Manual de Servicio Motor Cummins X2.5G4

Engine Service Manual
X3.3 Engine
English – Original Instructions 7-2010 0983-0506 (Issue 6)

Publication 0983-0506 Service Manual
Issue 6 – 6-2010 Engine Model X3.3
FOREWORD
This manual is designed to be of assistance to all Personnel concerned with the maintenance and
overhaul of the X 3.3 Series Engine.
It presents a complete and detailed Description of the Engine, together with precise instruction on
servicing and overhaul procedure and dimensions which should be closely followed when overhauling
any part of the Engine to the Manufacturers standards.
Effective maintenance can only be carried out if the personnel concerned are fully conversant with the
various components of the Engine.
Safe operation and top performance can be obtained only when equipment is operated and maintained
property.
This manual is for guidance and assistance with recommendations for correct and safe procedures.
Cummins Power Generation Limited cannot accept any liability whatsoever for problems arising as a
result of following recommendations in this manual.
The information contained within the manual is based on information available at the time of going to print.
In line with Cummins Power Generation Limited policy of continuous development and improvement,
information may change at any time without notice.
Consult your Authorised Distributor for further information or assistance if required. It is essential that the
utmost care is taken with the application, installation and operation of any diesel engine due to their
potentially dangerous nature.
Should you require further assistance contact:
Cummin India Limited

Power Generation Business Unit
35A/1/2, Erandwane
Pune, 411038
India
Tel: +91 2030248600

Fax: +91 2066028090
E-mail: [email protected]
Web Site: www.cumminspower.com
© Copyright Cummins Power Generation Page 1

General Precautions
 Keep ABC fire extinguishers handy.

 Make sure all fasteners are secure and torqued property.
 Keep the generator set and its compartment dean. Excess oil and rags can catch fire.
 Let the engine cool down before removing the coolant pressure cap or opening the coolant drain.
 Hot coolant under pressure can spray out and cause severe burns.
 Before working on the generator set, disconnect the negative (-) battery cable at the battery to
prevent starting.
 Use caution when making adjustments while the generator set is running hot, moving or Electrically
live parts can cause severe personal injury or death -
 Used engine oil has been identified by some state and federal agencies as causing cancer or
reproductive toxicity. Do not ingest, inhale, or contact used oil or its vapors.
 Do not work on the generator set when mentally or physically fatigued or after consuming alcohol or
drugs.
 Carefully follow all applicable local, state and federal codes.
FUEL IS FLAMMABLE AND EXPLOSIVE

 Do not fill the fuel tank while the engine is running unless the tank is outside the engine
compartment.
 Keep flames, cigarettes, sparks, pilot lights, electrical arc-producing equipment and switches and all
other sources of ignition well away from areas where fuel fumes are present and areas sharing
ventilation.
 Fuel lines must be secured, free of leaks and Separated or shielded from electrical wiring
 Use approved non-conductive flexible fuel hose for fuel connections at the generator set
Engine Exhaust is Deadly!

The exhaust system must be leak-free and convey all exhaust to the out-of-doors, away from buildings
and building air vents, doors and windows. Look and listen for exhaust leaks daily and do not operate
the generator set until all leaks have been fixed.
 Do not use engine exhaust or cooling air to heat a room or compartment.
 Make sure there is ample fresh air ' when operating the generator set.
Moving Parts Can Cause Severe Personal. Injury or Death

 Do not wear loose clothing or jewelry near moving pats such as PTO shafts, fans, belts and pulleys.
 Keep hands away from moving parts.
 Keep guards in place over fans, belts, pulleys etc.
Battery Gas is Explosive

 Wear safety glasses and do not smoke while servicing batteries.
 When disconnecting or reconnecting battery cables, always disconnect the negative of the battery
cable first and reconnect it last to reduce arcing
 Do Not Operate In Flammable and Explosive Environments
 Flammable vapor can cause a diesel engine to over speed and become difficult to stop, resulting in
possible fire, explosion, severe personal injury and death.
 Do not operate a diesel-powered generator set where a flammable vapor environment can be
created by fuel spill, leak, etc, unless the generator set is equipped with an automatic safety device
to block the air intake and stop the engine.
 The owners and operators of the generator set are solely responsible for operating the generator
set safely. Contact your authorized Cummins dealer or distributor for more information.
Page 2 © Copyright Cummins Power Generation

- X 3.3 G /G1Engine TABLE OF CONTENTS
Section Description Page
A Product Features 5
10
Technical Specifications
Engine Dimensions 12
Engine Views 14
Threads/ Recommended Torque 16
B 17
Technical Data
18
Manufacturing Data and Dimensions
C Operating and Maintenance 29
30
D Fault Finding Chart
E Cylinder Head
32
F Pistons and Connecting Rods 36
39
G Cylinder Block and Liners
H Crankshaft and Main Bearings 40
44
I Timing Case and Drive
J Timing 48
50
K Lubricating System
L Cooling System 55
58
M Fuel System
61
N Fly Wheel and Fly Wheel Housing
O Approved Lubricating Oils 62
63
P FIP Spill Timing
Q Fly Wheel Housing and Fly Wheel with Spill Timing And TDC Marks 64
65
R Service Tools

This Page is left intentionally blank

SECTION A .
A. PRODUCT FEATURES:
CYLINDER HEAD ASSEMBLY
Heavy duty cast iron -Single Piece Cylinder Head

Short Length and Maximum Stiffness of Block /Head
Assembly.
Water jacket together cast with inlet passage and
exhaust passage. Compact Design
Exhaust & Inlet Manifolds Mounted Directly on
Cylinder Head. Eliminates Hoses & chances of
leakage.
The cylinder head incorporates valves and valve
springs, valve guide, valve seats tappets.
The rocker arm shaft assembly bolted to the cylinder
block through the cylinder head.
Cylinder head retaining bolts are evenly spaced with
a six – point pattern around each cylinder, this
ensures an even clamping load across the cylinder
head.
1- Air Intake Manifold,

2-Exhaust Manifold,
3- Thermostat Housing
2 The cross flow design aluminum intake,

and cast iron exhaust manifolds are on
opposite sides of the cylinder head.
This is designed to maintain balanced heat
distribution within the cylinder head.
3 The configuration of the manifolds also
1 ensures minimum heat transfer to the
intake manifold.
The intake manifold is connected through
hose to air cleaner.
The intake manifold is mounted on the right
side of the engine; the exhaust manifold is
mounted on the left side of the engine.

APTC : Alfin Piston with Torroidal Cavity.

Pistons are constructed of an aluminum alloy with
Ferrous insert for wear resistance
Torroidal Combustion Chamber Piston Crown : The

combustion chamber being recessed in to the piston
crown.
Suction air is whirled in the combustion chamber for

proper missing with fuel resulting in complete
combustion and reduced fuel consumption
Each piston has two compression rings and one oil

control ring, to reduce the friction and increase
positive sealing and extended service life
All rings are located above the piston pin.
CUT Section of Piston

CONNECTING ROD:
Connecting rods are “Parallel” shaped at the small end.
Split Cap to Rod Interface – Max Structural Strength and Ease

of Service.
The connecting rods are heavy beam construction and are

assembled to the crankshaft by means of insert type bearings.
They are retained in position by the connecting rod big end cap
and secured by two bolts per rod.
The small end of the connecting rod is fitted with a replaceable

bushing through which the free floating piston pin is fitted.
The steel pin being held in place within the piston by two snap
rings (circlip).
Note: While assembling connecting rods to engine

numbered assembling connecting rods to engine
numbered side should come towards Fuel Injection Pump
side.
CYLINDER BLOCK ASSEMBLY The Engine is equipped with a high durability

Tunnel type Engine Block
Rugged Inline , Monoblock casting.
Special alloy cast iron for Better Strength.
Main Brg Supports Between each Cylinder for
Maximum Strength and Rigidity , Low Weight
deep cylinder skirts & water jackets for cooling
the cylinders.
Cylinders are inline and vertical.
The oil pan, which is attached to the bottom of
the cylinder block, is the reservoir for the
engine oil lubrication system.
The cylinder block is fitted with renewable thin
wall cast iron dry type cylinder liners. The
cylinder liners are replaceable types.
Note : Pre finished Cylinder liners are
supplied for field replacement

CRANKSHAFT:
The crankshaft material is Chromium
molybdenum alloy steel forging. It is
dynamically and statically balanced.
The crank pins and main journals are
induction hardened.
The crankshaft runs in five pre f inished
replaceable shell bearings lined with
aluminum tin/ copper lead.
It is support ed in the cylinder blo ck by 5
bearings.
Thrust wa shers incorp orated in th e last
main bearin g cap towards the f lywheel
to control end thrust.
Rear crankshaft oil sealing is effected by
one-piece (L ip type) oil sea ls that are
designed for long and durable ser vice
life

CAMSHAFT ASSEMBLY
Induction hardened for long life

The camshaft is carried high up on the
off side of the cylinder block, the
construction of which eliminates push
rods.
The camshaft gear is in mesh with and
driven by idler gear which is driven by the
crankshaft timing gear.
The camshaft thrust is located by a pin in
the recess provided at the front end of
the cylinder block camshaft tunnel.
The camshaft end float is taken up by a
steel spring riveted to the timing case
front cover
Fuel System Components :
Direct Injection , Inline Fuel Pump

Make :BOSCH
P-type Injector

TECHNICAL SPECIFICATIONS
SECTION A
1 Engine Model X3.3 G1 X3.3 G2
2 for Genset Models C33D5 ,C38D5 C30D6 , C35 D6
3 Engine Type In line
4 Bore,in (mm) x Stroke,in (mm) 3.61 (91.7) x 5 (127)
5 No of cylinders 4
6 Displacement cu.in ( Liters ) 205 (3.3)
7 Compression ratio 18.5:2
8 Firing order 1–3 –4–2
9 Cycles of operations Four Stroke
10 Aspiration Natural
11 Combustion system Direct Injection

Counter Clockwise Viewed from Flywheel
12 Direction of Rotation
End
13 Fuel Pump BOSCH In-line
14 Fuel NO. 2 ASTM 2-D
15 Governing Mechanical
16 Cooling Water Cooled
17 Coolant Capacity ltrs/Gal (Engine Only) 5.8/1.5
18 Gross HP (SBY) 46 53
19 Speed in rpm 1500 1 800

Thermostat Start to open/Fully open
20 75 to 89 / (167 to192)
(oC/ oF)
Maximum Coolant Temperature (oC/ oF)
21 103 /217
with 7 psi cap
22 Maximum Exhaust Gas Temp. (oC/ oF) 650/1202
23 Sump Aluminum
24 Lube Oil Sump Capacity ( Liters/Gal) 6.5/1.7

25 Maximum Lube Oil Temperature 121° C
26 Flywheel Housing Cast Iron SAE 3
27 Flywheel Suitable for 11.5 inches clutch
28 Starter 12 V (Lucas Make),SM 114
29 Alternator with 'W' terminal Lucas Make A 115
30 Fuel filter / Lube Oil Filter Fleetguard Make
31 Fan Type Pusher
32 Fan Diameter in mm/ Inches 431/17
33 Fan- Number of blades 6
34 Fan- Material Metallic
35 Intake Manifold Aluminium (Side opening)
36 Exhaust Manifold Cast Iron with side opening
37 Lubricating System Forced Lubrication
38 Lubricating Oil 15W 40 CH-4
39 Battery 12 V, 88 AH

SECTION A
ENGINE DIMENSIONS

Service Manua

SECTION A
ENGINE VIEWS

Engine View

THREADS / RECOMMENDED TORQUE
ALL THREADS USED ON X3.3 ENGINE ARE I.S.O METRIC SERIES EXCEPT THE COMPONENTS INDICATED BELOW
X 3.3 ENGINE
ALL THREADS USED ON X3.3 ENGINE ARE I.S.O METRIC SERIES
EXCEPT THE COMPONENTS INDICATED BELOW :
CYL. HEAD STUDS/SET SCREW

1 7/16"- 20 UNF
2 CONNECTING ROD BOLT & NUT 7/16" - 20 UNF
3 TIMING CASE BRIDGE PIECE (Applicable for earlier type) M8 x 1.25
4 THERMOSTART FIXING HOLE ON INLET MANIFOLD 1/8" - 27 NPT
WATER TEMPERATURE SENDER FIXING HOLE IN

5
WATER OUTLET BODY (BOTH SIDES) 1/2"-14 NPT
6 LUBE OILD ADAPTER TAPPING (TWO PLACES) 1/8" NPT
7 BLOCK TO FIP TAPPING 1/4" X 18" NPSI
Recommended Torque Tensions
The following torque figures will apply with the components lightly oiled before assembly :
lbf.ft kgf.m Nm. Thread size

Cylinder head nut and setscrews 80 11.10 110 7/16 “- 20 UNF
Connecting rod nuts (Cadmium 45 6.20 60 7/16 “- 20 UNF
Plated)
Connecting rod nuts (Phosphated) 60 8.3 80 7/16 “- 20 UNF
Main bearing setscrews 115 15.90 155 M14 × 2
Idler gear hub nut 21 2.90 28 M10 × 1.25
Camshaft gear retaining setscrews 21 2.90 28 M8 × 1.25
F.I.P. adaptor to F.I. Pump 55 7.60 75 M12
F.I.P. gear to adaptor setscrews 21 2.90 28 M8 × 1.25
Flywheel setscrews 80 11.10 110 M12 × 1.25
Crankshaft pulley retaining setscrew 110 15.18 150 M22 × 2.5
Injector securing nuts 12 1.65 15 M8 × 1
High pressure fuel pipe nuts 15 2.07 20 -
Low pressure fuel pipe banjo bolts 6.5 - 9

Section B
TECHNICAL DATA
SECTION B
Engine Data
Type X3.3 G/G1 Four Cylinder, Four Stroke, Direct Injection
Bore (Nominal dia) 91.44mm (3.6 inch)
Stroke 127 mm (5 inch)
3
Cubic Capacity 3.33 litres (203 inch )
Compression Ratio 18.5 :1
Firing Order 1,3,4,2
Tappet Clearance 0,30 mm (0.012 inch) Cold / 0,25mm (0.010 inch) Hot
2 2
Lubricating Oil pressure 2,1/4,2 kgf/cm (30/60 lbf/inch )
Injector Setting Pressure 250 ± 8 bar
BOSCH Inline with mechanical governor and with Fine Adjustment

Fuel Injection Pump
device (pressure feed lubrication)
Inlet valve opens 13° BTDC
Exhaust valve closes 10°ATDC
Total Inlet open period 236°
Total exhaust open period 236°
Injection timing (spill timing) 16° ± 1° BTDC - APREB
De-Rating for Altitude
Where engines are called upon to o perate in rarefied atmospheres occasioned by altitude, such engines should be de-rated. Consult your
Authorized Distributor for further installation information.
Approximate Engine Weight
Basic weight (with alternator but without starter motor, flywheel housing) ... 236 Kg Typical installed weight (with starter motor, flywheel
and flywheel housing) ... 297 Kg
The following data, clearances and tolerances are given as a guide for personnel engaged upon major overhauls and the figures
are those used in the factory production purposes.

