with engine oil or engine assembly lubricant (unless specified otherwise) during assembly. This will provide initial lubrication when the engine is started.

CRANKSHAFT INSTALLATION Figures 10-73 and 10-74 Install or Connect

CAUTION Make sure that the cylinder block, crankshaft journals and bearings are clean.

131-134

Figure 10-73 Installing Bearing Caps

1. Install main bearing inserts in cylinder block and bearing caps.

2. Apply a thin layer of clean engine oil on bearing surfaces.

IMPORTANT: Carefully install crankshaft into cylinder block not to damage bearing surfaces.

3. Install all bearing caps (1) and bolts except the rear bearing cap (2) (figure 10-73). Make sure indicating arrows on the bearing caps point towards the front of the engine.

Tighten • Main bearing cap bolts to 88 N•m (65 lb. ft.)

5. Install rear bearing cap bolts with indicating arrow (3) pointing towards the front of the engine. Tighten bolts initially to 14 N•m (10 lb. ft.).

IES 131 8/99

131-135

Figure 10-74 Tapping Crankshaft to Align Main Bearing Tighten • Main bearing bolts to 88 N•m (65 lb. ft.)

8. Check crankshaft end play (see procedure in this chapter).

10-35

INDUSTRIAL ENGINE SYSTEMS

Assembly of Engine

CAMSHAFT BEARING INSTALLATION Figure 10-75 and 10-76 Clean • Camshaft bearing bores in the cylinder block with solvent and dry with compressed air. Be sure the grooves and oil passages are clean.

Install or Connect

CAUTION Make sure oil hole in camshaft bearing is aligned with oil hole in cylinder block for proper engine lubrication.

131-125

1. Put front and rear camshaft bearings in position. Make sure oil hole in bearing is aligned with oil hole in cylinder block.

NOTICE: Front bearing must be pushed approximately 3 mm (0.12 in.) below front surface of cylinder block to uncover oil hole in bore.

2. Install the front and rear camshaft bearings by installing puller disk on a driver handle and pushing the bearings towards center of cylinder block (figure 10-75). Check oil hole position.

CAUTION Do not nick or damage front camshaft bearing when using installation tool.

Figure 10-76 Installing Inner Camshaft Bearings 3. Install pilot bushing (2) from J 6098 Camshaft Bearing Remover and Installer in front camshaft bearing (figure 10-76). Install puller screw (3), with puller nut (5) and washer (4) moved to the head of the puller screw, through the pilot bushing.

4. Align new inner bearing oil holes and install puller disk (1) with shoulder against bearing.

5. Install intermediate bearing by holding puller screw with one wrench and turning puller nut with another wrench. Remove puller when the bearing is pulled into bore. Check oil hole alignment.

6. Apply Sealing Compound (GM part no.

1052080) or equivalent to new camshaft rear plug. Install a camshaft plug. Plug must be flush to 0.8 mm (0.03125 in.) deep and parallel to surface of cylinder block.

131-126

Figure 10-75 Installing Front and Rear Camshaft Bearings

10-36

IES 131 8/99

3.0L

Assembly of Engine Tighten • Camshaft thrust plate bolts to 9 N•m (80 lb. in.)

CAMSHAFT INSTALLATION Figures 10-77 and 10-78 Install or Connect 1. Apply moly lube to camshaft lobes and journals.

2. Carefully install camshaft in engine so not to damage camshaft bearings or camshaft.

3. Align timing marks (1) as camshaft gear and crankshaft gear engage (figure 10-77).

4. Install and tighten thrust plate bolts (2).

5. Check camshaft gear and crankshaft gear runout using a dial indicator (figure 10-78).

IMPORTANT: If gears are not within specification, remove gear. Clean and remove burrs from shaft before installing gear. If gear is still not within specification, replace gear.

Measure • Camshaft gear runout: 0.10 mm (0.004 in.) maximum Crankshaft gear runout: 0.08 mm (0.003 in.) maximum 6. Check timing gears backlash using a dial indicator. Backlash must be within specification; if not, replace gears.

Measure • Timing gears backlash: - New parts - 0.10 - 0.15 mm (0.004 0.006 in.)

