CASE 845B 845B DHP Motor Grader Service Repair Manual Instant Download

SERVICE MANUAL

Part number 71114392

English October 2011

TORQUE SPECIFICATIONS

Decimal

Use the torques in this chart when special torques are not given. These torques apply to fasteners with both UNC and UNF threads as received from suppliers dry, or when lubricated with engine oil. Not applicable if special graphities, Molydisulfide greases, or other extreme pressure lubricants are used.

GRADE 5 BOLTS, NUTS AND STUDS

GRADE 8 BOLTS, NUTS AND STUDS

NOTE: Use thick nuts with Grade 8 bolts.

1001-4 Métric

Use the following torques when specifications are not given. These values apply to fasteners with coarse threads as received from supplier, plated or unplated, or when lubricated with engine oil. These values do not apply if graphite or Molydisulfide grease or oil is used.

GRADE 8.8 BOLTS, NUTS AND STUDS

GRADE 10.9 BOLTS, NUTS AND

10.9

GRADE

12.9 BOLTS, NUTS AND STUDS

12.9

Usually the torque values specified for grade 10.9 fasteners. can be used satisfactorily on grade 12.9 fasteners.

Steel Hydraulic Fittings

SPLIT FLANGE MOUNTING BOLTS

1001-6

Steel Hydraulic Fittings

BS06K020

Figura 3000-12

TURBOCHARGER

1. AUTOMATIC TENSION BELT 2. ALTERNATOR 3. FIX GUIDE PULLEY 4. WATER PUMP 5. ENGINE FLYWHEEL COUNTERWEIGHT 6.

OIL SUMP 7. ELECTRONIC CONTROL UNIT - E.C.U. 8. FUEL FILTER 9. HIGH PRESSURE PUMP 10. COMMON RAIL 11.

DESCRIPTIoN oF ENGINE MAIN CoMPoNENTS

Engine Block

1. MOUNTING FOR WATER PUMP

CYLINDER BORE

2. MOUNTING FOR CAMSHAFT BEARING

3. MOUNTING FOR OIL PUMP

5. STIFFENING PLATE

MAIN JOURNALS

6. MOUNTING FOR WATER-OIL EXCHANGE HEATER 7.

The cylinder block is a cast iron structure with cylinders bores (1), main journals (5) e moun-tings for camshaft bearing (3) and valves, water-oil exchanger heater (7), water pump (2) and oil pump (4). The block also has coolant and oil passages. The lubrication circuit provides oil for the moving parts. The stiffening plate (6) is applied in the engine block botton to increase the resistance to mechanical fatigue.

4.

Crankshaft

The crankshaft is steel made and rests in seven journals tempered by induction. There is a series of drilled passages for the lubricating oil. The follow items are pressed in front: oil pump gear (1), position sensor sprocket, counterweight, and the auxiliary devices pulley.

The follow items are pressed in rear: timing gear (3), and the mounting for engine flywheel (4). The main journals bearings are steel made and coated by a anti-friction alloy. One of them is equipped with shoulders to limit the cranckshaft axial clearance.

The timing gear (3) and the engine flywheel mounting (4) are forced positioned in the cranckshaft rear and can not be replaced.

CRANCKSHAFT OIL SEALS

The front and rear seals are box type with radial sealing. To remove them use the special tools 380000665 e 380000663. For installation se special tools 380000666 e 380000664.

BS06K022

Figura 3000-14

OIL PUMP GEAR 1. CRANKSHAFT 2. TIMING GEAR 3. MOUNTING FOR ENGINE FLYWHEEL 4.

•

Connecting Rod

Connecting rods are forged steel. The big ends are made with an oblique angle. Caps and rods are separeted by a fracture splitting method that produces a strong and unique fit cap. The connecting rod big end bearings are coated by anti-friction alloy

They are marked two ways:

• Rod shank: marked with a letter indicating weight class.

Body-cap: have a number that indicates match and cylinder which they are assembled.

BS06K023

Figura 3000-15

A coroa na cabeça do pistão apresenta uma câmara de combustão de alta turbulência. A parte inferior da coroa na cabeça do pistão é arrefecida pelo óleo do motor distribuído por um bico pulverizador instalado no bloco do motor.

Existem três canaletas para anéis do pistão com diferentes funções e diferente geometria:

The piston crown features a high turbulence combustion chamber. The piston crown is cooled from underneath by a spray nozzle installed in the cranckcase.

There is three groves for piston rings with different functions and different geometry:

•

1st pinston ring with trapezoidal section (keystone) and coated by chome ceramic.

2ndt piston ring with torsional conical rectangular section.

•

• 3rd piston ring with double oil scraper and inner spring.

In the piston crown are marked the reference data:

1.

2.

3.

4.

Number of spare part and number of design modification.

Mark (looking from the frontal engine block) indicating the direction of assembly of the piston in the cylinder

Date of manufacture.