TECHNICAL DATA- MANUFACTURING DATA AND DIMENSIONS.
The following data, clearances and tolerances are given as a guide for personnel engaged upon major overhauls and the
figures are those used in the factory production purposes.
Cylinder Block
Height of Cylinder Block between Top and Bottom Faces 349,01/349,08 mm (13.7405/13.7435 inch)
Parent Bore Dia. for Cylinder Liner 93,66/93,69 mm (3.6875/3.6885 inch)
Depth of Recess for Liner Flange (Cast Iron Liners) 3,76/3,86 mm (0.148/0.152 inch)
Dia. Recess of Liner Flange (Cast Iron Liners) 97,03/97,16 mm (3.820/3.825 inch)
Main Bearing Parent Bore Dia. 74,08/74,10 mm (2.9165/2.9175 inch)
Camshaft Bore Dia. - No. 1 47,60/47,68 mm (1.874/1.877 inch)
Camshaft Bore Dia. -No. 2 47,35/47,42 mm (1.864/1.867 inch)
Cylinder Block
Height of Cylinder Block between Top and Bottom Faces 349,01/349,08 mm (13.7405/13.7435 inch)
Parent Bore Dia. for Cylinder Liner 93,66/93,69 mm (3.6875/3.6885 inch)
Depth of Recess for Liner Flange (Cast Iron Liners) 3,76/3,86 mm (0.148/0.152 inch)
Dia. Recess of Liner Flange (Cast Iron Liners) 97,03/97,16 mm (3.820/3.825 inch)
Main Bearing Parent Bore Dia. 74,08/74,10 mm (2.9165/2.9175 inch)
Camshaft Bore Dia. -No. 2 47,35/47,42 mm (1.864/1.867 inch)
Piston
Alfin piston with Re-entrant bowl on piston crown should be

Type towards fuel pump side while assembling piston in engine. An
arrow (or) “F“ mark is stamped on piston top surface for
identification.
Piston Height in relation to Cylinder Block Top Face 0,10 mm (0.004 inch) ABOVE to 0,03 m (0,001 inch) BELOW
Bore Dia. for Gudgeon Pin 31,7525/31,7462 mm (1.24985/1.25010 inch)
Top and 2nd ring Groove Width 2,43/2,46 mm (0.0957/0.0967 inch)
3rd Ring Groove Width 4,80/4,85 mm (0.189/0.191 inch)

Ring Gaps
The ring gaps quoted below are for a bor e diameter of 91,48 mm ( 3.6015 in). When checking ring gaps in worn bore, 0,08
mm (0.003 in) should be added to these ring gaps for every 0,03 mm (0.001 in) increase in bore diameter.
Piston Rings
Top Compression Cast Iron
2nd Compression Cast Iron
3rd Oil Control Cast Iron
Piston Ring Width
Top Ring Width 3 mm Nominal

Second Ring Width 1.99 mm / 1.97 mm
Third Ring Width 3.990 mm / 3.970 mm
Ring Clearance in Piston Groove
NOTE : Conformable oil control ring fitment procedure
Top Ring Key Stone

2nd and 3rd Ring clearance in groove 0.080 mm / 0.040 mm
Ring Gap - Top 0.3 - 0.55 mm
Ring Gap - 2nd 0.8 - 1.0 mm
Ring Gap - 3rd 0.3 - 0.55 mm
a. Fit the helical coil spring on to the 4th groove in the piston.
b. Insert the latch into the coil spring aligning both the ends.
c. Fit the outer C.I. ring over the coil spring. Ensure coil spring gets seated properly inside the ring groove
d. Also ensure the coil spring latch is on the opposite side of the ring open end gap.

Gudgeon Pins
Type Fully Floating
Outside Dia. of Gudgeon Pin 31,744 /31.750 mm (1.24975/1.25000 inch)
Fit in Piston Boss Transition
Clearance Fit in Small End Bush 0,01/0,04 mm (0.0005/0.00175 inch)
Small End Bushings

Type Steel Backed, Lead Bronze Lined
Outside Dia. 35,01/35,05 mm (1.3785/1.3800 inch)
Length 26,62/26,87 mm (1.048/1.058 inch)
Inside Dia after Reaming 31,76/31,79 mm (1.2505/1.2515 inch)
Connecting Rods
Type “H“ Section
Big End Parent Bore Dia 60,83/60,85 mm (2.3950/2.3955 inch)
Small End Parent Bore Dia 34,92/34,96 mm (1.3747/1.3762 inch)
Big End Width 39,38/39,43 mm (1.5502/1.5525 inch)
Big End Side Clearance on Crankpin 0,24/0,50 mm (0.0095/0.0198 inch)
Length Between Bore Centers 223,81/223,86 mm (8.8115/8.8135 inch)
Note: The numbered side on connecting rod and cap should be on the fuel injection pump side.
Connecting Rod Alignment
Large and small end bores must be square and parallel to each other within the limits of ±0,25 mm (0.010 i nch), measured 127
mm (5 inch) each side of the axis of the rod on test mandrel as shown in Fig. B. 1. With the small end bushing fitted, the limit
of ±0,25 mm (0.010 inch) is reduced to ±0,06 mm (0.0025 inch)
Note: Connecting rod nuts should be replaced whenever the big ends are disturbed
Fig B.1

Connecting Rod Bearings
Type Pre-finished, Steel Backed, Aluminum Tin/Copper lead
Inside Dia. (Std. Size) 57,19/57,21 mm (2.2515/2.2525 inch)
Bearing Running Clearance 0,06/0,10 mm (0.0025/0.0040 inch)
Recommended Sizes in Service Standard, 0.010"u/s, 0.020"u/s 0.030"u/s
Connecting Rod Bearings
Chromium molybdenum alloy steel forging.

Material
Dynamically and statically balanced.
Crankpins and main journals are induction hardened.
Main Journal Dia. (Std.) 69,81/69,83 mm (2.7485/2.7493 inch)
Main Journal Length No.1 36,01/36,16 mm (1.420/1.424 inch)
Main Journal Length - Nos. 2 and 4 30,85/31,06 mm (1.2147/1.2227 inch)
Main Journal Length No. 3 46,73/46,93 mm (1.8397/1.8477 inch)
Main Journal Length - Rear 46,80/46,88 mm (1.8427/1.8457 inch)
Main Journal Fillet Radii - 1, 2 & 4 3,17/3,56 mm (0.125/0.140 inch)
Main Journal Fillet Radius - 3 & 5 3,97/4,22 mm (0.1562/0.1662 inch)
Crankpin Dia. (Std.) 57,11/57,13 mm (2.2484/2.2492 inch)
Crankpin Length 39,67/39,88 mm (1.562/1.570 inch)
Crankpin Fillet Radii 4,76/5,16 mm (0.1875/0.2031 inch)
Surface Finish - All Pins and Journals 0,4 microns (16 micro inches) Maximum
Crankshaft End Float 0,05/0,36 mm (0.002/0.014 inch)
Crankshaft Rear end Seal Lip type

0,25 mm (0.010 inch), 0,51 mm (0.020 inch),
Regrind Undersizes - Main and Crankpins
0,76 mm (0.030 inch)

Crankshaft Thrust Washers

Type Steel Backed, Aluminium Tin Faced
Position in engine Cylinder Block, Rear Main Bearing Housing
Thrust Washer Thickness - Standard 3,07/3,12 mm (0.121/0.123 inch)
Thrust Washer Thickness - Oversize 3,26/3,31 mm (0.1285/0.1305 inch)
Main Bearings
Type - Prefinished Steel Backed, Aluminum Tin Lined/Copper lead
Inside Dia. 69,90/69,94 mm (2.752/2.7535 inch)
Main Bearing Running Clearance 0,07/0,13 mm (0.0027/0.005 inch)
Recommended Sizes in Service Standard, 0.010" u/s, 0.020" u/s, 0.030"u/s
Camshaft
No. I Journal Dia 47,47/47,50 mm (1.869/1.870 inch)
No. I Journal Running Clearance 0,10/0,20 mm (0.004/0.008 inch)
No. 2 Journal Dia 47,22/47,24 mm (1.859/1.860 inch)
No. 2 Journal Running Clearance 0,10/0,20 mm (0.004/0.008 inch)
No. 3 Journal Dia 46,71/46,74 mm (1.839/1.840 inch)
No. 3 Journal Running Clearance 0,10/0,20 mm (0.004/0.008 inch)
Cam Lift 7,90/7,98 mm (0.311/0.314 inch)
Oil ways for Rocker Shaft Lubrication No 2 Cam Journal

Cylinder Head
Depth/Thickness 75,82/76,58 mm (2.985/3.015 inch)
Leak Test Pressure 2,11 kgf/cm2 (30 lbf/inch2)
Valve Seat Angle 36°
Tappet Bore in Cylinder Head 15,86/15,895 mm (0.6245/0.6258 inch)
Valve Guide Bore in Cylinder Head

12,69/12,71 mm (0.4995/0.5005 inch)
Permissible Cylinder
Head Bow - Transverse 0,076 mm (0.003 inch) maximum
Head Bow - Longitudinal 0,152 mm (0.006 inch) maximum
0,030 mm (0.012 inch) Maximum Provided injector

Skimming Allowance on Head Face protrusion does not exceed 4,60 mm (0.181 inch) after
skimming
Valve Layout I, E, E, I, I, E, E, I
Valve Guides
Inside Dia. 7,99/8,02 mm (0.3148/0.3158 inch)
Overall Length 56,36 mm (2.2188 inch)
Guide Protrusion above Spring Seating Face 9.19/9.55 mm (0.362/0.376 inch)
Interference fit of guide in head 0.04/0.08 mm (0.0016/0.0031 inch)
Note: Valve stem seal (with metal insert) is fitted in both inlet and exhaust valves.
Inlet Valves
Valve Stem Dia. 7,90/7,92 mm (0.311/0.312 inch)
Clearance Fit of Valve in Guide 0,05/0,10 mm (0.002/0.004 inch)
Valve Face Angle 35°

Valve Head Depth Below Cylinder 1,37/1,63 mm (0.054/0.064 inch) Not to exceed 1,83 mm
Head Face for Inlet (0.072 inch) after regrinding

Exhaust Valves
Valve Stem Dia. 7,90/7,92 mm (0.311/0.312 inch)
Clearance Fit of Valve in Guide 0,05/0,10 mm (0.002/0.004 inch)
Valve Face Angle 35°
Valve Head Depth Below Cylinder Head Face 1,60/1,92 mm ( 0.063/0.0755 i nch) N ot to
for Exhaust exceed 2,11 mm (0.083 inch) after regrinding
Valve Springs (Inner)

Free Length 34,67/35,69 mm (1.365/1.405 inch)
Fitted Length 30,16 mm (1.1875 inch)
Load at Fitted Length 3.63 kg ± 0.45 kg (8 lb ±1 lb)
Valve Springs (Outer)

Free Length 45,29/45,80 mm (1.783/1.803 inch)
Fitted Length 38,10 mm (1.500 inch)
Load at Fitted Length 10,34 kg ± 0,90 kg (22.75 lb ± 2 lb)
Tappets
Outside Dia. of Shank 15,80/15,84 mm (0.6222/0.6237 inch)
Clearance Fit in Cylinder Head 0,02/0,09 mm (0.00075/0.00350 inch)
Rocker Shaft
Rocker Levers
Bore Dia. Bush 15,86/15,89 mm (0.6245/0.6258 inch)
Clearance Fit on Rocker Shaft 0,02/0,09 mm (0.0007/0.0035 inch)

Timing Gears
Crank Shaft Gear 26 Teeth
Lower Idler Gear 48 Teeth
Upper Idler Gear 43 Teeth
Camshaft Gear 52 Teeth
Fuel Pump Gear 52 Teeth
Timing Gear Backlash

All Gears 0,08 mm (0.003 inch) Minimum
Upper and Lower Idler Gears and Hub (Gear without bush)
Idler Gear Hub Diameter 50,70/50,72 mm (1.996/1.997 inch)
Diameter of Gear Bore 50,79/50,82 mm (1.9998/2.0007 inch)
Clearance between Gear and Hub 0,07/0,12 mm (0.0028/0.0047 inch)
End Float of Gear 0,03/0,18 mm (0.001/0.007 inch)
Lower Idler Gear, Hub and Bush (Gear with bush)

Idler Gear Hub Diameter 50,70/50,72 mm (1.996/1.997 inch)
Gear Bush Bore Diameter 50,79/50,82 mm (1.9998/2.0007 inch)
Clearance between Hub and Bush 0,07/0,12 mm (0.0028/0.0047 inch)
Hub width 30,24/30,31 mm (1.1905/1.1935 inch)
Width of Gear with Bushings 30,14/30,16 mm (1.1865/1.1875 inch)
Idler Gear end Float 0,03/0,18 mm (0.001/0.007 inch)
Note : The bore and faces of bushings should be finished to the specified dimensions by machining after
pressing the bushings in the gear bore

Fuel Injection Pump Gear

Diameter of Bores 44,45/44,47 mm (1.750/1.751 inch)
Pump Spigot diameter 44,40/44,42 mm (1.748/1.7488 inch)
Clearance fit of gear on Spigot 0,03/0,08 mm (0.0012/0.003 inch)
Lubricating Oil Pump

Type Rotor
No. of teeth on drive gear 19
Number of teeth on idler gear 15
Backlash between idler and drive gears 0,25/0,33 mm (0.010/0.013 inch)
Backlash between idler and crankshaft gears 0,25/0,33 mm (0.010/0.013 inch)
Oil Pump Clearances

Between inner rotor to outer rotor 0,01/0,06 mm (0.0005/0.0025 inch)
Inner rotor end clearance 0,04/0,08 mm (0.0015/0.0030 inch)
Outer rotor end clearance 0,01/0,06 mm (0.0005/0.0025 inch)
Outer rotor to pump body 0,28/0,33 mm (0.011/0.013 inch)
Relief Valve, Lub. Oil Pump

Type Spring loaded plunger
Pressure Setting 3,52/4,57 kgf/cm2 (50/65 lbf/inch2)
Lubricating Oil System

2,1/4,2 kgf/cm2 (30/60 lbf/inch2) At max. engine speed and
Lubricating oil pressure
normal working temperature.
Sump Capacity 6.5 Lts. at maximum (Alu. Sump)
Note: Lube oil level should be maintained in accordance with the marks on the dipstick. For
recommended lubricants refer section “ O “.