131-110

- Used parts - 0.20 mm (0.008 in.) maximum

Figure 10-77 Aligning Timing Gear Marks

CAUTION If a new camshaft is installed, replace all hydraulic lifters, change engine oil and filter, and apply moly lube to bottom of lifters.

CONNECTING ROD AND PISTON INSTALLATION Figures 10-79 through 10-82 Tool Required:

J 5239 Rod Guide Set J 8037 Ring Compressor

Install or Connect

CAUTION

131-136

It is important that a good cleaning operation is performed (figure 10-79). Any material remaining in the bore will cause premature engine wear in cylinders and bearings.

Figure 10-78 Checking Timing Gear Runout

IES 131 8/99

10-37

INDUSTRIAL ENGINE SYSTEMS

Assembly of Engine

131-138 131-137

Figure 10-79 Cleaning Cylinder Bore 1. Install connecting rod bearings in rods and caps. Apply a light layer of engine oil to bearings.

2. Install J 5239 Rod Guide Set on connecting rod studs (figure 10-80).

3. Apply a thin layer of clean engine oil on piston and rings.

4. Align piston rings (figure 10-81) to the following positions: A. Top compression ring and gap location (1).

B. Second compression ring and gap location (2).

Figure 10-81 Piston Ring Alignment

CAUTION Be sure piston ring gaps are in the proper position before installing ring compressor on piston.

4. Install J 8037 Ring Compressor on piston without changing the position of the ring gaps.

5. Install the piston and connecting rod in its respective bore with the notch in the top of the piston towards the front of the engine and the connecting rod bearing tang slots towards the outside of the engine.

C. Oil ring rails and gap locations A and B (3).

D. Oil ring spacer and ends location (4).

E. Piston Notch (5).

600-257

Figure 10-82 Tapping Piston Into Cylinder

600-208

Figure 10-80 Using Rod Guide Set 10-38

IES 131 8/99

3.0L

Assembly of Engine

6. Guide the connecting rod to the connecting rod journal with tool J 5239 and use light blows with a hammer handle to tap piston into its bore (figure 10-82). Hold the ring compressor squarely against the block until all the rings have entered the bore.

NOTICE: Each connecting rod and bearing cap should be marked, beginning at the front of the engine. The number on the connecting rod and the bearing cap must be on the same side if the rod is ever transposed from one block or cylinder to another; new connecting rod bearings should be fitted and the connecting rod should be numbered to correspond with the new cylinder number.

8. Install connecting rod cap (1) with bearing and nuts (2) (figure 10-83).

Tighten • Connecting rod cap nuts to 60 N•m (45 lb. ft.)

131-106

Figure 10-84 Oil Pump

REAR CRANKSHAFT OIL SEAL INSTALLATION Figure 10-85 Install or Connect 1. If removed, install oil seal retainer stud.

Tighten • Oil seal retainer stud to 1.7 N•m (15 lb. in.)

2. Clean gasket surfaces of engine block and seal retainer.

3. Install gasket on engine block. Do not use sealant (figure 10-85).

4. Install seal retainer and nuts.

131-109

Figure 10-83 Connecting Rod Cap and Nuts

Tighten • Seal retainer nuts to 15.3 N•m (135 lb. in.)

OIL PUMP INSTALLATION Figure 10-84 Install or Connect 1. Oil pump and extension shaft. Align the slot in the extension shaft with the tang on the distributor shaft. Oil pump must slide easily into position. Turn pump shaft as necessary.

2. Oil pickup tube bolt (1).

3. Oil pump-to-crankcase bolts (2).

Tighten • Oil pump-to-crankcase bolt to 14 N•m (120 lb. in.)

IES 131 8/99

600-210

Figure 10-85 Rear Crankshaft Oil Seal Retainer 10-39

INDUSTRIAL ENGINE SYSTEMS

Assembly of Engine

OIL PAN INSTALLATION

REAR CRANKSHAFT OIL SEAL RETAINER INSTALLATION

Figure 10-86 1. Make sure gasket surfaces on engine block and oil pan are clean.

2. Put new oil pan gaskets (5) on the oil pan (4) (figure 10-86) 3. Carefully install oil pan (4), nuts (3) and bolts (1 and 2) on the engine.

