(

\Norkshop
manual for
3.152 ser1es
•

diesel engines
3.152 03.1 52
3.1522 3.1524
T3.1524 and
D3.152M, 3HD46
• •

mar1ne eng1nes.

Perkins Engines Limited

Peterborough, England
I 1991
All rights reserved

I Publication No. TPD 1091 1208 E

I This publication supersedes the previous edition number

I 601 TPD 0786 1208.

Th1s publication IS wntten m

Perkms Approved Clear Engl•sh

This Publication is written for world wide use. In countries where legislation controls engine smoke emission,
noise, safety factors, etc., then all instructions, data and dimensions given must be applied so that after service
(preventive maintenance) or repair, the engine operation is correct to the local regulations.

•
3.1 52 Series Workshop Manual. October 1991
 Page 2

Amendment status

Number Description Date

1 Note: Amendment page set number 1 is included in this manual. November 1991

3.1 52 Ser�es Workshop Manual. October 1 991

 P age 3

Contents

G E N E RAL I N FO R M ATION A

E N G I N E V I EWS B

TEC H N IC AL DATA c

MAl NTENANC E D*

FAUL T DIAG N OS I S E

C YL I N DE R H EAD F

PISTO N S A N D C ON N EC TI N G RODS G

CYL I N DE R BL OC K A N D L I N E RS H

C RA N KSHAFT A N D MAI N B EA R I NGS J

TI M I N G CASE A N D D R I V E K

TI M I NG L

L U B R I CATI O N SYSTE M M

C OOL I NG SYSTE M N

FU EL SYSTE M p

FLYW H E EL A N D FLYW H E EL HOUS I NG Q

EL EC TRIC AL SYSTE M R
:-
TU RBOC HARG E R T

MARI N E E NG I N ES w

APPROV ED S E RV IC E TOOL S y

I N D EX z

* Operating and mai ntena nce i nformation can be

found i n s ection 3 of the m u lti- lingual 3 . 1 5 2 Series
Us e rs handbook

3.1 52 Series Workshop Manual, October 1 9 9 1

 SECTION A

General Information
Introduction A2

Safety precautions A3

Asbestos joints A3

Engine identification A4

Running-in procedure A4

3.1 52 Series Workshop Manual, October 1 99 1

G E N E RAL I N FOR MAT I O N-A.2

I ntrod u ction
This manual has been written to g ive assi. stance to a l l personnel engaged i n the mai ntena nce and overhaul of
Perkins 3 . 1 52 Series engi nes.

M ost of the genera l i nformatiol) which is i ncl uded in the m u lti-li ng ual 3. 1 52 series U sers Handbooks has not
been repeated in this workshop ma n u a l and the tw o publications should be used together.

There a re five e ng i ne types i n the 3 . 1 52 Series for agricu ltural and i ndustrial applications. These are the 3. 1 52,
D3 . 1 52, 3. 1 5 2 2, 3 . 1 5 2 4 a n d T3 . 1 5 2 4 engi nes. I nformation on two marine versions of t he D3. 1 5 2 engine, the
D 3 . 1 5 2 ( M ) and the 3 H D46 a re also incl uded i n section W of this manual. The i nformation applies to all engine
types u n less i n d i cated. Where specific information is g iven for M assey Ferg u son engi nes, A3 . 1 5 2 and AD3. 1 5 2
etc . reference is made in the text.

Overhau l of the e n g i ne or components m u st only be done by personnel who have had the correct training.

When setscrews or stud s a re fitted i nto holes which are ta pped through i nto the i nsid e of the engine, a su itable
sealant m ust be used o n the t h reads. Some setscrews al ready have sealant coated threads. These can be iden­
tified by the colou r of the th read s which wi l l be red or blue etc.

The left and rig ht side of the e n g i n e a re as seen from the rear.

Part s and other services a re ava i lable fro m you r Perki ns di stributor.

Read a nd remembe r the Safety Preca utions. These are g iven for you r protection and must be used at al l times.

3. 1 52 Series Workshop Manual, October 1 9 9 1

 G E N E RAL I N FORMATION-A. 3

Safety precautions

These safety precautio ns are important. You

must refer also to the loc al reg ulations in the country
of use. Some items only a pply to specific
appl ications.