Lubricating Oil Filter

Type Full Flow
Element Disposable (Spin –ON type Type)
By-Pass Valve Setting 0,91/1,2 kgf/cm2 (13/17 lbf/inch2)
Cooling System
Cylinder Head Water Pump Circulation
Cylinder Block Thermo Siphon

5.8 Liters/1.5 Gallons
Capacity, Engine only
Thermostat
Type Wax
Opening Temperature 73°C - 77°C
Fully Open Temperature 89°C ± 2°C
Note : If thermostat is defective, it should be replaced with a new unit.
Water Pump
Type Centrifugal
Pulley Bore Dia. 15,85/15,87 mm (0.6239/0.6247 inch)
Shaft Dia. 15,91/15,92 mm (0.6262/0.6267 inch)
Interference Fit of Pulley on Shaft 0,04/0,07 mm (0.0015/0.0028 inch)
Impeller Bore Dia. 15,88/15,89 mm (0.6250/0.6257 inch)
Shaft Dia. 15,91/15,92 mm (0.6262/0.6267 inch)
Interference Fit of Impeller on shaft 0,01/0,04 mm (0.0005/0.0017 inch)
Clearance between Impeller Blades and Body 0,25/0,51 mm (0.010/0.020 inch)

Distance between impeller rear face 109,5 mm (4.3125 inch)
and Fan Mounting Face ±0,38 mm (+0.015 inch)

Fuel System
Fuel Oil Specification Fuel oil should conform to ASTM D 975 No 2 Diesel Fuel
Fuel Filter Type Fleetguard Fuel Water Separator. Singe Element ,Spin On type
Fuel Overflow Valve Type BOSCH spring loaded valve
Overflow Valve Location Fuel Injection Pump fuel Gallery (or) Fuel Filter
Plunger type, Flange mounted on F.I. Pump and driven by F.I.P.
Fuel Feed Pump
Camshaft
Fuel Injection Pump

Make BOSCH with Fine Adjustment device
Type Inline
Mounting Flange mounted
Pump Rotation Anticlockwise (from drive end)
Drive Gear
Governor Mechanical RSV
Injection Timing (Spill Timing) 16° ± 1° BTDC
Alternator Make LUCAS-TVS

Type A1 15
System Voltage 12
Max. Output current 36 amps
Polarity _ ve earth
Rotation Cl ockwise
Starter Motor Make LUCAS - TVS

Type 2 SM114
System Voltage 12V
Rotation Clockwise
No. of Teeth on Pinion 10
Starter Cable Resistance 0.0017 ohm max.

Section C
MAINTENANCE SCHEDULE & MANDATORY CHECKS FOR X3.3 G Series Engine
SYSTEM A – Check B – Check C - Check D - Check
GROUP Daily Every 250 Hrs OR 3 Every 500Hrs OR 6 Every 1000Hrs OR 1

months, which is months, which is year, which is earlier
earlier earlier
LUBRICATION ▪ Check Lube oil level & * Repeat A check ▪ Change Lubrication Oil ▪ Repeat C Check
SYSTEM top-up Lube oil upto ‘H’ * Use only CH4-15W40
mark on Dipstick Lube Oil
* Use only CH4-15W40 *Replace Oil filter
Lube oil element.
Check for leakage of oil
COOLING * Check for leaks. Rectify * Repeat A Check. ▪ Repeat B Check. ▪ Repeat C Check
SYSTEM leak if found any. ▪ Check for Radiator ▪ Check for leakage of ▪ Change Belt, Fan Drive
* Check Coolant level in hoses for wear and tear. water. if necessary.
Radiator (Caution : Do * Check Drive Belt
not remove Cap when tension.Tighten if
hot ) required.
* Check Coolant level in
Tank, coolant.. If
required, fill Premix
Coolant only in the Tank,
coolant up to H mark.
.* Check Drive Belt
condition and tension
FUEL SYSTEM * Check for fuel leaks. * Carry out initial valve ▪ Replace fuel filter. ▪ Clean and check fuel
* Rectify leak if any. adjustment. Clean Lift-Pump pre- injectors.
* After every 100 Hrs * Adjust Throttle lever, if filter. * Adjust valve lashes as
drain filter bowls by required. * Examine valve springs. recommended.
loosening sludge * Check Tappet
screws(wherever clearances, Adjust if
provided), until clean necessary.
fuel flows out. * Inspect valve Rocker
shaft assembly for
lubrication.
Note: All daily maintenance checks can be carried out by the operator whereas weekly
(and above) are to be done by a Specialist only.
* Belt tension to be checked by ”skilled” service engineer only..

SECTION D
FAULT FINDING CHART
Numbers (Keys to Fault finding chart are given on Page 30)
FAULT POSSIBLE CAUSE
Low cranking speed 1, 2, 3, 4
Will not start 5, 6, 7, 8, 9, 10, 12, 13, 14, 15, 16, 17, 18, 20, 28, 30, 29
Difficult starting 5, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 22, 27, 28, 29, 30
Lack of power 8, 9, 10. 11, 12, 13, 14, 16, 17,18, 19, 20, 21, 22, 23, 24, 25, 28, 29, 30
Misfiring 8, 9, 10, 12, 13, 14, 15, 16, 17, 23, 24, 26, 27, 30
Excessive fuel Consumption 11, 13, 14, 15, 16, 17, 18, 20, 21, 22, 23, 25, 26, 27, 28, 29, 30
Black exhaust 11, 13, 14, 15, 16, 17, 18, 20, 22, 23, 25, 26, 27, 28, 29, 30,
Blue/white exhaust 4, 15, 16, 17, 18, 23, 25, 28, 29, 30, 38, 49
Low oil pressure 4, 31, 32, 33, 34, 35 36, 37, 51
Knocking 4, 9, 14, 15, 16, 17, 20, 24, 26, 27, 28, 29, 31, 38, 39, 52,
Erratic running 4, 7, 8, 9, 10, 11, 12, 13, 14, 15, 18, 19, 21, 24, 26, 27, 29, 38, 52
Vibration 13, 14, 18, 21, 23, 24, 27, 29, 38, 41, 42
High oil pressure 4, 33, 35
Overheating 11, 13, 14, 15, 16, 17, 22, 23, 38, 40, 43, 44, 45, 46, 47, 50
Excessive crankcase pressure 23, 28, 29, 30, 38, 48,
Poor compression 11, 17, 23, 26, 27, 28, 29, 30, 39, 52,
Starts and stops 10, 11, 12

Key to Fault Finding Chart

1 Faulty Starting Battery 28 Worn cylinder bores.
2 Poor electrical connections. 29 Broken, worn or sticking piston ring(s)
3 Faulty starter motor. 30 Worn or damaged valve stems guides or seats.
4 Incorrect grade of lubricating oil 31 Worn or damaged bearings.
5 Low cranking speed. 32 Low oil level
6 Low fuel level 33 Faulty gauge or sender
7 Faulty stop control operation 34 Faulty oil pump
8 Restricted fuel line 35 Faulty oil pressure relief valve
9 Faulty fuel lift pump. 36 Restricted or broken oil pickup
10 Restricted fuel filter. 37 Restricted oil filter.
11 Restricted air intake 38 Faulty piston assembly
12 Air in fuel system. 39 Incorrect piston height.
13 Faulty fuel injection pump. 40 Damaged fan.
14 Faulty injector(s) or incorrect type. 41 Faulty engine mounts
15 Faulty cold starting equipment. (If Provided). 42 Incorrect generator/flywheel/engine alignment
16 Incorrect fuel injection timing. 43 Faulty thermostat.
17 Incorrect valve timing 44 Restriction in water jacket,
18 Low cylinder compression. 45 Loose fan belts.
19 Restricted fuel tank vent. 46 Restricted radiator.
20 Incorrect type or grade of fuel. 47 Faulty water pump.
21 Restricted or binding throttle linkage. 48 Restricted breather pipe.
22 Exhaust restriction. 49 Damaged valve stem oil seal (if fitted)
23 Cylinder head gasket leaking 50 Low coolant level
24 Overheating 51 Restricted sump strainer.
25 Cold running . 52 Faulty valve spring.
26 Incorrect valve lash 53 Restricted oil cooler (if fitted)
27 Sticking valves.

SECTION E
Cylinder Head
The number of hours run has no bearing on when To Remove the Valves
to overhaul the cylinder head because carbon,
beyond a superficial coating does not for and Depress th e spring cap, and spri ng by mean s of a
accumulate in the combustion chambers an d on valve spring compre ssor and re move the two half
the pistons as is the case with a petrol engine conical co llets. Remo ve the spri ng caps, spr ings
and washers thus li berating the va lves which can
Ease of starting and performance are the be taken out. The valves and valve seats should be
determining factors. Therefore the cylinder head reconditioned in the orthodox way, using gr inding
should only be removed when it is absolutely compound or by means of specialized equipment.
necessary.
The valve seat angle i s 36° and the v alve face
To Remove the Cylinder Head angle 35°.
1. Drain water from radiator and cylinder block. Do not forget that the efficiency of a diese l en gine
depends largely on the mainten ance of good
2. Detach wat er conne ctions fro m th ermostat compression. Contact between v alve and sett ings
housing on front of Cylinder Head. must therefore be the best possible.
3. Remove air cleaner. Care should be taken to avoid unnecessary
4. Detach cold starting equipment connections grinding a way of the seat as the maximum
(if fitted). clearance between the valve head and the cylinder
head bottom face sh ould not exceed 1.83 mm
5. Remove the oil pipe from the camshaft oil (0.072 inc h) for in let an d the e xhaust valve h ead
reducer to the cylinder head. depth should not exce ed 2.11 mm (0.083 in ch).
6. Disconnect the exhaust pipe from the This can easily be check ed by mea ns of a su itable
engine exhaust manifold. gauge and feelers.
7. Remove th e in jection pipes fro m the f uel: The valve seats are recessed into the cylinder head
pump to injectors. Warning :- Cover the and a groove is cut where the proper valve seat
fuel pum p delivery ports with suitable ends in the mitered recess in the head. When
protective caps. valves have been reconditioned several times, it is
possible that the v alve may be come masked by
8. Remove injector leak-off pipes. sinking too low in the cylinder hea d and in these
circumstances the groove referred to should be re-
9. Remove the inj ectors. The insi de injector cut accordingly.
securing nut is lengthened for ease of
access. (On ly one stud wi th nut is used to The valves are numbered and the cylinder hea d is
retain the injector in posit ion on cylinder marked with corre sponding numbers in the eng ine
head) P- Type injector used. assemblies.
10. Remove the cylinder head cover. Where, the valves and seats are not numbered and
a valve is to be used again, it sh ould be su itably
11. Disconnect the oil pipe to rocker shaft. marked to ensure it is replaced in its original
12. Remove the rocker shaft assembly. position.
13. Remove the cylinder head nuts/setscrews. Rocker Levers and Bushings
14. Remove the cyl inder head. Do not insert Wash the rocker shaft ass embly thoroughl y in
screwdriver or any other sharp instrument paraffin.
between the cylinder h ead ad bl ock. Place Examine the rocker bushings for wear. The rockers
the cylinder head on a flat surface, should be an easy fit on the shaft without excessive
preferably wood, to avoid damage. side play.
Finding Chart

Cylinder Head
If the rocker bushings are worn, it will be necessary the bore. This end s hould be i nserted into the
to replace with a new bush and reamed to replace cylinder head top fac e and pul led in to the paren t
with a new bush and reamed to correct size. bore un til t he opposite e nd ( chamfered a t 45 °)
protrudes 0.3 62/0.376 in ( 9.195/9.550 mm) abo ve
When dismantling rocker shaft assembly the top face. Valv e ste m seal (with metal insert) is
make careful note of the order of the assembly fitted over valve guide.
of the va rious parts, s upports, distance pieces,
springs and rockers, so that re-assembly may be Tappets
facilitated and that left and right
hand rockers a re cor rectly p laced and co me The tappets slide in holes bored in th e cylinde r
opposite their respect ive tap pets and v alves. head. The wear, under normal conditions, is
(See Fig. E1) negligible.
Valve Guides The running clearance betwe en the top of th e