Figure 10-87 Tool Required

J 35621 Rear Seal Installer

Install or Connect 1. Make sure any burrs and rust are removed from crankshaft chamfer. Clean the sealing surface on the crankshaft with a non-abrasive cleaner.

2. Apply clean engine oil to the inner and outer diameters of the seal.

3. Put the seal on the J 35621 Rear Seal Installer (figure 10-87). Install the seal and tool on the crankshaft by threading the tool screws into the tapped holes of the crankshaft.

4. Tighten the screws with a screwdriver to be sure the seal and tool are square to the crankshaft.

5. Turn the tool handle until it bottoms. Remove the tool.

131-105

Figure 10-86 Oil Pan and Gaskets Tighten • Oil pan-to-crankcase bolts to 9 N•m (80 lb. in.)

• Oil pan-to-front cover bolts to 5 N•m (45 lb. in.)

• Nuts to 19 N•m (165 lb. in.)

600-248

Figure 10-87 Rear Seal Installer

10-40

IES 131 8/99

3.0L

Assembly of Engine

HYDRAULIC LIFTER INSTALLATION Install or Connect

Tighten • Front left cylinder head bolt to 115 N•m (85 lb. ft.)

• All remaining cylinder head bolts to 122 N•m (90 lb. ft.)

CAUTION Install all new hydraulic lifters when a new camshaft is installed. If any new hydraulic lifters are installed, change the engine oil and filter.

1. Molly lube to camshaft end of hydraulic lifters.

2. Hydraulic lifters in the same bore from which they were removed.

CYLINDER HEAD INSTALLATION 131-139

Figures 10-88 and 10-89 Install or Connect 1. Gasket (3) on the engine block (figure 10-88).

2. Carefully lower the cylinder head (2) on engine block and gasket, aligning dowel pins.

3. Clean threads of bolts (1) and tapped holes in engine block.

4. Apply Sealing Compound (GM part no.

1052080) or equivalent to threads of cap screws. Install and tighten cap screws in sequence and in gradual steps to final torque (figure 10-89).

Figure 10-89 Cylinder Head Torque Sequence

ROCKER ARM AND PUSHROD INSTALLATION Figure 10-90 Install or Connect 1. Install pushrod (4), making sure the pushrod is seated properly in the hydraulic lifter.

2. Apply clean engine oil to mating surfaces of rocker arms (2) and balls (3).

IMPORTANT: If new rocker arms and/or balls are installed, apply “Molykote” or an equivalent to their mating surfaces.

3. Install rocker arms, balls and nuts (1).

131-102

Figure 10-88 Cylinder Head

131-101

Figure 10-90 Rocker Arm and Pushrod

IES 131 8/99

10-41

INDUSTRIAL ENGINE SYSTEMS

Assembly of Engine

ADJUST VALVES

ROCKER ARM COVER INSTALLATION

Figure 10-91 Adjust 1. Put engine in the number one firing position using the following steps: A. Watch the number one cylinder rocker arms to check for motion.

B. Turn the engine crankshaft clockwise, as viewed from front of the engine, until the mark on the crankshaft pulley aligns with the “O” mark on the timing tab (figure 10-91).

C. As the mark moves toward the timing tab, if the number one cylinder rocker arms move, the engine is in the number four firing position. Turn the crankshaft one more revolution to put the engine in the number one firing position.

Figure 10-92 Clean • Remove all gasket material from sealing surface of covers and cylinder heads. Clean sealing surfaces with a non-petroleum base solvent.

Install or Connect 1. New gasket (5) in rocker arm cover.

2. Cover (2) and gasket on cylinder head. Install bolts (3) and reinforcements (4).

Tighten • Cap screws to 8 N•m (70 lb. in.)

3. Connect PCV hose to rocker arm cover.

131-140

Figure 10-91 Placing Engine in Number 1 Firing Position

2. With the engine in the number one firing position, the following valves can be adjusted: • Exhaust # 1 and #3, Intake #1, #2, and #4 3. Adjust valves by: A. Loosening the adjusting nut until pushrod can be moved or rotated.