• O n ly use these engi nes in the type of appl ication

for which they have been designed.
• Do not c hange the specification of the engine.
• Do not smoke when you put fuel in the tan k.
• Clea n away fuel which has been spilt. M aterial
which has been conta m i nated by fuel m u st be
moved to a safe place.
• Do n ot put fuel i n the tan k while the engine runs
( u n less it is absolutely n ecessa ry) .
• Do not clea n, add l u bricati ng oil, or adjust the
engine while it runs ( u n less you have had the
correct training; even then extreme caution must
be u sed to prevent i nj u ry) .
• Do not make adj ustments that you do not
u nderstand.
• E n s u re that the engine does not ru n i n a location
where it can cause a concentration of toxic
em issions.
• Other persons m u st be kept at a safe di stance
while the engine, or eq u i pment, is in ope ration.
• Do not permit loose clothing or long ha i r near
moving parts.
• Keep away from movin g pa rts d u ring engine
operation. Attention : Some moving parts ca n not
be seen clearly while the e n g i n e runs.
• Do not operate the e n g i n e if a safety g u a rd has
been removed.
• Do not remove the filler cap of the cooling
system while the e n g i ne is hot and while the
coolant is under pressu re, because dangerous
hot coolant can be d isch a rg ed.
• Do not use salt water or any other coolant which
can cause corrosion in the closed coolant c i rc u it
• Do not a llow sparks or fire nea r the batteries
_,..__, ( es pecially when the batteries a re on charge)
because the gases from the electrolyte a re h i g h ly
fla m mable. The battery fluid is dangerous to the
skin and especially to the eyes.
• D isconnect the battery te rminals before a repa i r
is made t o t h e electrical system.
• O n ly one person m u st control the engine.
• E n s u re that the eng i n e is operated only from the
control panel or from the operator' s position .
• 'If you r skin comes i nto contact with h i g h-
pressu re fuel, obta i n medical assistance
i m mediately.
• Diesel fuel and l ubricating oil (especially used
l ubricating oil) can damage the skin of certai n
persons. Protect you r hands with g loves or a
special solution to protect the skin.
• Do not wear cloth i n g which is contam i nated by
l u b ricating oil. Do not put materia l which is con­
tam i nated with oil i nto the pockets.
• Discard used l ubricati ng o i l i n a safe place to
prevent conta mi nation.
• Do not move mobile equ i pment if the brakes are
not i n good condition.
• Ensure that the control lever of the transmission
drive is i n the " out-of- d rive" position before the
engine is start ed.
• Use extreme ca re if emergency re pa irs m ust be
made at sea or in adverse conditions.
• The combustible material of some com ponents
of the engine ( for example certa i n sea ls) can
become extremely dangerous if it is bu rned.
Never allow this burnt material to come into contact
with the skin or with the eyes.
• Read and use the instructions relevant to
asbestos joi nts g iven on this page.
• Fit only genuine Perkins parts.
Asbestos j o i nts
Some joi nts and gaskets contai n com pressed
asbestos fibres in a ru bber compound or. in a metal
outer cover. The "wh ite" asbestos ( C h rysoti le)
which is used is a safer type of asbestos and the
risk of damage to health is extremely small.
The risk of asbestos from joints occu rs at their
edges or if a joint is damaged when a component is
removed or if a joi nt is removed by abrasiofl .
To ensu re that the risk i s kept to a m i n i m u m, the
procedu res g iven below m ust be applied when an
engine which has asbestos joints is d ismantled or
assembled.
• Work in an area with good venti lation.
• Do not smoke.
• Use a hand scraper to remove the joi nts - do not
use a rotary wire brush.
• Ensure that the joint to be removed is wet with
oil or water to contain loose part icles.
• Spray a l l loose asbestos debris with water and
put it in a closed contai ner which can be sea led
for safe d isposa l.

3.1 52 Series Workshop Manual, October 1 9 9 1

G EN E RAL IN FOR MATION-A.4

Engine identification
The first two letters of the engine n u m ber g ive an
i n dication of the engine type as shown below.

CD 3 . 1 5 2 engine
CE 03 . 1 5 2, D3. 1 5 2 ( M) a n d 3 H D4 6 engi nes
CJ 3 . 1 5 2 2 engine
CM 3 . 1 524 engine
CN T3. 1 5 2 4 engine

The engine n u m ber is sta m ped on a machined pad

on the rig ht side of the cyli nder block forwa rd of
the fuel lift p u m p ( see fig. A 1 ) . A typical engine
n u m ber is CJ 30060 U5 1 0 2 5 1 F.