Examine the valve guides for wear, if tappet and t he rocker s hould be 0.30 mm (0 .012
necessary replace with new guides. inch) when the engine is cold.
Clean the new guides, removing any burrs.
When pres sing in a v alve guide, care must b e When adjusting this clearance, tighten tappet
taken to ensure it is fitted the right way rou nd. locknut effectively, so that it does not slacken in
Both ends are chamfered, one at 45°, the other service.
at 20°.
The end that is chamfered at 20° is also recessed in

Fig E2 –Cylinder Head Tightening Sequence
Note: Cylinder head nut / Screws Tightening Torques … 80 lbf.ft. / 10.8 Kgf.m.
The cylinder head gasket should be fitted Dry and the ‘Top Front’ mark should face the
cylinder head.
CYLINDER HEAD REMOVEL – SEQUENCE

General
All studs on the cylinder head and top face of Replace Injectors.
the cylinder block should be examined for
looseness, damaged threads, etc. The c ylinder Replace the rocker sha ft assembly, but before
head n uts/setscrews should be examined t o tightening t he se curing nut s, th e rocker shaft
ensure the threads are not damaged. should be set so as to ensure correct lubrication
of the assembly.
All joint faces should be examined for pitting NOTE :The co rrect p osition for the sh aft is
and defacement. when the slot in the end of the sha ft is set 30°
after the horizontal position.
Washout and thoroughly clean the water
passages in the head sub sequently drying out When the rocker shaft is correctly positioned,
and finally cleaning with compressed air. tighten the securing nu ts and set the valve
clearance to 0.30 mm (0.012 inch)
If the water jacket of the cyli nder h ead shows
signs of excessive scale a proprietary br and Connect up pipes and make connections a s
of de-scaling solutions should be used. listed under “To remove the cylinder head “
Provision is made in the cylinder head water outlet
If possible, the cylinder head should be water for the housing of a thermostat which must be fitted.
tested for leaks with warm water at a water
pressure of 2.11 Kgf/cm2 (30 lbf/in2) Adjusting Tappet Clearance
IMPORTANT Valve clearances for both inlet and exhaust

should be set to 0.30 mm (0.012 inches) cold.
The relative valve head depth, however, must
afterwards be checked and if nece ssary This can be done in the following sequence:
corrected to conform with the limits quo ted on
section B. With the valves of No. 4 c ylinder r ocking,
set both valves of No. 1 cylinder.
Re-assembly and Replacing
With the valves of No. 2 cylinder rocking,
Replacing va lves, washer, spring and c otters set both valves of No. 3 cylinder.
taking care that the numbers on the valves
correspond to the numbers stamped adjacent With the valves of No.1 cylinder rocking,
to the valve seats. (If Stamped)
set both valves of No. 4 cylinder.
Before replacing the cylinder head it is With the v alves of No.3 cyl inder rock ing,
extremely important to ensure that the faces of set both valves of No.2 cylinder.
the cylinder block and cylinder head are
perfectly clean.
A ne w c ylinder h ead gas ket should be used.

The gasket is marked to indicate how it
should be fitted (Marked Top Fro nt _ ) _ Re f.
Fig. E 3 above.
When the under face of the cyinder h ead is

perfectly clean, the head may be lowe red into
position on its studs and the nuts/setscrews
tightened in the order sho wn in Fig. E2 above.
The cylinder head nuts/setscrews should be
tightened to the recomm ended torque (See Section
B)
There are two diff erent lengths of S etscrews fitt ed

and these must be fitted in their correct positions.

SECTION F
PISTONS AND CONNECTING RODS
The pistons are of special light aluminum alloy, 6. Release and remove the nuts from the connecting rod
ALFIN piston with Re-entrant bowl. Fig. F 1. They are bolts a nd remove the c ap, b ottom h alf o f t he b ig end
secured to the connecting rods by means of fully floating bearings and the connecting rod bolts.
gudgeon p ins which work in thin wall steel backed lead
bronze l ined bushi ngs fitted in the smal l ends of 7. Turn the crankshaft until the piston is at the top of its
the stroke; pus h th e piston a nd its connecting r od up t he
connecting rods. Circlip’s are provided in t he pistons to bore sufficiently to en able r emoval of the top h alf of
secure the gudgeon pins in position. Three pi ston rings the bi g en d bearing. C ontinue to pus h the pisto n and
are fitted to each piston. All the three rings are fitted above connecting rod up and out of its bore.
the gudgeon pin.
8. Re assemble the bearings and cap t o th e
The connecting rod big ends are split at right angle to connecting rod.
the axis of t he rods, the caps being secured by two bolts
and nuts. To Remove Gudgeon Pins
Remove the Circlip’s from the pistons, using a pair of

Always ensure that big end bearings a re of t he t hin
long nosed pliers.
wall type consisting of a thin steel she ll lined with
aluminum tin. The gu dgeon p ins c an now be re moved and
the connecting rods separated from the pistons. If the
To e nsure c orrect re placement, th e p istons a re pins are tig ht in t he pistons, warm th e latter in
marked 1 to 4, number 1 being at the front of the engine. liquid to a temperature 100° to 120° F (38- 49°C) which
The number can be found stamped on each piston crown. will free the
pins.
The connecting rod s a nd cap s are a lso marked. On
one side they are stamped with a number corresponding To Fit New Small End Bushings
to their position in the engine.
The small end bushings are a press fit in the
To Remove a Connecting Rod and Piston Assembly connecting r ods. Press out the old bushings
using a suitable press. Rem ove any sharp ed ges
around the connecting rod small end parent bores.
1. Remove the cylinder head assembly.
2. Remove the sump. Press in the new bushings using a suitable dolly, at
3. Turn the crankshaft until the piston to be removed the same t ime e nsuring t hat t he oi l h ole i n t he bush
coincide with the hole in the top of the connecting rods.
is at the bottom of its stroke.
4. If necessary, remove the oil pump suction a nd Ream out the new bus hings in s uit to sui t
delivery pipes. their respective gudgeon pins and check for
5. Carefully remove any carbon that may hav e formed parallelism and twist. Ref. Sec B.
at the top of the cylinder bore.
istons a

Pistons and Connecting rods
To Assemble Piston and Connecting Rods:

If the original pi stons are to b e used again t hey
should be re a ssembled to their respective Fit the outer C.I. r ing over the coil spring.
connecting r ods. i.e ., t he pist on st amped No. 1 Ensure coil sp ring get s seated properly
should be fitted to the connecting rod stamped No. 1. inside the ring groove.
Pistons should be fitted with th e offset cavity in t he Also e nsure t he coil spring la tch is on t he
crown towards the side of the connecting rod that opposite side of the ring open end gap.
is marked with the identification number. While fitting
new pistons, th e Off set Cavity i n th e C rown sh ould To Replace Pistons and Connecting Rods.
be fitted towards the side of the Fuel Injection Pump.
See Fig. F1 above. Connecting r ods and ca ps are p lainly marked to
indicate their o riginal position in the en gine. The
Offer the connecting rod to t he pistons and insert the numbers are stamped on th at side of the connecting
gudgeon pi n. To do thi s i t is a dvisable to wa rm the rod and c ap which i s ma chined to ta ke th e l ocating
pistons in liquid t o a temperature o f 100° to 1 20° F. lips of the big end bearings.
(38° t o 4 9°C) . The gudgeon pin can t hen easily be
pushed into position. Before fi tting pistons, the cylin der bor es sho uld b e
given a liberal coating of clean lubricating oil.
Fit the Circlip's to the piston. It is difficult to advise as to
when new circlip should be fitt ed, but in the event of When fitting p istons and connecting r ods to the
an engine b eing i n service f or a l engthy period, i t is cylinder block and crankshaft, ensure that the side of
advisable that ne w Ci rclip's be use d, during re- the connecting rod which is stamped with the number
assembly. goes to the fuel pump side of the engine.
Fitting New Rings Ensure th at the words “F” o r arrow marked on th e

piston crown is towards the front of the engine. Insert
The piston and rings should be thoroughly washed to the pist ons and co nnecting rods in to the cylinder
remove any oi l a nd gr ease. Check piston rings for bores from the to p, e nsuring th e piston an d ro d
correct gap (See Section B) stamped No.1 are fitted into No.1 bore and No.2 into
No.2 bore and so on commencing from the front of the
In worn cyl inder b ores, th e gaps sho uld b e checked engine.
at th e un worn to p o f the bore, af ter a ny carbo n h as
been removed. To minimize the po ssibility o f b reaking p iston ri ngs it
is a dvisable to u se a pis ton guide/ring co mpressor.
Fit t he rings t o t he pi ston in th e following position Take
(reading from the top of the piston) : Ref. Fig. F 2 below. care not to da mage th e ring s. Sho uld th e pist on
accidentally drop partly into the cylinder bore and is
1. Ring compression (Cast Iron) held suspended by a piston rin g, it must b e taken out
2. Pl ain compression (Cast Iron) again and t he ring examined t o se e i f i t i s cr acked or
3. Conformable oil control ring (Cast Iron) broken.
When fi tting ne w rin gs t o original p istons cl ean out Turn the crankshaft until the appropriate crankpin is
the piston r ing grooves using the old r ing from at bottom cen tre, pull the con necting r od to the
the appropriate groove for the purpose. crankpin and insert the half bearing.
The pistons s hould be c arefully exam ined for Fit the cap and cap half be aring, ensuring t hat t he
bruising of t he ring grooves and t o ensu re t hat t he markings on connecting rod and cap coincide.
rings move tr uly i n their grooves. In addition t he
piston s kirt should be exa mined a nd i f th ere is a ny The nut s u sed on th e big en d bo lts should no t b e
scoring, the piston must not be used again. used a se cond time bu t should be replaced by
new whenever they are removed.
To Fit Conformable Oil Ring
Fit the helical coil spring on to the 3rd groove of

the piston.
Insert the latch into the coil spring aligning both

the ends.

Pistons and Connecting Rods
Tighten the connecting rod nuts using a torque To determine the amount to be machined it may be
wrench set to the tension given on Sec B. necessary to fit the piston assembly and connecting
rod less rings to the cylinder block and crankshaft
as previously described.
Rotate crankshaft by hand and note that all parts
move freely. When assembled, turn the crankshaft to bring the
piston to T.D.C. and check the distance between
Check the piston height in relation to the top face of the piston crown and the top face of the cylinder
the cylinder as described below. block.
Fitting New Pistons Carry out this operation with each new piston crown
in turn. When the necessary amount has been
An important point to note is that when the crankpin removed from the piston crown earlier type,
is at top dead centre the crown of the piston must be assemble to the cylinder block and crankshaft as
between 0,102 mm (0.004 inch) ABOVE and described under the previous heading.
0,025 mm (0.001 inch) BELOW the top face of the
cylinder block. The distance between the cylinder block face and
piston crown should now be checked to ensure the
With new pistons, (in earlier type) a machining limit has been maintained when the piston is at
allowance was provided on the crown of the T.D.C. See Fig. F. 3
piston and the
necessary amount must be removed in a lathe to Now pre-topped pistons are being used with letter “L
give the clearance quoted above. Fig. F4 Alfin “ (or) “H” marked on piston crown for identification.
Piston with Re- “L” - Low grade (length) / “H” - High grade (Length).
entrant Bowl Both these specs i.e L and H are used in the X3.3
Engine.

SECTION G
CYLINDER BLOCK AND LINERS
NOTE: The cylinder b lock is fit ted with To Fit New Liners
renewable thin wall cast ir on dry cylinder
liners. The cast iron cylinder line rs ar e 1. Lubricate the outside diameter of the liners
interference fit and req uire boring and honing with c lean oi l whic h shoul d be appl ied by
to size after fitting. means of a pressure c an. The u se of a
brush is not recommended.
Cylinder liners fitted to engines cannot be re- 2. Press or draw in the new liners using a
bored. When they are wor n to a n extent suitable sh ouldered metal disc ensuring that
whereby engi ne performance is affe cted, the f langes at the top o f t he l iners do not f oul
they should be renewed. the counter-bore at the t op o f t he parent b ore
thus causing distortion at the top of the internal
To Remove Liners diameter of the liner.
1. Remove cylinder h ead a s d etailed in When f ully h ome, t he to p f ace of the li ner
Section E. flange should be be tween 0.05 mm (0.00 2
inches) ab ove 0 .10 mm ( 0.004 inc hes) bel ow
the t op f ace of t he cylinder block. Fo r service
2. Remove the pis ton and c onnecting liners, the acceptable l imit i s 3 .6015 / 3.6025 in
(91, 48/91, 50 mm). Each new liner should be
rod assemblies, cra nkshaft an d all checked in th ree pos itions - t op, centre a nd
component parts of the cy linder bl ock as bottom; the readings b eing taken tr ansversely
detailed in the appropriate sections of this and par allel to the centre line o f t he cylinder
manual. block at each position.
3. Remove c ylinder head s tuds from the
cylinder block. Having fitte d the new lin ers, the remainder of the
re- assembly opera tions is re versal o f t he
4. Press or dr aw th e line rs ou t t hrough the removal procedure.
top of t he cylinder block en suring no The line rs a re o f ca st iron and u nbored. The se
damage is done to the parent bores (cast are interference fi t i n the cylinder block and
iron l iners are in terference fit and should require boring and honing in situ to a diameter
be removed with a heavy duty press). of 91,48/ 91,50 mm (3.6015/3.6025 inches).
For best re sults th e bo res should be diamond
Preparation for Fitting New Liners honed at an inc lusive angle of 30° to 35°
followed by plateau honing at an inclusive angle
of 15° to 35° to a finish of 0,8/1,2 microns (32/48
Great care must be t aken in ha ndling, t ransport micro inches) centre line average.
and storage of new liners.
After rem oval of th e ol d liners, t he p arent bo re
must thoroughly cleaned both in the top recess
of the liner flange and in the parent bore itself.
A che ck must b e made to en sure t hat th e who le
areas of contact with the liners in the cylinder block
are free from burrs, corro sion or da mage.
Remove any burrs p resent. E nsure that the new
liner is thoroughly clean b efore fi tting. I f cleaning
fluid is u sed to wash the lin er, it is important that
the liner be thoroughly dried and well oiled before
fitting.
Throughout t he w hole ope ration, e xtreme
cleanliness is esse ntial as the entry o f the
smallest particle of grit or othe r fo reign matter is
sufficient to cause local distortion of the liner bore.
Fig. G 1 Cylinder liner / Hatch pattern