B. Tighten the adjusting nut just until all motion is removed.

C. Turn adjusting nut one-half to one additional turn.

4. Turn crankshaft one revolution clockwise until the “O” mark and the pulley mark are aligned.

Repeat Step 4 to adjust the following valves: • Exhaust #2 and #4; Intake # 3.

10-42

131-100

Figure 10-92 Rocker Arm Cover

FRONT COVER AND CRANKSHAFT SEAL INSTALLATION Figures 10-93 and 10-94 Tool Required:

J 35468 Front Seal Installer

NOTICE: The front crankshaft seal can be installed in the cover with the cover on the engine. Use J 35468 Seal Installer (1) to install a new seal with the metal shoulder side of seal away from the engine (figure 10-93).

Clean • Clean gasket material from the mounting surfaces of the front cover and engine block.

IES 131 8/99

3.0L

Assembly of Engine

TORSIONAL DAMPER INSTALLATION Figure 10-95 Tool Required:

J 5590 Torsional Damper Installer

131-096

Figure 10-93 Installing Front Cover Seal with Cover on Engine

Install or Connect 1. Install new seal in cover using J-35468 Seal Installer (1) (figure 10-93). Keep the side of the seal with the metal shoulder away from the engine.

2. Install new gasket on front cover. Use gasket cement to hold gasket in place.

3. Apply clean engine oil to sealing lips of seal (1) (figure 10-94). Carefully install front cover and bolts.

IMPORTANT: The inertia weight (outer) section of the torsional damper is assembled to the hub with a rubber type material. Use the correct tool and installation procedures or distortion of the inertia weight section of the hub will destroy the effectiveness of the torsional damper.

Install or Connect 1. Small amount of engine oil on seal contact area of damper.

2. Torsional damper on the crankshaft and align the damper with the key in the crankshaft.

3. Use J 5590 Torsional Damper Installer or a hollow driver to push torsional damper tight against shoulder of crankshaft.

4. Apply a small amount of RTV sealant to torsional damper key-to-crankshaft joint.

Tighten • Front cover bolts to 9 N•m (80 lb. in.)

131-097 131-090

Figure 10-95 Installing Torsional Damper

Figure 10-94 Installing Front Cover Seal with Cover Off Engine

IES 131 8/99

10-43

Assembly of Engine

COOLANT PUMP INSTALLATION Install or Connect 1. Coolant pump and new gasket.

NOTICE: Refer to “Notice” on page 1.

2. Coolant pump bolts.

Tighten • Bolts to 25 N•m (18 lb. ft.)

3. Coolant pump pulley and bolts.

Tighten • Bolts to 30 N•m (22 lb. ft.)

INTAKE/EXHAUST MANIFOLD INSTALLATION Install or Connect 1. Install new gasket on cylinder head with the metallic side towards the manifold.

INDUSTRIAL ENGINE SYSTEMS OIL FILTER BYPASS VALVE INSTALLATION Install or Connect 1. Install new valve using a 9/16 in. thin wall deep socket and a hammer.

2. Install oil filter.

FLYWHEEL AND HOUSING INSTALLATION Figures 10-96 and 10-97 Clean • Clean mating surfaces of flywheel and crankshaft.

Install or Connect 1. Align dowel hole in flywheel with dowel pin on crankshaft to install flywheel. Install and tighten bolts (figure 10-96).

2. Apply Loctite® to threads of bolts that enter any water chambers.

3. Carefully install manifold and bolts. Tighten bolts in an alternating sequence in two steps.

Tighten • Manifold bolts to: - first: 20 N•m (15 lb. ft.)

- then: 41 N•m (30 lb. ft.)

4. Install alternator bracket. Make sure alternator pulley is in alignment with coolant pump pulley.

5. Adjust alternator belt to specification.

Measure • Alternator belt deflection 12 - 15 mm (0.47 0.59 in.)

10-44

131-098

Figure 10-96 Flywheel and Bolts

IES 131 8/99

3.0L

Assembly of Engine

Tighten • Flywheel bolts to 88 N•m (65 lb. in.)

ENGINE SETUP AND TESTING

2. Check flywheel runout using a dial indicator. If runout is excessive, remove flywheel, check and clean mounting surfaces and install flywheel. Check runout again.