I f you need any parts, service o r i nformation for

you r e n g ine, you m ust g ive the complete engine
n u m ber to you r Perkins d i stributor.

Fig. A 1

3.1 52 Series Workshop Manual October 1 9 9 1

 GE N ERAL I N FORMATION-A.3

Safety precautions

These safety precautio ns are i mportant. You

must refer a lso to the loc al reg u lations in the country
of use. Some items only apply to specific
appl ications.

• Only use these engi nes in the type of appl ication

for which they have been designed.
• Do not change the specification of the engine.
• Do not smoke when you put fuel i n the tan k.
• Clean away fuel which has been spilt. M aterial
which has been conta m inated by fuel must be
moved to a safe place.
• Do n ot put fuel i n the tan k while the engine runs
( u n less it is absol utely n ecessa ry) .
• Do not clean, add l u bricati ng o i l, or adj ust the
engine while it runs ( u n less you have had the
correct training; even then extreme caution must
be u sed to prevent i n j u ry) .
• Do not make adj ustments that you do not
understand .
• E n s u re that the engine does not run i n a location
where it can cause a concentration of toxic
emissions.
• Other persons m u st be kept at a safe distance
while the engi ne, or eq u i pment, is in operation.
• Do not permit loose c loth ing or long hair near
moving parts.
• Keep away from movin g pa rts d u ring engine
operation. Attention : Some movi ng parts can not
be seen clearly while the engine runs.
• Do not operate the en g i n e if a safety g u a rd has
been removed.
• Do not remove the fi l ler cap of the cooling
system while the engine is hot and while the
coolant is under pressu re, because dangerous
hot coolant can be d i scharg ed.
• Do not use salt water or any other coolant which
can cause corrosion i n the closed coolant circ u it
• Do not a llow sparks or fire near the batteries
( especially when the batteries a re on cha rge)
beca use the gases from the electrolyte are h i g h ly
fla m mable. The battery fluid is dangerous to the
skin and especially to the eyes.
• Disconnect the battery te rminals before a repa i r
is m a de to th e electrica l system.
• Only one person m ust control the engine.
• E n s u re that the engine is op e rated only from the
control panel or from the o perator' s position .
• 'If you r skin comes i nto contact with high-
pressu re fuel, obta i n m ed ical assistance
i m mediately.
• Diesel fuel and l u bricating o i l ( especially used
l u b ricating oil) can damage the skin of certain
persons. Protect you r hands with g loves or a
special solution to p rotect the skin.
• Do not wear cloth ing which is conta m i nated by
l ubricating oil. Do not put material which is con­
tam i nated with oil i nto the pockets.
• Discard used lubricating oil in a safe place to
prevent conta mination.
• Do not move mobi le equ i pment if the brakes are
not in good condition.
• Ensure that the control leve r of the transmission
drive is in the " out-of-drive" position before the
engine is sta rted.
• Use extreme ca re if emergency repairs m ust be
made at sea or in adverse conditions.
• The combustible materia l of some com ponents
of the engine ( for exam ple certai n sea ls) can
become extremely dangerous if it is bu rned.
Never allow this burnt material to come into contact
with the skin or with the eyes.
• Read and use the instructions relevant to
asbestos joi nts g iven on this page.
• Fit only gen uine Perki ns parts.
Asbestos joi nts
Some joi nts and gaskets contain com pressed
asbestos fibres in a rubber compound or in a meta l
outer cover. The "wh ite" asbestos ( C h rysoti le)
which is used is a safer type of asbestos and the
risk of damage to health is extremely small.
The risk of asbestos from joints occu rs at their
edges or if a joint is damaged when a component is
removed or if a joint is removed by abrasiofl .
To ensu re that the risk i s kept t o a m i n i m u m, the
proced u res g iven below m ust be applied when an
engine which has asbestos joints is dismantled or
assembled.
• Work in an area with good ventilation.
• Do not smoke.
• Use a hand scraper to remove the joi nts - do not
use a rotary wire brush.
• Ensure that the joint to be removed is wet with
oil or water to contain loose particles.
• Spray a l l loose asbestos debris with water and
put it in a closed contai ner which can be sealed
for safe d isposa l.

3 . 1 5 2 Series Workshop Manual, October 1 9 9 1

G EN E RAL IN FOR MATION-A 4

Engine identification
The first two letters of the engine n u m ber g ive a n
i n dication o f the e n g i n e type as s hown below.