SECTION H
CRANKSHAFT AND MAIN BEARINGS
The crankshaft run s in five pre-finished The t hrust washers fit in recesses provided on
replaceable either side of the rear main bearing housing and cap.
shell bearings lined with aluminum tin/copper lead.
1. To renew the th rust washers, rem ove the
The main bearings are located in position by rear main bearing c ap. Before d oing t his i t
tabs fitting into slots ma chined in th e bearing will b e necessary to relea se t he lip sea l and
housings. housing.
The seal a t the rear end of the crankshaft is a 2. Re move t he t wo b ottom half t hrust wa shers
lip seal fitted in a one-piece housing. from
the main bearing cap.
Fitting New Main Bearings and Thrust Washers
3. The two top half thrust washers can be removed
Under normal ci rcumstances, by the time th e by sliding them round from one side with a piece
main bearings and thrust wa shers requ ire of wood or similar material an d rotating th em
renewing, the crankshaft will need to be until they can be removed.
removed for regrinding. However, if fo r an y 4. To f it new thrust washers, li ghtly coat the
reason o ne or more of t he bearings or thrust two upper halves with lubricating oil and slide in
washers have to b e removed or renewed fo r the recesses provided on eit her side o f th e re ar
inspection, t his c an be c arried ou t w ithout main bearing housing. The s teel s ide of the
removing the crankshaft from the engine. thrust washers sho uld be to wards th e bearing
housing.
1. To re move a ma in b earing, ta ke off the cap of
the bearing in q uestion. For the rear ma in bea ring 5. Renew t he main bearing cap O - ri ngs. Ligh tly
cap, see (1) in next column. coat outboards o f th e grooves machined in th e
cap butt faces with jointing compound and ensure
2. Do not remove more than one bearing cap at that the grooves are free of jointing compound.
a time.
6. P lace the two lo wer ha lves of the thru st
3. Slacken t he re maining bearing cap set screws washers on either side of the rear main bearin g
one or two turns. cap and replace the cap.
4. Remove the l ower h alf of t he bearing fr om 7. The bea ring cap securi ng se tscrews should
the bearing cap. be pulled d own with a torque wren ch se t to
the tension given on sec . B. Check crank shaft
5. With a suitab le piece of woo d push out the top end float.
half of th e bearing b y ro tating it on t he
crankshaft, applying the tool to the side opposite 8. Refit the lip seal and housing.
the bearing lip. Th e loc ating lips a re on t he
camshaft side of the engine. To Remove Crankshaft
6. Ins pect the be aring shells a nd if they 1. Remove sump an d lubricating o il pump ( See.
require re newing, insert a n ew h alf bearing in Sec. K)
the top, inserting t he plain end f irst. F it new h alf
bearing to cap. 2. Remove crankshaft pulley.
3. Take off timing ca se front cover along with
7. R eplace cap and t ighten setscrews li ghtly water pump and remove idler gear.
before proceeding to the next bearing.
4. Remov e starter mo tor, fly wheel & flywh eel
8. Hav ing replaced t he b earing and c aps, p ull housing. When removing the flywheel, fit two
down the setscrews wi th a torqu e wren ch set guide studs in the crankshaft flange for Support.
to the tension given on Sec. B.
5. R emove c onnecting r od c aps a nd big-end
bearings.
6. Remove the bolts securing the lip seal Housing
and remove the housing along with the seal.
Main Bearings
7. Remove the setscrews and remove main bearing caps and

half bearings. Regrinding the Crankshaft:
Before proceeding to regrind the crankshaft
8. Lift out crankshaft. the f ollowing points s hould be checked to
ensure it is suitable for further machining.
Should it be necessary to replace the crankshaft gear,
it shou ld be ascertained that the scrib ed t iming m ark is to (a) The cr ank shaft s hould be crack-de tected
the front when t he g ear is f itted. The d istance p iece before
between the gear and t he crankshaft be fitted with th e regrinding. It mus t, o f c ourse, be
chamfer to the inside. remembered to demagnetize the c rankshaft
after c rack-detecting, i n order to remo ve any
If the main bearings are t o be used again they should b e polarization which may be present.
suitably marked so tha t they may be replaced in th e
(b) The ma in journal an d cran kpin dia meters
same position from which they were removed. should b e che cked to a scertain the next
appropriate under size to which the crankshaft
can be reground, i.e., 0 .25 mm (0 .010 in ch),
0.50 mm ( 0.020 inch), or 0.76 mm (0.030
inch). See Fig. H1 below.
If the crankshaft requires to be reground below
0.76 mm (0.030 i nches) i t i s recommended
that a new crankshaft is fitted.

CRANKSHAFT AND MAIN BEARINGS
During regrinding, all the limits must be adhered to, engine manufacturer be u sed a s they are of
and the main jo urnals a nd cra nkpins m ust b e f ree special heat treated high-grade steel
from grinding marks. 9. When replacing the main bearing caps, ensure
that they a re fitted in thei r res pective positions,
Note: It is important th at the RA DII on t he m ain also th at they are fitted the correct w ay rou nd. T he
journals and crankpins are maintained. If these caps are numbered, No. 1commencing at the front of
are neglected, a fatigue fracture is liable to occur. the engine. Ea ch cap is also ma rked with a ser ial
number and when fitted, this number should read in
After regrind ing, the sha rp co rners o n the oil ho les line with the serial number s tamped on the
should be removed and the c rankshaft c rack- cylinder block bottom face.
detected again and demagnetized.
For final tightening of th e setscrews, a torque wrench
Replacing Crankshaft should be used, set to the tension given on Sec. B.
1. Ensure that all oil-ways are clear. When re fitting th e crankshaft p ulley, ensu re tha t
2. Ch eck main be aring setscrews for stretch or the pulley setscrew is t ightened to t he corre ct
damage t o threa ds. A ffected setscrews mu st be torque as given on Sec. B.
scrapped. I n n o case should setscrews other than
those su pplied b y the engine manufa cturer be Re-assemble e ngine as requi red an d to th e
used as they are of special heat treated high-grade instructions given for the various operations.
steel.
3. Clean bearing housing an d p lace to p h alf Lip Type Crankshaft Rear End Oil Seal
bearings in position.
4. Place crankshaft in position. A circular, spring loaded , lip sea l is fi tted, which
5. Lightly smear the two uppe r th rust was hers locates on the per iphery o f th e flange o f th e
with lubricating oil and s lide in t o the recesses crankshaft. On produ ction, this seal is fitted with
provided on either side of t he re ar main be aring its rear face flush with the rear face of the single
housing, with the steel s ide o f the w ashers t owards piece housing.
the housing.
6. Fit lower halves of main bearings to bearing caps This type o f sea l ge ts easi ly damaged a nd
and place in po sition e nsuring that the thrust hence extreme care should be taken wh en
washers on No. 5 main bea ring ca p are fitted handling an d f itting it to its housing or to the
correctly. crankshaft. Any visual damage across the lip of
7. Renew the rear main bearing cap “O” rings. a new se al will cau se lea kage and prevent
8. L ightly coat the rear ma in b earing cap butt bedding in of the new seal.
faces w ith Jointing Co mpound, only coat
outboard o f t he grooves ma chined in th e ca p The seal is designe d to function cor rectly with
butt faces and ensure that the grooves are free the di rection of ro tation of the e ngine and for
from jointing c ompound. In no c ase should identification purposes; the seal is marked with an
setscrews othe r than t hose s upplied b y the arrow.

Crankshaft and Main Bearings
To Fit Lip Seal in its Housing The seal a nd ho using should be fitted, using
suitable seal guide as follows:-
In s ervice, wh en a new s eal is fitt ed to a
worn crankshaft, it shoul d be pr essed further Clean the faces o f the c ylinder b lock and o il
into t he housing. I n the first instance it can be seal housing, a nd th e o utside diame ter of the
pressed in 3.2 mm (1/8 inch) for old type seals or crankshaft flange.
position “B” fo r new ty pe se als o r, if thi s
position has been used, to 6.4 mm (1/4 inch) for Check tha t the se al and th e outsi de d iameter of
old type seals or position “C” for new seals. the crankshaft flange are not damaged. Where a
new s eal h as been fitted, check t hat it is in t he
If all three positions have been used, it may be correct position as previously detailed.
permissible to mahine the wo rn seal ing
area o f the crankshaft fl ange bu t no t the Ensure that the two do wels are fitted i n t he
spigot area on which the flywheel locates. (See cylinder block. Coat the joint with jointing
Fig. H3) compound and position the joint over the dowels in
the cylinder block.
When a new seal is fitted to a new or re-
conditioned crankshaft in service, it should b e Using clean engi ne lubricating oil , lubricate the
fitted in the production position. crankshaft flange, the seal and the seal guide.
When pressing in the latest type seal, ensure that The lubrication of the seal is necessary to
the adapt er has a su itable recess to clear the prevent damage t hat may b e cau sed by in itial dr y
protruding dust lip. running.
Before fitting the seal in th e housing, carefully Position the seal and housing on the seal
examine the seal for damage, especially on guide, locate the guide o n the crankshaf t flang e
the lip and outside diameter. and ge ntly press the s eal an d its h ousing in to
position on the flange,locating the housing on its
Using clean engine lubricating oil, lubricate the dowels (Ref. Fig. H. 4).
outside diameter of the seal and the inside
diameter of the housing. Withdraw the guide and secure the housing
with setscrews and washers.
Press the seal in to the housing to the
required position, taking care that the seal is
entered and pressed in squarely, otherwise
damage to the outside diameter of the seal may
occur, or if it is not square in the housing when
fitted to the engine, it may leak.

SECTION I
TIMING CASE AND DRIVE
The camshaft is carried high up o n the off-side of the cylinder
block,the construction of which eliminates push To Replace the Timing Case Cover
rods.
1. Clean the jointing faces of th e timing
It is driven from the front of the crankshaft by means case and its cov er using a n ew joint, refit
of helical gears. the cover and water pump taking care not
to damage the front crankshaft oil seal as
The t iming ge ars are enclosed b y a die-cast t iming the cover is p laced o ver th e crankshaft
case cover. front end.
To Remove the Timing Case Cover 2. For pu rposes o f centralizing t he cov er

around the crankshaft, insert the pulley on
1. Slacken t he alternator mou nting bolts and r emove t he fan to the crank shaft and fix the position of the
belt cover to th e timing case by screwing in the
setscrews. Remove th e p ulley and tighten
2. Slacken off the h ose c lips o n the hoses fitt ed to the w ater all the setscrews to the timing case.
pump.
3. Refit the engine breather pipe.
3. Remo ve the setsc rew crank pulley and washer, the 4. Replace the cranksha ft pu lley, wa sher
setscrew is of a normal right hand thread into the crankshaft. and dognut or setscrew.
4. Remove the crankshaft pulley. 5. Ref it th e ho ses to th e wa ter pu mp and
tighten the clips.
5. Remove the engine breather pipe.
6. Replace the alternator linkage and fan
6. Remove the alternator belt an d tighten the alternator retaining
bolts.
7. Remove the alternator adjustable linkage.
Timing Gears
8. Remove the timing case cover setscrews. Two long bolts
pass through timing case to secure the cover to the rear of the The camshaft and fuel pump are gea r
timing case. driven by a hardened ste el ge ar on the
crankshaft through two idler gears mounted on
9. Remove the timing case cover taking care not to damage hubs, bolted to t he f ront of the cylinder b lock.
the crankshaft front oil sea Certain ind ustrial applicatio ns are fitt ed with
heavy duty idler gears. The fuel pump, camshaft
To Renew the Crankshaft Front Oil Seal and idler gears are machined from high duty cast
iron.
1. C arefully extract th e oil seal f rom t he t iming c ase cover The b acklash bet ween the crankshaf t
using a suitable press. gear and oil pump idler gear should be 0.25 mm
to 0.325 mm (0.010 to 0.013 inch) See Fig. J1
2. Locate a new seal in th e timing case cover with the lip of the
seal towards the inside of the cover.
3. Seal s shoul d be coated wi th joi nting comp ound before

being pressed into the timing case cover bore.
4. P ress th e n ew seal in po sition usin g a su itable dolly to

ensure the seal is square in the bore of the cover.
Fig J1 Checking Oil Pump Idler Gear Backlash

To Remove the Idler Gears and Hubs

1. R emove the banjo bo lt securing t he oil pipe t o
the lower idler gear hub. 7. Replace the oil pipe and banjo bolt to the lower
idler g ear retaining plat e. The upp er end of t he oil
2. Release the banjo bolt and remove the oil pipe by pipe must loca te in a hol e in the back of the timing
withdrawing it from the back of the timing case. case immediately above its lower idler gear.
3. Knock back the tab washers and remove the three 8. Secure the rocker assembly adjust the tappets
securing nuts. and fit the rocker cover.
4. Remove the l ocking wa sher a nd i dler gear To Remove the Camshaft Gear
retaining plate.
1. Release and remove the three securing setscrews
5. Remove the lower idler gear. and washers.
2. The camshaft gear may now be removed from the
6. Remove the upper idler gear in the similar manner. camshaft.
7. The idler gear hubs may now be removed from the To Replace Camshaft Gear
studs located in the front of the cylinder block (See
Fig. J 2) 1. Remove upper idler gear and release the rocker
assembly to facilita te t urning of camshaft. On the
8. Where necessary, replace idler gear bushings spigot of th e camshaft will be seen the letter “D”
if fitted. These should be f inished bo red to stamped ad jacent to a f ixing ho le and on th e
50,79/50,82 mm (1.9998/2.0007 inch) an d faced to camshaft gear another letter _”D”_ will also be seen
30,137/30,163 mm(1 .1865/1.1875 inch) over all stamped ad jacent to a fix ing ho le. Offe r the
width. camshaft g ear to the camshaft, en sure th e ho les
with the letter “D “ stamped adjacent to them are in
To Replace the Idler Gears and Hubs. line.
2. Repla ce and secure the three washers and
1. The studs on which the hubs locate, are so setscrews.
positioned th at the hubs will f it i n one po sition on ly
and th e boss a t th e rear of t he 3. Turn the camshaft until the tappets of No. 4
hub locates in (be machined fa ce o f th e cylinder cylinder are ro cking i.e. both tap pets ha ve equ al
block. Fit the lower and upper idler gear hubs lifts and this is the approx imate position fo r
which are interchangeable. aligning timing marks.
2. Remove the rocker cover and release the rocker 4. Fit idler gear, aligning all timing marks and secure
assembly. the rocker assembly and reset tappet clearance.
3. Turn the crankshaft to T. D. C. No. 1 and No. 4

cylinders, i.e. with t he key-way at the front of t he
crankshaft uppermost.
4. Replace the two idler gears ensuring that all timing

marks align.
5. Replace the idler gear retaining plates, which will

only fi t in o ne pos ition on the
studs. The lower retaining plate h as a t hreaded
hole to take the oil pipe banjo bolt.
6. Fit new locking washers and replace the securing
Fig. J 2 Idler Gear Hub Location