Mark indicating the first test of the recess insert.

Figura 3000-16

Camshaft

INTAKE VALVE LOBE A. EXHAUST VALVE LOBE B. LOBE EGR C.

Camshaft is supported by seven journals in the engine block. The front and rear journals seats are equipped with steel bushings coated with anti-friction material forced positioned.

There is two lobes for each cylinder

Intake lobe A.

Exhaust lobe B.

Camshaft is directly controlled by rear gears moved by the crankshaft.

Exhaust Gas Recirculation - EGR

The exhaust gas can return partially to the cylinder and reduce the maximum temperature res-ponsible caused by the nitrogen oxide (NOx) generation.

The ECR reduces the combustion temperature, decreasing the oxigen concentration in the combustion chamber, creating a efficient system to control the NOx emissions. The EGR lobe is not equipped with any electronic control, and the system is always enabled. Its configuration do not requires aditional elements such as retaining valve, pipes or heat dissipation.

There is an aditional lobe (C). When a cylinder is intaking, this lobe allow a brief opening of the exhaust valve. The recirculation occurs in that cylinder due the great exhaust pressure compared to the intake gases.

BS06K025

Figura 3000-17

BS06K026

Figura 3000-18

Valve Control

BS06K027

Figura 3000-19

ROCKER 1. VALVE CLEARANCE ADJUSTING SCREW 2. PUSHROD 3. VALVE CONE 4. VALVE SEAT 5.

SPRING 6. CAMSHAFT 7. TAPPET 8. BRIDGE 9. ROCKER AXLE 10.

•

Cylinder Head of Engines –

EXHAUST MANIFOLD

The cast iron cylinder head is machined to allow mounting the following parts: Valve seats (4).

• Injectors (2).

•

• Thermostat (3).

It is designed also to accommodate the following components: Exhaust manifold (1).

• Intake manifold (6) with intake air heater mounting (5).

1. INJECTOR 2. THERMOSTAT 3.

VALVE SEAT 4. INTAKE AIR HEATER 5. INTAKE MANIFOLD 6.

Cylinder Head of Engines – 667TA/EEG

EXHAUST MANIFOLD

INJECTORS ELECTRICAL CABLE SUPPORT

INTAKE AIR HEATER

MANIFOLD

The cast iron cylinder head is machined to allow mounting the following parts: Valve seats (4)

• Injectors (2)

•

• Thermostat (3)

It is designed also to accommodate the following components: Exhaust manifold (1)

•

• Intake manifold (7) with intake air heater mounting (6)

1. INJECTOR 2. THERMOSTAT 3. VALVE SEAT 4.

5.

6. INTAKE

7.

•

Cylinder Head of Engines – 667TA/EDJ

•

The cast iron cylinder head is machined to allow mounting the following parts: Valve seats (4)

•

• Injectors (2)

Thermostat (3)

It is designed also to accommodate the following components: Exhaust manifold (1)

• Intake manifold (7) with intake air heater mounting (6)

EXHAUST MANIFOLD 1. INJECTOR 2. THERMOSTAT 3. VALVE SEAT 4.

INJECTORS WITH ELECTRICAL CABLE SUPPORT 5. INTAKE AIR HEATER 6. INTAKE MANIFOLD 7.

Valves and Valves Seats

The valve seats has the following angles:

Exhaust valve - 45°

Intake valve - 60°

NOTE: The exhaust valves (2) has a identification cavity in its center.

Intake valve 1.

Exhaust valve 2.

Intake side 3.

4. Exhaust side 4.

The cylinder head do not has guides inserts. The guides are machined directly in cylinder head.

1.

7.042 A 7.062mm (0.277 A 0.278 IN)

Intake valves 2.

Exhaust valves 3.

Valves Bridge

NOTE: During the cylinder head installation, the rocker bridge direction must be positioned with the marks (1) turned to the exhaust ma-nifold.

Bridge 1. Pushrods 2.

Oil seals (1) installed in the valves steams.

Cylinder Head Machining

The cylinder head nominal thickness (A) is 105 ± 0.25mm (4.134 ± 0.0098 in) and the maximum material remotion (B) MUST BE less than 0.13mm (0.0051 in).

Engine Flywheel

The engine flywheel (1) is not synchronized to the crankshaft and do not have any marks, slots or reference holes for sensors or sychronism. The fixation screws holes equidistance (2) allows the installation in any position.

FLYWHEEL OF ENGINES: 667TA/EEG - 667TA/EEC

FLYWHEEL OF ENGINES: 667TA/EED - 667TA/EBD

FLYWHEEL OF ENGINES: 667TA/EBF - 667TAEED

FLYWHEEL OF ENGINES: 667TA/EDJ

AUXILIARY DEVICES DRIVING

A Poly-V belt (3) transmits the crankshaft (5) rotation to the water pump (4) and alternator (2). The belt tensioning is controlled by a automatic belt tensor (1).