Measure • Maximum flywheel runout: 0.20 mm (0.008 in.)

3. Install flywheel housing, bolts and lockwashers.

Tighten • Flywheel housing bolts to 34 - 41 N•m (25 30 lb. ft.)

4. Install flywheel coupler, bolts and lockwashers.

Tighten • Flywheel housing bolts to 34 - 41 N•m (25 30 lb. ft.)

After overhaul, the engine should be tested before installing it in the vehicle. If a suitable test stand is not available, the following procedure can be used after the engine has been installed.

1. Fill the crankcase with the proper quantity and grade of engine oil.

IMPORTANT: If a new camshaft or hydraulic lifters were installed, add Engine Oil Supplement (GM P/N 1052367) or equivalent to the engine oil.

2. Fill the cooling system with the proper quantity and quality of engine coolant.

3. Crank the engine several times. Listen for any unusual noises or evidence that any parts are binding.

4. Start the engine and listen for unusual noises.

5. Run the engine at about 1000 rpm until the engine is at operating temperature.

6. Listen for sticking lifters and other unusual noises.

7. Check for oil and coolant leaks while the engine is running.

131-099

Figure 10-97 Flywheel and Housing Components

IES 131 8/99

10-45

Assembly of Engine

INDUSTRIAL ENGINE SYSTEMS

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10-46

IES 131 8/98

3.0L

Engine Torque Specifications

3.0L ENGINE TORQUE SPECIFICATIONS Oil Pan Drain Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 N•m (33 lb. ft.)

Coolant Drain Plug. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 N•m (11 lb. ft.)

Main Bearing Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 N•m (65 lb. ft.)

Connecting Rod Cap Nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 N•m (45 lb. ft.)

Main Bearing Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 N•m (65 lb. ft.)

Main Bearing Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 N•m (65 lb. ft.)

Oil Pump Cover Screws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 N•m (60 lb. in.)

Camshaft Thrust Plate Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 N•m (80 lb. in.)

Oil Pump-to-Crankcase Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 N•m (120 lb. in.)

Rear Crankshaft Oil Seal Retainer Stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 N•m (15 lb. in.)

Rear Crankshaft Oil Seal Retainer Nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.3 N•m (135 lb. in.)

Oil Pan-to-Crankcase Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 - 11 N•m (80 - 100 lb. in.)

Oil Pan-to-Front Cover Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 - 11 N•m (80 - 100 lb. in.)

Oil Pan Nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 - 20 N•m (150 - 180 lb. in.)

Front Left Cylinder Head Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 N•m (85 lb. ft.)

All Cylinder Head Bolts Except Front Left. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 N•m (90 lb. ft.)

Rocker Arm Cover Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5 - 8 N•m (40 - 70 lb. in.)

Front Cover Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 10 N•m (72 - 90 lb. in.)

Coolant Pump Bolts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 N•m (18 lb. ft.)

Coolant Pump Pulley Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 N•m (22 lb. ft.)

Intake and Exhaust Manifold Bolts: First Pass:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 N•m (15 lb. ft.)

Final Pass: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 N•m (30 lb. ft.)

Flywheel Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 N•m (65 lb. ft.)

Flywheel Coupler Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 - 41 N•m (25 - 30 lb. ft.)

Flywheel Housing Bolts and Nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 - 41 N•m (25 - 30 lb. ft.)

Spark Plugs (New) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 N•m (22 lb. ft.)

(All Subsequent Installations) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 N•m (15 lb. ft.)

IES 131 8/99

10-47

INDUSTRIAL ENGINE SYSTEMS

Engine Specifications

3.0L ENGINE SPECIFICATIONS GENERAL DATA Type Displacement Bore Stroke Compression Ratio Firing Order Oil Pressure (Minimum HOT)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.0L (181 C.l.D.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101.60 mm (4.00 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91.44 mm (3.60 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . .8.2 to 1 (RN, RS, RA) or 9.25 to 1 (RM, RF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 - 3 - 4 - 2 . . . . . . . . .28 kPa (4 psi) / Idle RPM - 207 - 414 kPa (30 - 60 psi) / 2000 RPM