To Remove the Fuel Pump Gear pump driving gears is located to the slot in the fuel
pump shaft, secure the gear to the pump by the
1. Remove the idler gear. three setscrews an d lo cking p late, taking ca re
not to cant the gear to the pump.
2. Release and r emove fuel pump gear
securing setscrews. 3. T ighten the t hree securing n uts of t he FI
Pump Flange.
3. Re move fuel pu mp gear, taki ng care n ot
to damage the dowel. 4. Repl ace the inspection co ver to the timing
case front cover. Connect the oil feed pipe to FIP.
To Remove the Fuel Injection Pump 5. Replace the throttle and stop control.
The fuel pump is se cured to the back of the timing 6. Refit all the fuel pipes to the pump.
case on the left-hand side of the engine and the fuel
pump driving gear is se curely attached to the shaft To Replace the Fuel Pump Gear
of the pump by three set screws. The location of the
gear to the pump shaft is determined by a dowel. 1. If necessary fit dowel into fuel pump gear.
On the timing case front cover is a small inspection 2. Repla ce gear, l ocating dowel between gear
cover and removal of this cover gives access to the and fuel pump.
setscrews securing the driving gear to the pump.
3. Replace and secure washers and setscrews.
1. Turn th e engine to T.D.C. No.1 cyl inder
on compression. 4. Refit idler gear, aligning all timing marks.
2. Remove the fuel pipes to the pump and blank off To Remove the Camshaft
all ports against the ingress of dirt. 1. Re move the r ocker shaft a ssembly a s
previously described.
3. Remove th e throttle a nd st op controls from
the governor housing of the pump. Disconnect 2. R emove t he ti ming ca se cover a s
oil feed pi pe from th e pressure oil gallery previously detailed.
connecting to FIP.
3. Turn the c rankshaft until a ll the tim ing mar ks
4. Re move the cover from the tim ing c ase fr ont are aligned.
cover.
4. Lift the ta ppets an d remo ve t he ca mshaft a nd
5. Caref ully re move t he th ree set screws and gear from its location i n the cylinder block taking
washers securing the gea r to the fu el pump, care not
great care to damage the journals, cams or tappets.
must be e xercised in remo ving the se set screws
for should one be dropped into the timing case, To Replace the Camshaft
considerable time and la bor wo uld b e inv olved in 1. L ift t he t appets, and car efully fit the ca mshaft
recovering it. and gear continuously turning the camshaft. Take
care not to damage the journals, cams or tappets.
Make sure the timi ng marks on t he i dler
6. Release an d r emove th e t hree nuts, plain gear and camshaft are aligned correctly.
and spring washers securing the flange of the
fuel injection pump to the back of the timing case. 2. Replace timing case cover.
7. Remove the fuel injection pump. 3. Refit the rocker shaft and reset the tappets.
To Replace the Fuel Injection Pump. 4. Replace cylinder head cover.
1. Check that the slot in the fuel pump shaft is Camshaft Thrust
in approximate position to t he do wel in th e g ear
and The camshaft thrust washer is loca ted by a pin in
the recess provided at the fron t end of
offer the pump to the three studs on the back of the cylinder block camshaft tunnel.
timing case and retain with the three plain and
spring washers and nuts, but do not tighten th e Further t he camshaft end fl oat is taken u p by a
nuts.
steel spring riveted to the tim ing case front Co ver
2. A fter ens uring th at the dowe l i n the fue l
.

To Remove the Timing Case 11. R emove the se tscrews and was hers securing
the timing case to th e block and with a lig ht
1. Remove the timing case cover as previously tap remove the timing case from the cylinder block.
detailed.
2. Release and remove the rocker shaft assembly.

To replace the Timing Case
3. Remove the sump as explained under “Lubricating
System “ (Section L). 1. Fit a new gasket to the cylinder block front face and
replace the timing case.
4. Remove timing case bottom cover.
2. Replace timing case bottom cover ensuring it is
5. Release the banjo bolt from lower idler hub and correctly a ligned with th e front face of the timing
remove the oil pipe by withdrawing it from its case.
locating hole in the back of the timing case.
3. Secure the fuel injection pump to the back of the
6. Unscrew the idler gear retaining nuts and remove timing case matching the scribed marks.
the locking washer, idler gears, and spigots.
4. Turn the engine crankshaft until No. 1 piston is at
7. Lift the tappets and remove the camshaft, top de ad centre (key on the front o f t he cran kshaft
complete with its gear, taking care not to damage vertically upwards)
the cams or bearing journals.
5. Fit the fuel pump gear to the fuel pump, locating the
8. Release the three setscrews and remove the dowel between gear and pump.
driving gear from the fuel pump.
6. Lift the tappets and replace camshaft and its gear,
9. Remove all cables and pipes from the fuel injection turning t he c amshaft a s it is b eing entered into the
pump. When re moving t he high pres sure pipes camshaft tunnel.
from the pump, release the pipes at the injector end
and remove the pipes. 7. Replace the idler gears on their hubs with the
timing marks on the crankshaft ge ar, fuel pump
10. Unscrew and release the three nuts, spring gear, camshaft gear and idlers in line.
washers and pl ain wa shers securing t he fu el
pump fl ange to the timi ng ca se and remo ve the 8. Replace the sump as described in the “Lubricating
fuel in jection p ump. Ensure t hat all inlet a nd ou tlet System”
connections of the fue l injection s ystems are
effectively sealed against the ingress of dust and dirt 9. Replace the timing case cover.
by the use of suitable caps and plugs.
10. Refit all fuel pipes and controls.

SECTION J
TIMING
GEAR No. OF TEATH
SECTIONCamshaft
K … 52
FIP … 52
Upper Idler … 43
Lower Idler … 48
Crankshaft … 26
Timing Gears assembly Fig. K 1. Timing Gears
The crankshaft timing gear is key located and press fitted on to the front of the crankshaft, to a high degree
of accuracy during manufacturing. This enables precise timing being maintained during the life of the
engine.
The crankshaft gear drives the idler gear, which is attached to the front of cylinder block. The idler gear
then drives the camshaft and the injection pump.
The timing or the resetting of the timing can be simply and quickly carried out if the following instructions
are borne in
mind. It is well to remember that the removal of the cylinder head does not in any way affect the timing
of the engine.
Inlet Valve Opens … 13º B.T.D.C
Inlet Valve Closes … 43º A.B.D.C
Exhaust Valve Opens … 46º B.B.D.C
Exhaust Valve closes … 10o A.T.D.C
Valve Overlap period … 26º
Total Inlet open period … 236o
Total Exhaust open period… 236o
Tappet Clearance … 0,30 mm (0.012”) Inlet

& Exhaust
Injector Pressure … 240 bar (APREB)

Timing Marks
When th e engine is t imed at the fac tory, certa in “D” stamped adjacent to one of the fixing holes is
marks are stamped on the gears, so that if for any in alignment with the letter _D _ stamped on the
reason the timing has to be b roken, t hen t he camshaft h ub. Fi t the fuel pu mp gear. This is
engine can easily be reset to its original timing. dowelled a nd will on ly go in one p osition (Ref.
Annexure for t imer f itting a nd removal
The method of marking is as follows :- procedure).
With the engine timing correctly set, the engine is Check that the fuel pump is correctly fitted to
turned until No. 1 pisto n is at T. D. C. on its the engine with the scribed line on the mount ing
compression stroke. In t his p osition, s cribed flange in l ine w ith the scribed line on the rea r
lines or centre punch marks are marked on the face o f the timing case. With the c rankshaft
idler gears to correspond with lines o r centre gear fi tted, re place th e idle r g ear ensuring t he
punch marks on the camshaft, fuel pump and timing marks coincide (See Fig. K. 1).
crankshaft gears respectively (See Fig. K1).
After testing the engine, final adjustments may
be necessary to find the perfect in jection po int.
FUEL INJECTION PUMP TIMING MARKS Adjustment may be m ade by r eleasing the
On the fuel pump mou nting flan ge is a scribe d fuel pu mp securing setscrews an d turning the
line w hich, when th e fuel pump is f itted shou ld pump in the dire ction req uired. Turn the engine
coincide with a scribed line on the rear face of until the v alves of No. 4 cyli nder are rocking
the timing case pro viding these scribed lines i.e. both valves have equal lift. In this position se
are in alignment and the fuel pump gear the c learance be tween rocker lever and No . I
correctly f itted, then the fuel p ump timing cylinder inlet valve to - 0,80 mm (0.031 inches) .
should be correct.
Now t urn t he en gine in the n ormal di rection of
To Reset Engine Timing rotation unt il the ta ppet of No. 1 inlet valve just
tightens.
Remove injector’s At this po int, No. 1 pist on s hould b e at T.D.C.
This can be checked by exa mining the T.D.C
Bring No. 1 p iston to T. D. C., No. 1 piston being mark on the engine flyw heel. The tolerance for
on its compression stroke. The T. D. C. that has valve timing is plus or minus 2½° .
been obtained can be checked by examining the It should be noted that no adjustment is provided
flywheel w here the T. D. C ma rk should be for v alve t iming. Provided the gear is correctly
central within t he insp ection aperture, or t he fitted to the camshaft (see previous remarks) then
front of the cran kshaft scr ibed ma rk on pull ey the timing can only be out by one or more teeth.
should b e at th e top of its p eriphery if
provided. When the timing is found to be correct, adjust
the valve clearance to 0, 30 mm (0.012 inch) Cold.
Fit the camshaft gear ensuring th e letter

SECTION K
LUBRICATING SYSTEM
OIL PUMP ASSY
Type … Rotor
Lubricating Oil Pressure … 2.1 ~ 4.2 kgf/cm2 (30 ~ 60 lbf / in2) at
max. engine speed and normal working temperature.
RELIEF VALVE
Type … Spring loaded plunger
Pressure Setting … 3.52 ~ 4.57 kgf/cm2 (50 ~ 60 lbf/in2)
OIL FILTER
Type … Full Flow –SPIN ON TYPE
By pass valve setting … 0,91~1,2 kgf /cm²ce
Note : Lubricating oil Data in Section O.
The importance of correct and cle an lub rication cannot be stresse d too highly a nd all references to engine oil
should be taken to mean lubricating oil which falls within the specifications given in the Section Q. Care should
be taken that the oil chosen is that specified for the climatic conditions under which the engine is operated.
The sump should be filled with a suitable lubricant to the correct level but do not attempt to overfill above the full mark.
Before f illing or checking the dip stick, en sure the a pplication is on level ground.

Oil Circulation
The system o f lubrication ( Fig. L .1) c omprises through which o il is f ed to t he bearing surfaces of
pressure feed to main and big end bearings, the hub gear.
camshaft bearings, rocker shaft and timing drive.
Secured to t he g ear ret aining p late is a p ipe, the
The pump draws oil through the st rainer from th e other e nd o f which is located in a b lind hole in th e
sump and delivers it by a pipe inside the crankcase
through a drilling in th e side of the cy linder to the timing ca se to prevent the pi pe f rom turni ng. A
lubrication oil filter. small hole in the pipe allows oil to spray on to the
teeth of the lower idler gear.
Oil passes t hrough th e filter an d then th rough an
internal drilling in the cylinder block to the pressure rail Upper Hub
which is an internal pa ssage wit hin the c rankcase
Holes drilled in the crankcase webs feed oil from the A transverse drilling a cross t he f ront of the
pressure rail t o the main bearings and holes in cylinder block from the main oil ga llery feeds oil
the crankshaft webs carry oil to the big end bearings. under pressure to an external pipe located on
Surplus oil returns to the sump. the camshaft sid e of the e ngine. This p ipe in
turn i s Coupled t o an other transverse d rilling,
An oil seal prevents oil leaking along the crankshaft at which connects with the oil passage in the rear
the rear end and oil thrown from this seal returns to face of t he upper h ub, from whic h th e be aring
the sump. surface of the hub is lubricated.
The sma ll end bushings are lu bricated b y splash Fuel Injection Pump
and lubricating oil mist.
A drilling from the main oil gallery lubricates FIP
Running across the front of the cylin der block is an by means of a pipe connected to FIP from the oil
internal p assage which connects with t he pre ssure gallery.
rail.
The oil comes out from this p assage on the camshaft Oil Pressure
side of the engine and is delivered along an external
pipe to the lowe r d rilling in th e cent re camshaft See t hat oil pressure is r egistered on th e disp lay
bearing journal. panel..
As the cam shaft revolves, oil is picked up an d carried The actual pressure may vary with individual engines
round in the narrow slot machined on t he centre but the oil pressure at maximum engine speed
camshaft journal until it es capes through the upper and normal working temperature should be 2.1 to
drilling in the camshaft tunnel. The oil th en flo ws 4.2 kgf / cm2 (30 to 60 lbf / in2)
through a pipe t o t he cylinder hea d when ce
another pipe conveys it to the hollow rocker shaft There will b e a pressu re drop whilst idling and a
which feeds oil to the rocker lever bushings, etc. slight decrease in normal working pressure when
the engine is hot.
It will be appreciated that owing to the small capacity
of the slo t on th e camshaft jou rnal, only a If t he oil p ressure as reg istered o n t he display
reduced quantity of oil can pass to the rock er shaft panel is belo w normal, check the following in the
during each revolution of the camshaft. order given below:
The overflow of oil from the rocker shaft flows from If th e oil p ressure wh en verified is be low n ormal,
the cylinder head into th e camshaft tunnel and from check the following in the order given below:
the front of the tunnel on to the timing gears and then
returns to the sump. 1. Dipstick. Ensure the sump oil l evel is up to th e
“full “ mark.
Lubrication of th e t iming gea r idler hub s is b y a 2. O il pressure sensor: Check functioning of
force sensor.
feed. 3. Lubricating o il f ilter. Ma y b e choked.
Renew element.
Lower Hub 4. Sump strainer may be choked. Remove, clean
and replace.
A drilling from the front face of th e c ylinder block 5. Lubricating oil pu mp. En sure th at s uction
into t he main bearing oil gallery, is a ligned with a and delivery pipe is tight.
drilling which passes through the axle of the hub, 6. Oil pressure relief va lve. Foreign matter may
connecting with a transverse h ole i n t he hub, be preventing valve from closing.