AUTOMATIC BELT TENSIONING 1. ALTERNATOR 2. POLI-V BELT 3.

WATER PUMP 4. CRANKSHAFT 5.

TURBOCHARGER OIL PRESSURE CONTROL VALVE

DEVIATION VALVE

OIL SUMP: 667TA\EDB A.

OIL SUMP: 667TA\EEG-667TA\EEC-667TA\EBT-667TA\ B. EED-667TA\EDJ

PRESSURIzED OIL PATH C.

OIL RETURNING BY GRAVITY PATH D.

The pressurized lubrication is held by the following components: water pump (5), located in the engine block front side, drived by the crankshaft gear; water and oil coller (4) located in the engine block, under the oil filter support; deviation valve (2) to eliminate the oil filter obstruction and oil filter cartridge type (3).

1. INNER GASKET

HEAT DISSIPATION HOUSING

2. WATER AND OIL COOLER

5. OIL TO FILTER INLET*

OIL TO FILTER RETURN*

4.

3. GASKET BETWEEN COOLER AND ENGINE BLOCK

oil Pressure Control Valve

Oil temperature calibration of 100°C (212°F).

Minimum pressure 1.2 bar (17.4 psi). -

Maximum pressure 3.8 bar (55.1 psi). -

1. 41.25 mm (1.624 in)

66 mm (2.589 in)

2. 136.9 ± 10.5 N (30.8 ± 2.36 lbf)

Deviation Valve

“Blow-by” (oil sump vapours) máx: 20cm3/min (.68oz/min) with 0.83 bar (12 psi) pressure and 26.7° C (80° F) of oil temperature

Flow direction A.

7.

6. OIL FILTER

* Only engines 667TA/EEG - 667TA/EEC

3.

oil Pump

Cranckshaft with oil pump driving gear.

oil Sump of Engines –

667TA/EEG – 667TA/EEC – 667TA/EBF – 667TA/EED – 667TA/EDJ

OIL SUMP GASKET INSTALLATION

OIL SUMP GASKET END VIEW

The oil sump (1) is set to the engine block by a flexible mode through a aluminum plate and a rubber gasket (2).

The “C” section rubber gasket (2) , mounted in the oil sump fixation contour, increase the oil sealing and reduce the noise level.

oil Sump of Engines – 667TA/EED – 667TA/EBD

CAST IRON OIL SUMP

The cast iron oil sump is fixed in the engine block by screws and washers, and a thin gasket.

Blow-By

PRE-SEPARATOR

The rocker cover has a blow-by pre-separator (1), designed to increase the oil steam exit velocity while it is partially condensed. The condensed oil returns to oil sump and the residual steam are collected and directed through blowby filter (3).

In the blow-by filter (3), one portion of steam condenses parttialy and return to oil sump through line (4), and the rest is directed to engine intake through line (2).

1. INTAKE RECIRCULATION 2. BLOW-BY FILTER 3. ENGINE RETURN 4.

CONDENSED OIL A. OIL STEAM B.

ENGINE CooLER

WATER FLOWING OUTSIDE THERMOSTAT

WATER RECIRCULATING IN ENGINE

WATER FLOWING INSIDE WATER PUMP

The engine cooling system is closed circuit type, forced circulation and incorporate the folowing components: Oil cooler used to cool the lubricating oil. See oil cooler in page 38.

•

• Thermostat to control the engine coolant circulation.

Centrifuge water pump located in he engine block frontal side.

•

Water Pump

WATER PUMP

WATER PUMP END VIEW

The water pump is located in a engine block fronta side cavity, and is driven by the Poly-V belt. It is sealed in the engine block by a o’ring.

The engine temperature is controlled by a thermostat.

THERMOSTAT

Thermostat opening:

Engines 667TA/EEG, EEC, EBF, EED, EBD= 79 a 83° C (174 a 181° F).

Engines 667TA/EDJ= 83 a 98° C (181 a 208° F).

The opening starts at 96° C (204° F) ≥ 7.5mm A. (.30 inches).

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CoMMoN RAIL – HIGH PRESSURE ELECTRoNIC INJECTIoN SYSTEM

Extremely high pressures are required to reduce CERTAIN emissions. The common rail system makes 1450 to 1600 bar (21030 to 23206 psi) fuel injection pressure possible, while the precision of the injection obtained by the electronic controle EDC7UC31 optimize the engine operation, limiting its emissions and the fuel consumption. For powerfull engines more than 152 kW(203 hp), the CRIN2 injectors has DLLA nozzles that works with pressures up to 1600 bar (23206 psi), while less powerfull engines (< 152 kW (203 hp)) are equipped with DSLA nozzles, working with pressures up to 1450 bar (21030 psi).