CYLINDER BORE Diameter Out of Round Taper

Production Service Production Service

. . . . . . . . . . . . . . . . . . . . . . . . . . .101.587 - 101.663 mm (3.9995 - 4.0025 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0254 mm (0.001 in.) Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0508 mm (0.002 in.) Maximum Trust Side . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0127 mm (0.0005 in.) Maximum Relief Side . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0127 mm (0.0005 in.) Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0254 mm (0.001 in.) Maximum

PISTON Clearance

Production Service Limit

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0635 - 0.0889 mm (0.0025 - 0.0035 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0889 mm (0.0035 in.) Maximum

PISTON RINGS Compression Groove Clearance Gap

Production

Service Limit

Top . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0305 - 0.737 mm (0.0012 - 0.0029 in.)

Second . . . . . . . . . . . . . . . . . . . . . . . .0.0305 - 0.737 mm (0.0012 - 0.0029 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0991 mm (0.0039 in.) Maximum Top . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.254 - 0.508 mm (0.0010 - 0.0020 in.)

Second . . . . . . . . . . . . . . . . . . . . . . . . . .0.4318 - 0.635 mm (0.017 - 0.025 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.889 mm (0.035 in.) Maximum

Production Service Limit Production Service Limit

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0254 - 0.1524 mm (0.001 - 0.006 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.1778 mm (0.007 in.) Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.254 - 0.762 mm (0.010 - 0.030 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.016 mm (0.040 in.)

Production Service Limit

. . . . . . . . . . . . . . . . . . . . . . . . . . .23.5458 - 23.5509 mm (0.9270 - 0.9272 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0076 - 0.0178 mm (0.0003 - 0.0007 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0254 mm (0.001 in.) Maximum . . . . . . . . . . . . . . . . . . .0.0203 - 0.0406 mm (0.0008 - 0.0016 in.) Interference

Service Limit Production

0il Groove Clearance Gap

PISTON PIN Diameter Clearance in Piston Fit in Rod

INTAKE / EXHAUST MANIFOLD Surface Flatness

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.254 mm (0.010 in.) Maximum

CYLINDER HEAD Surface Flatness

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.1778 mm (0.007 in.) Overall

FLYWHEEL Surface Runout

10-48

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.2032 mm (0.008 in.) Maximum

IES 131 8/99

3.0L

Engine Specifications

3.0L ENGINE SPECIFICATIONS (CONTINUED) CRANKSHAFT Main Journal Diameter Taper Out of Round

All Production Service Limit Production Service Limit

. . . . . . . . . . . . . . . . . . . . . . . . . . .58.3667 - 58.4048 mm (2.2979 - 2.2994 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0059 mm (0.0002 in.) Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0254 mm (0.001 in.) Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0059 mm (0.0002 in.) Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0254 mm (0.001 in.) Maximum

Main Bearing Clearance Production Service Limit

#1- #4 #5 #1 - #4 #5

Crankshaft End Play Crankshaft Runout

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0254 - 0.0610 mm (0.001 - 0.0024 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0406 - 0.0889 mm (0.0016 - 0.0035 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0254 - 0.0635 mm (0.001 - 0.0025 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0381 - 0.0889 mm (0.0015 - 0.0035 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0508 - 0.1524 mm (0.002 - 0.006 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0762 mm (0.003 in.) Maximum

Crankpin Diameter Taper

Production Service Limit Out of Round Production Service Limit Rod Bearing Production Clearance Service Limit Rod Side Clearance

. . . . . . . . . . . . . . . . . . . . . . . . . . .53.2892 - 53.3273 mm (2.0980 - 2.0995 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0762 mm (0.0003 in.) Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0254 mm (0.001 in.) Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0051 mm (0.0002 in.) Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0254 mm (0.001 in.) Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0432 - 0.0686 mm (0.0017 - 0.0027 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0762 mm (0.003 in.) Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.1524 - 0.4318 mm (0.006 - 0.017 in.)

CAMSHAFT Lobe Lift

Intake Exhaust Service Limit Journal Diameter End Play Sprocket Runout Timing Sprocket Teeth Backlash

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.4247 mm (0.25294 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.4247 mm (0.25294 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .±0.0254 mm (±0.001 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . .47.4396 - 47.4904 mm (1.8677 - 1.8697 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0762 - 0.2032 mm (0.003 - 0.008 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.1016 mm (0.004 in.) Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.1016 - 0.1524 mm (0.004 - 0.006 in.)