Service Manual - X 3.3 G /G1Engine
Lubricating System
LUBRICATING OIL FILTERS
The importance of using clean lubricating oil in the To Replace the Element
first place, and providing mea ns to ensu re that it i s
always clean i n us e, is hardly sec ond to th e 1. Unscrew and discard old oil canister.
importance of cleanliness in respect of the fuel.
2. Clean th e f ilter h ead a nd the t hreaded
It is imperative, therefore, that lubricating oil filters are adaptor.
not neglected. Moreover, if the periodical attentions
herein recommended are carried out and the correct 3. Using clean engine lubricating oil, liberally
grade of clean oil used, a very long life can be obtained oil the top seal of the replacement canister.
from the engine.
4. Fill the new canister wi th c lean
To ensure cleanliness, filters are incorporated. lubricating oi l, a llowing tim e for the oil to
filter,through t he e lement. Scr ew the
1. Sump Strainer. replacement cani ster on t o the f ilter head
until the seal just touches the head.
2. Main (full flow) Filter.
5. Run th e en gine and ch eck for leaks.
The sump strainer consists of a perforated container Check the oil level after running and top up as
which is fitted over the suction pipe of the oil pump. Necessary.
This strainer requires no special attention, but it Oil Pressur e Rel ief Valve : The oil r elief
should be cleaned every time the sump is removed. valve wh ich i s located in th e oi l pump
body p revents the pr essure becoming
Main (Full Flow) Filter excessive as might otherwise happen when
the oil is cold.
This filter is SPIN –ON , disposable type Elements
should be renewed not cleaned, at the appropriate time, The re lief valve comprises a sprin g load ed
as given in Section C. plunger.
When the pre-dete rmined pressure

setting is exceeded, t he v alve op ens an d
some o f t he o il is r eleased to return to the
sump. That continues until the oil warms up
and flows at the desired p ressure. The
valve then closes.

Lubricating System
When to Renew the Oil

To Remove Oil Pump
The o il in the su mp mu st be dra ined in
accordance with pre ventive ma intenance, Sec. C, Remove sump (see previous heading).
and replace d by clean new oil of a spec ification
suitable for the climate (Ref. Sec. Q). Remove three setsweres at the bottom of
the timing case front cover and the two
To Remove Sump nuts at the bottom of the timing case
Remove drain plug and drain off oil. when the timing case bottom half can be
removed.
Remov e dipstick.
Disconnect the delivery pipe from the oil
Remove a ll set screws securing sump to pump to cylinder block.
crankcase and lower sump.
Remove circlip and move idler gear forward
To Replace Sump
Unscrew the three setscrews securing the
Remove a ll traces of o ld joint s and cork stripes oil pump to the front main bearing cap and
from timing case bottom cover and rear main bearing remove oil pump. See Fig. L2 above.
cap.
To Dismantle Oil Pump
Lightly s mear crankcase faces with a thin coating
of jointing compound a nd p lace jo ints in position Remove suction and delivery pipes.
ensuring all holes lined up. Remove idler gear.
When placing joi nts in position, it is important that Using a screw driver, unscrew the three
the mitred ends go right up into the recesses of the screws and remove the pump end plate.
timing case bottom cover and rear main bearing cap.
The outer rotor can then be removed.
Lightly co at cork join ts wi th joi nting c ompound and
place in th e grooves p rovided in the timin g case The oil relief valve is located in the
bottom cover and rear main bearing cap. Place sump body of the lubricating oil pump. It is an
in position and screw setscrews tightly home. adjustable valve but unless special test
equipment is available, no attempt should
Where app licable, replac e setscrews securing rear be made to dismantle it. The breaking
of sump to flywheel h ousing. Tighten setscrews pressure is set and adjusted before the
securing sump to crankcase. engine leaves the works.
Replace dipstick sump drain plug and fill oil.

Inspection
To Re-assemble the Oil Pump
The clearances for new pumps are given in
Section B. Replace outer rotor, inner rotor and shaft in
oil pump body.
1. Th oroughly clean all pa rts and insp ect
the rotors for cracks or scores. Replace end cover and secure with three
2. Insta ll the ou ter ro tor in the pump bo dy screws.

making sure the cha mfered edge of the
rotor enters the pump body first. Check Prime Lub-Oil Pump with oil before fitting.
the clearance between the maximum
diameter of t he inner ro tor a nd t he To Refit Oil Pump
minimum diameter of the outer rotor at all
points (Fig. L3). • Fit oil pu mp to front main be aring ca p an d
secure with three setscrews.
3. Check t he clea rance bet ween th e
outer rotor and the pump body (Fig. L4). • Secure i dler gear with ci rclip. Replace
suction and delivery pipes
4. Check the clearance between the top
of t he rotors and the end o f the pump • Replace t iming case bo ttom h alf and
body with f eeler gauges and straight secure with two nuts a nd washers t o t iming
edge (Fig. L5). case.
Note : Should an oil p ump be worn to • Replace the setscrews a t the bottom of
such a n ex tent i s adversely affects the timing case front cover.
the wo rking oil pressu re then a
replacement p ump s hould be • Replace sump i n a ccordance wi th
obtained. The comp onent parts of previous instructions.
the o il pump are no t supplied
individually therefore if any parts • Before sta rting, the eng ine s hould be
require replac ing a r eplacement turned ov er whilst operating th e s top
assembly should be fitted. control, until oil pressure is registered.

SECTION L
COOLING SYSTEM
1. Radiator Cap
6 7 8
1 2. Radiator
3. Fan
2 4. Water pump
3 5. Inlet Hose
4 6. Outlet Hose
7. Thermostat
5 8. Cylinder Head
9. Cylinder Block
• System Type … Thermosyphon – Pump assisted

• WATER PUMP Type …Centrifugal
• Coolant Capacity – Engine Only… 5.8 liters (approx)
• THERMOSTAT
o Type … Wax
o Opening temperature … 750 ± 20 C
o Fully Open … 890 ± 2OC

Water Pump - Low Position
The cooling water is circulated by a centrifugal type Fan Belt Adjustment

pump which is mounted on the front of the timing case
cover. It is driven by V belt from the engine crankshaft Belt te nsion should be a djusted so th at,
and provision is made for fitting a fan on the front end of without undue pressure, the belt can
the water pump pulley. be depressed approximately 10 mm (3/8
inch) with t he t humb a pplying pressure at a
The pump does not require greasing as the bearings are point midway betwee n the wat er pump and
treated with special quality grease before assembly. crankshaft pulley.
Adjustment of the belt tension is achieved by altering

the posi tion of th e dy namo/alternator. Release
the
dynamo/alternator a djusting link a nd support
bracket bolts . Mov e the dyna mo/alternator to
give th e correct tension a nd t hen t ighten th e
bolts and re-check the tension.
Important:
When a new belt has been fitted it is advisable to
check the belt ten sion a fter a few h ours runn ing to
ensure that no initial stretching has occurred.
To Remove Water Pump

Fig. M 3 Checking Impeller clearances (LP) • Remove fan.
• Slacken a lternator se curing setscrews and
remove fan belt.
• Remove w ater pump in let outlet, out let an d
bypass hose connections.
• Unscrew nuts or setscr ews securing the w ater
pump and remove.
Fig. M 4 Water Pump cut section (LP)

To Dismantle Water Pump

Remove the unit ized seal fro m t he shaft.
The shaft a nd bea rings are manufactured
as one compon ent and cannot b e
Remove th e wate r pump pulley using a dismantled.
suitable tool. The tapped holes in the
pulley can be utiliz ed fo r this purpose. To Re-Assemble Water Pump
(Ref. Fig. M 2). With the sh orter end foremo st, p ress the
shaft and bearing assembly into the rear of
Press the wa ter pump shaft co mplete with
bearings and impeller from out of the rear of the water pump bo dy until the b earing
the pump body. Press the shaft and bearing housing en d is fl ush with t he fron t of th e
assembly out of the impeller. water pump body. Fit the unitised seal.
Supporting the sh aft at the f ront end ,

press the impeller with blades inwards on Thermostat
to the rear of th e shaft until a dimension of
0.010 in (0, 25 mm) to 0.020 in (0, 51 m m) A the rmostat is fitted in the c ylinder he ad wa ter
is obt ained betwe en the blades of the outlet to assist in providing a sho rter wa rming up
impeller and the pump body. (Ref. Fig. M 3) period for the engine. The thermostat can be
removed after the water outlet c onnection and
Turn the pulley to ensure free rotation. joint h ave been removed. W here t hermostatic
control is not required the thermostat is replaced by
Supporting t he shaft at t he impe ller en d, a sleeve to seal off the bypass port.
press o n t he water pu mp pulley until the
front end of the fan mounting face is 109.5 To check the thermostat, suspend it in water and
mm (4.3125 inch) from the rear face of the heat gradually. With a thermometer, check that
pump body. (Ref. fig. M 4) the thermostat op erates at the temperatures given
in Section B. If it is faulty, it should be renewed - no
Recheck th e cl earance be tween the attempt should be made to adjust a faulty
impeller bl ades and pu mp bo dy, an d Thermostat.
spin the assembly to ensure freedom of
movement.
To Re-fit Water Pump to Engine

Fit new wa ter pump j oint, using jointing
compound and tighten t he f our securing
nuts with spring washers.
Connect up wate r pump inlet, o utlet an d
bypass hose connections.
Replace fan belt and adjust tension.
Replace fan.

SECTION M
FUEL SYSTEM
The principal components of the equipment for working parts may damage it and diminish its
delivering the fuel oil to the engine are as follows: accuracy of operation. Hence the importance of
ensuring that the fuel is thoroughly filtered before it
1. Filters reaches the pump.
2. Fuel Lift Pump
3. Fuel Injection Pump. When requesting information regarding the fuel
pump, the type and number should be quoted.
4. Injectors. This can be obtained from a plate fitted to the
pump gallery above the inspection plate.
So accurate is the manufacture of the fuel
Injection equipment that the importance of Fuel Pipes
cleanliness when handling fuel cannot be
overstressed. No two of the pressure pipes from the fuel pump
to the injector’s are alike. Keep this in mind when
Adequate filters are provided in the system, but replacing.
much can be done by the operator to ensure that
the equipment is maintained in first class condition. Examine the nipples which will be found on each
end of these pipes.
All fuel used must conform to No. 2 Diesel Fuel If the union nuts at any time have been
(ASTM 975 )and must be clean, free from water, over tightened, the nipples may have been
suspended dirt and other foreign matter. Filtering damaged. If so, leakage will result and the
of fuel before it enters the tank will help, and complete fuel pipe will have to be replaced.
regular filter changing will ensure that only
perfectly clean fuel reaches the fuel injection In this connection, bear in mind that the
pump. working pressure which these joints must
sustain is several thousand pounds per square
inch. Only a perfect joint is satisfactory.
In a pressure fed system, the lift pump lifts the
fuel from the tank via the pre-filter (if fitted) and Offer up the pipe to the fuel pump and injector
then passes it through the Fuel filter (provided unions to check that the pipe fits square at both
with Water Separator) to the fuel injection pump, ends. Do not fit one end and then bend the pipe to
which delivers it in measured quantities and at square it with the other union.
appropriate intervals, to the injector’s.
When fitting the pipe, tighten the unions alternately
The Fuel Lift Pump (Pressure Fed System Only) a little at a time, first one end and then the other.
If the pipe is square to the unions at each end
The lift pump is of the plunger type and is driven by as described above, no force will be needed to
a cam of the camshaft of the fuel pump, on the side make a good joint. No force should be used.
of which it is fitted.
Use only a standard open ended spanner.
A hand primer is fitted for use if the supply of fuel
from the tank has at any time failed, and for If the union is tightened excessively, the nipple
bleeding. may be damaged. The same danger exists if the
pipe is not square to and central with the union.
The fuel pump is an instrument of precision. When changing an injector, always remove the pipe
Its working parts are made to extremely fine entirely. Never undo only one end leaving the other
limits and mishandling in any shape or form, or tight. Never bend the pipe.
the entry f the smallest particle of dirt into its