VALVE SYSTEM Lifter Rocker Arm Ratio Valve Lash Intake and Exhaust Face Angle Intake and Exhaust Seat Angle Intake and Exhaust Seat Runout Intake and Exhaust Seat Width Intake Exhaust Stem Production Clearance Service

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.75 to 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1/2 to One Turn Down From Zero Lash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45° . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46° . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0508 mm (0.002 in.) Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.270 - 1.778 mm (0.050 - 0.070 in.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.524 - 2.032 mm (0.060 - 0.080 in.)

Intake . . . . . . . . . . . . . . . . . . . . . . . .0.0254 - 0.0686 mm (0.0010 - 0.0027 in.)

Exhaust . . . . . . . . . . . . . . . . . . . . . . .0.0178 - 0.0686 mm (0.0007 - 0.0027 in.)

Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.0940 mm (0.0037 in.) Maximum Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.1194 mm (0.0047 in.) Maximum Valve Spring Free Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52.324 mm (2.06 in.)

Pressure Closed . . . . . . . . . . . . . . .444 - 490 N @ 40.89 mm (100 - 110 Ibs. @ 1.61 in.)

Open . . . . . . . . . . . . . . . .925 - 987 N @ 30.99 mm (208 - 222 Ibs. @ 1.22 in.)

Installed Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41.91 mm (1.65 in.)

Valve Lift Intake and Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11.2522 mm (0.443 in.)

Valve Spring Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Not Used

IES 131 8/99

10-49

INDUSTRIAL ENGINE SYSTEMS

Special Tool Usage

SPECIAL TOOL USAGE Tool # J J J J J J J J J J J J J J J J J J J J J J J J J J J J J J J J J J J J J J J J J J J

21882 22102 23738-A 24086-B 24270 24420 28509 3049-A 33049 34673 35468 35621 36669 36996 38834 38841 39046 5239 5590 5715 5790-B 5802-01 5825-A 5830-02 5830-1 5830-2 5830-3 6036 6098-01 6621 6880 7872 8001 8037 8056 8062 8087 8089 8092 8101 8369 9290-01 9510

10-50

Description Oil Pickup Tube and Screen Installer Crankshaft Sprocket Installer Valve Seal Leak Detector Piston Pin Remover and Installer Set Ridge Reamer Crankshaft Gear Remover Crankshaft Sprocket Puller Valve Lifter Remover Camshaft Bearing Remover and Installer Straightedge Crankshaft Front Seal Installer Crankshaft Rear Seal Installer Torque Angle Meter Bearing Remover Balance Shaft Bearing Service Kit Crankshaft Rear Oil Seal Installer Torsional Damper Puller and Installer Connecting Rod Guide Set Crankshaft Sprocket Installer 0.0762 mm (0.003 in.) Reamer Hydraulic Lifter Leakdown Tester Stud Remover Crankshaft Sprocket Puller Reamer Set J 5830-1, 5830-2, and 5830-3 0.08 mm (0.003 in.) Reamer 0.38 mm (0.015 in.) Reamer 0.76 mm (0.030 in.) Reamer 0.3302 mm (0.013 in.) Reamer Camshaft Bearing Remover and Installer 0.13 mm (0.005 in.) Reamer Stud Installer Magnetic Base Dial Indicator Dial Indicator Ring Compressor Valve Spring Tester Valve Spring Compressor Cylinder Bore Gage Wire Brush Driver Handle Valve Guide Cleaning Tool Oil Pickup Tube Installer Valve Lifter Remover Piston Support Tool

3.0L

4.3L

5.7L

X

X

7.4L

X X X X

X X X

X

X X X

X X X X X

X X X X X X X X X X X X X X X X X X X

X X X X X X X X X X X

X X X X X X X X X X X X X X X X X X

X X X

X X

X X

X

X X X

X X X X X X X X X X X X X X X X X X X X X X

X

X X X X X

X X X X X X X

X

X X X X X X X X X

X

X

IES 131 8/98