Fuel System
It is no use taking injectors out for attention
unless an inj ector testing pump is av ailable or
Injectors spare injector’s are at hand for subst itution. Th e
nearer the ideals of good fitting with adequate
Each injector consists of a steel body, held to the cooling and absolutely clean fuel are realized, the
cylinder hea d by means of a f lange and two studs or a less attention the injector’s will need and so
bracket with one stud and nut. the longer their efficient life. In this
connection, since there is no other i tem u pon
The joint between the injector and cylinder head is which the performance of the engine depends so
made by a special copper washer between the lower face much, it pays the used handsomely to see that
of the injector cap nut and the recess in the cylinder head. the engine ne ver ru ns wit h any of it s in jector’s
out of order.
When pr eparing to fit the inj ector in its place in the
cylinder hea d, care sh ould b e ta ken that o nly special t ype Troubles in Service
of copper washer is u sed to make this joint. The recess in
the cyl inder head , the faces of the copper washer and The first symptoms of injector trouble usually
the corresponding face on the injector holder cap nut fall under one or more of the following
should be perfectly clean if a leak proof joint is to result. headings:
It is advisable to fit a new joint washer when th e 1. Misfiring.

injector is replaced, a fter having be en r emoved f or a ny 2. Knocking in one (or more) cylinders.
reason. 3. Engine overheating.
4. Loss of power.
Ensure that t he old washer has been remov ed fr om the
5. Smoky exhaust (black).
cylinder head or injector.
6. Increased fuel consumption.
Only washe rs specially made fo r the purpose s hould b e
used and n one o ther. On no account should ord inary Often the parti cular injec tor or inj ector’s
sparking plug type washers be used. causing
trouble may be determined by releasing the
The in jector ca n no w b e f itted in p lace, tog ether wit h pipe union nut on e ach i njector i n turn, with
the dust shield, care being taken to see that it is an easy fit the engine running at a fast “Tick-over:. This
in the cylinder head and on the hold ing d own studs, so will p revent f uel b eing pumped t hrough the
that it c an be p laced down on the copper joint without injector to the eng ine cylinder, thereby altering
force of any kind. The n uts on the flange should then be the engine rev olutions. If af ter slacken ing a
tightened down e venly i n order to pre vent the injector pipe union nut the engine revolutions remain
nozzle being canted and so “nipped “ in the cylinder head. constant, this denotes a faulty injector.
This is very important since a ny unevenness in t ightening
down ma y ca use d istortion o f the injector no zzle After stoppi ng th e engi ne th e nu ts from th e
resulting in its failure and will mo st certai nly result in flange of the doubt ful inj ector should be
blow by. removed and the complete unit withdrawn
from the c ylinder head and turned ro und,
Maintenance injector nozzle outwards, unwiped on its pipe,
and the unions re-tightened.
Injectors should be taken out for examination at regular
intervals. How l ong th is in terval s hould b e is difficult After s lackening the unions o f the o ther
to advise, because of the di fferent conditions under injector pipes (to avoid th e possibility o f the
which engines operate. engine starting), the engine should be turned
until t he i njector s prays into the a ir, when i t
When comb ustion co nditions in t he e ngine are g ood and will be seen at on ce if th e spray is in order. If
the fuel tank and f iltering system are ma intained i n f irst the spray is unduly “wet”or “streaky” or
class order, it is often sufficient if the injector’s are tested obviously complete unit should be replaced,
at lengthy i ntervals. For de tailed tim es refer to the faulty unit being secu rely wrapped in
_Maintenance _ Section C. clean paper or rag for attention on the
maintenance bench.
Great care should be taken to prevent the

hand from getting into contact with the
spray, as the working p ressure will
cause the oil to penetrate the skin with
ease.

Injector Pressures or by loss of po wer or speed drop o r f black

smoke from the exhaust.]
No att empt sh ould be made to service or reset,
the pressure of an injector un less the proper
equipment is available. Heavy Duty(Option) Air cleaner
Maintenance
When re newing injecto r’s, refe rence should
be made t o th e ap propriate Parts List to e nsure The Heavy Duty Air Cleaner (HD A/c) r is
fitment of the correct type. provided with paper elements. The elements
are not to be removed and cleaned but should
AIR CLEANERS be replaced w henever t he e lement is found
heavily choked wh ich would be id entified b y
The time period for clean ing the air cleaner restriction indicator or by lo ss of p ower or
depends on operating conditions. Therefore under speed d rop or e mission of black smoke from
extremely dusty conditions, the t ime limit the exhaust.]
recommended for cleaning should be decreased
It should be ensured that the hose
The correct mai ntenance o f the air cleaner connections, and their cl ips between the ai r
will greatly assist in extending the life of the engine. cleaner and the air in let manifold of the
engine are secured and are airtight.
The Normal Duty Air cleaner elements are not to be
removed or cleaned or ta pped bu t sh ould be Care should be taken to see that no
replaced whe never t he element is f ound choked unfiltered air enters the system through thes e
which would b e i dentified b y restriction indicator connections.
Fig. N 1 Typical Fuel Pipe Layout

SECTION N
FLY WHEEL AND FLY WHEEL HOUSING
Alignment of the Flywheel Housing and Flywheel This facing should be within the limits given in the
table (total indicator reading) of being truly at right
It is most important tha t the flywheel housing be angles to the crankshaft axis.
correctly aligned with the crankshaft. Misalignment may
give rise to difficulty in changing necessary for a complete All a djustments to bring the f lywheel h ousing
overhaul, th e gre atest ca re m ust be ta ken on within the limits must be on the flywheel housing
replacement to ensu re Accuracy of alignme nt. The and un der NO CONDITIONS must th e rear of
appropriate procedure is as follows:- the cylinder block be interfered with.
When the housing properly aligned to the abo ve
See that the face of both rear of the cylinder limits, tighten the securing nuts evenly.
block and flywheel housing are perfectly clean
and free from burrs. Ream the dowel h oles an d fit the co rrect l ength
and size dowels.
Set the housing on to the studs and tighten, but
not over tight so as to allow adjustment. Fitting Flywheel and Checking Alignment
Alignment of the Flywheel Housing Bore With the flywheel and crankshaft flange perfectly
clean and free from burrs and with two suitable
Secure the b ase of a _cl ock _ gauge to the guide studs fitted in the crankshaft flange, position
flange of the crankshaft. the flywheel on the crankshaft.
Insert the s etscrews complete wit h locking p lates
Set th e needle of the g auge to t he inside of th e into the flywheel holes and tighten evenly.
bored hole in the flywheel housing.
Secure the b ase of th e _clock _ ga uge to the
Turn t he c rankshaft and c heck t hat t his i s flywheel housing. With th e flywh eel at t op cen tre,
truly central. The housing is ad justed u ntil it is set t he needle of the g auge o n the p eriphery at
central. T.D.C.
For convenience in turning the engine it is Turn the cranks haft and check the c lock, the
advisable to release (but not remove) the nu ts flywheel should run truly within 0.30 mm / 0.012
holding the injector’s in place. inch) [total indicator reading].
The flywheel housing bore should be truly With the base o f th e _ clock _ gauge st ill
bolted to the flywheel housing, adjust the clock so
central with the crankshaft within the limits given as t o set t he needle against the vertical machined
in the table (total indicator _reading). face of the flywheel.
Alignment of the Flywheel Housing Face Again turn t he cr ankshaft and c heck the
clock. The flywheel should be truly at right angles
With the fa ce of the _clock gauge _ still bolted to the to the crankshaft axis within the limit of 0,025 mm
crankshaft flange, adjust the _ clock _ so as to set (0.001 inch) per inch (25 mm) o f flywheel radi us
the needle against the vertical machined face o f th e from the crankshaft ax is to the clock gau ge
flywheel housing, and again turning the crankshaft, plunger (total indicator reading).
check that this face is perpendicular to the
crankshaft axis. When carrying out this check, the When the flywheel has been checked for
correct alignment, loc k setscrews with locking
crankshaft should be pressed forward to take up end plates. Finally grease th e sp igot ba ll ra ce if f itted.
float.
Limits for Flywheel / Housing Alignment

Housing Dia.
Over 362 mm (14¼ inch) to 511 mm (20 inch) : 0.20 mm (0.008 inch)
0.20 mm (0.008 inch)
0.20 mm (0.008 inch)

SECTION O
Approved Lubricating Oils
Lubricating oils should mee t the requirements of the API CH-4 /SJ, CES 20071 ,CES
20076 . We recommend use of SAE 15W40 API CH-4 engine oil .
The said oil o ffers much superior all round engin e protection, re duced oil
consumption, improved filter life, reduced do wntime, su perior control o n soot
thickening ---- leading ultimately to longer engine life.
Typical Characteristics
SAE Grade 15W-40

Kinematic Viscosity, cSt @ 40oC 11 4.9
Kinematic Viscosity, cSt @ 100oC 15.3
Viscosity Index 139
TBN, mg KOH/g (ASTM D 2896) 10.3
Pour Point, oC, max. -30
Sulphated Ash, % wt. 1.35

Section P
FIP Spill Timing.

Loosen the screw of clamp and remove
Fly Wheel Housing and Fly Wheel with Spill Timing And TDC Marks
Loosen the No.1 delivery valve holder and remove.

Remove the delivery valve.
Fly Wheel Housing and Fly Wheel with Spill Timing and TDC Marks
Refit the delivery valve holder and fit the swan neck
pipe.
Connect fuel line to FIP as shown.
Open the fuel cock and ensure fuel flows.
Move the FIP towards engine until the fuel flow stops
and starts dribbling. (One drop per 6~10 sec.) Close the
fuel cock.
In this position tighten the three screws securing the FIP

flange to the timing case.
Remove the fuel connection, swan neck pipe. Fit

delivery valve and tighten the holder.
Fit all other connections removed earlier- in reverse

order

SECTION Q
FLY WHEEL HOUSING AND FLY WHEEL WITH SPILL TIMING AND TDC MARKS
The Spill Timing Mark and TDC Mark shown on the periphery of the flywheel. These marks
are to be matched with pointer on flywheel housing for respective positions.

SECTION R
SERVICE TOOLS
Tool Illustration Description
Valve spring compressor with Adaptor
Valve guide remover and Replacer

with adaptors
Valve stem seal Replacer
Valve seat cutter
Piston height and valve depth

gauge
Cylinder liner remover/Replacer adaptors

suitable for liners of 3.6 in dia. (Make use of
Hydraulic Press)

Tool Illustration Description
Piston ring compressor
Oil filter remover
Basic puller
Pump spill pipe

(Applicable for in-line pump) Fuel pump spill
pipe supplied with gravity tank, connecting
banjo and pipe.
(Used for checking spill timing)
Crankshaft rear end oil seal Replacer

(Lip type oil seal)
Timing cover oil seal Replacer.
Timing cover centralizer
Page 62 of 62
Cummins Power Generation Cummins Power Generation Cummins Power Generation

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Manual de Servicio Motor Cummins X2.5G4

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Manual de Servicio Motor Cummins X2.5G4

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Engine Service Manual

English – Original Instructions 7-2010 0983-0506 (Issue 6)

Should you require further assistance contact:

Cummin India Limited

Tel: +91 2030248600

© Copyright Cummins Power Generation Page 1

 Keep ABC fire extinguishers handy.

FUEL IS FLAMMABLE AND EXPLOSIVE

Engine Exhaust is Deadly!

Moving Parts Can Cause Severe Personal. Injury or Death

Battery Gas is Explosive

Page 2 © Copyright Cummins Power Generation

- X 3.3 G /G1Engine TABLE OF CONTENTS

Section Description Page

Threads/ Recommended Torque 16

C Operating and Maintenance 29

F Pistons and Connecting Rods 36

H Crankshaft and Main Bearings 40

O Approved Lubricating Oils 62

© Copyright Cummins Power Generation Page 3

This Page is left intentionally blank

Page 4 © Copyright Cummins Power Generation

CYLINDER HEAD ASSEMBLY

 Heavy duty cast iron -Single Piece Cylinder Head

1- Air Intake Manifold,

2  The cross flow design aluminum intake,

© Copyright Cummins Power Generation Page 5

APTC : Alfin Piston with Torroidal Cavity.

 Torroidal Combustion Chamber Piston Crown : The

 Suction air is whirled in the combustion chamber for

 Each piston has two compression rings and one oil

 All rings are located above the piston pin.

CUT Section of Piston

Page 6 © Copyright Cummins Power Generation

 Split Cap to Rod Interface – Max Structural Strength and Ease

 The connecting rods are heavy beam construction and are

 The small end of the connecting rod is fitted with a replaceable

 Note: While assembling connecting rods to engine

CYLINDER BLOCK ASSEMBLY  The Engine is equipped with a high durability

© Copyright Cummins Power Generation Page 7

 The crankshaft material is Chromium

molybdenum alloy steel forging. It is

dynamically and statically balanced.

 The crank pins and main journals are

 The crankshaft runs in five pre f inished

replaceable shell bearings lined with

aluminum tin/ copper lead.

 It is support ed in the cylinder blo ck by 5

 Thrust wa shers incorp orated in th e last

main bearin g cap towards the f lywheel

to control end thrust.

 Rear crankshaft oil sealing is effected by

one-piece (L ip type) oil sea ls that are

designed for long and durable ser vice

Page 8 © Copyright Cummins Power Generation

 Induction hardened for long life

Fuel System Components :

 Direct Injection , Inline Fuel Pump

© Copyright Cummins Power Generation Page 9

Heavy duty cast iron -Single Piece Cylinder Head

2 The cross flow design aluminum intake,

Torroidal Combustion Chamber Piston Crown : The

Suction air is whirled in the combustion chamber for

Each piston has two compression rings and one oil

All rings are located above the piston pin.

Split Cap to Rod Interface – Max Structural Strength and Ease

The connecting rods are heavy beam construction and are

The small end of the connecting rod is fitted with a replaceable

Note: While assembling connecting rods to engine

CYLINDER BLOCK ASSEMBLY The Engine is equipped with a high durability

The crankshaft material is Chromium

The crank pins and main journals are

The crankshaft runs in five pre f inished

It is support ed in the cylinder blo ck by 5

Thrust wa shers incorp orated in th e last

Rear crankshaft oil sealing is effected by

Induction hardened for long life

Direct Injection , Inline Fuel Pump