CD 3 . 1 5 2 engine
CE 03. 1 5 2 , 03. 1 52( M ) a n d 3 H 046 engi nes
CJ 3 . 1 5 2 2 eng i ne
CM 3 . 1 5 2 4 engine
CN T3 . 1 5 2 4 engine

The engine n u m ber is sta m ped on a machined pad

on the right side of the cylinder block forward of
the fuel l ift p u m p ( see fig. A 1 ) A typical engine
.

n u m ber is CJ 3 0 0 6 0 U 5 1 02 5 1 F.

If you need a n y parts, service or i nformation for

you r engine, you m u st give the complete engine
n u m ber to you r Perki ns distributor.

Fig. A 1

3.1 52 Series Workshop Manual October 1 99 1

 SECTION B

Engine views
Perkins engines are made for specific applications
and the views which follow are not necesarily cor­
rect for your eng ine specification.
ENGINE VIEWS-8.2

Fig. 81
Front/left side of 3 . 1 52 engine

Fig. 82
Rea r/right side of 3 . 1 52 engine
 ENGINE VIEWS-8.3

Fig. 83
Front/left side of 03.1 5 2 engine

Fig. 84
Rear/right side of 03 .1 52 engine
ENG IN E V I EWS- 8.4

Fig. 85
Fro nt/ left side of 3.1 5 2 2 engine

Fig. B6 (
Rear/rig ht side of 3 . 1 5 2 2 engine
 ENG INE VI EWS- 8.5

Fig. 87
Fr ont/ l eft s i d e of T3.1524 engine

Fig. 88
R ear/ ri g ht side of T3. 1 52 4 engi ne
E NG I N E VI EW S-8 6

Fig. B9
Front left side of 3HD46 M k2 engi ne

Fig. 8 1 0
Rear right side of 3 H D46 M k2 engine
( )

3.1 52 Series Workshop Manual, October 1 9 9 1

 SECTION C
Technical Data

..
_,;i����-
- ' . -_.:.. _:_�
�
_ :.:_;,;_--
_
 T ECHNI CAL DATA-C.2

Eng i ne Data
N o. of cylinders 3
Cycle Fou r stroke
I Comb u stion system 3. 1 52 I n d i rect injection
1 Comb u stion system - All other. engi nes Di rect i njection
N ominal bore 9 1 ,44 mm (3,6 i n)
Stroke 1 2 7 m m (5 in )
Compression ratio - 3. 1 52 1 7. 4 : 1
- D3.1 5 2 18.5: 1
- U prated D3. 1 5 2 1 6. 5 : 1
- 3 . 1 52 2 19: 1
- 3 . 1 52 4 1 6 . 5 :1
- T3. 1 524 1 5.5: 1
Cubic capaci ty 2,5 l itres (1 5 2 i n3 )
.Fi rin g ord e r 1, 2, 3
Tappet clearance ( cold) - 3 . 1 52, D3. 1 5 2 0,30 m m (0.0 1 2 in)
Ta ppet clearance ( hot or cold) - 3 . 1 5 2 2 , 3. 1 524,
- T3. 1 52 4 I nl et - 0,20 m m (0.008 i n)
Exhau st - 0,3 2 mm (0.01 2 5 in)
L ubricating o i l pressure 20 7 kN/m 2 (30 l bf/in 2 ) 2 , 1 kgf/cm2 minimum at
maximum engine speed and normal engine
temperature
D irectio n of rotation Clockwise from the front
Turbocharger boost pressure* ( measured at
induction manifold) 4 1 k N/m2 ( 6.0 l bf/ i n2 ) 0,42 kgf/cm2
*V ariable accord ing to application, load and s peed.

Approxi m ate d ry engine weights (with accessories but no flywheel or backplate)

3. 1 52 202 kg (445 l b)
D3 . 1 5 2 204 kg (450 l b)
3. 1 522 210 kg (4 6 3 l b)
3.1 5 2 4 21 0 kg (463 l b)
T3.1 5 2 4 21 7 kg (478 l b)

Typical d ry i n stal l ed engine weights

Agricultural 290 kg ( 640 l b)
lndusu•al 3 1 0 kg ( 6 8 5 l b)

Rating d eta il s
3.15 2
Maxi m u m g ross rating 3 3 . 5 kW (45 bhp) at 2,500 rev/min )
Maxi m u m torq ue 1 5 5 Nm ( 1 1 5 l bf ft) 1 5,9 kgf m at 1 350 rev/min
••

03. 1 5 2
Maxi m u m g ross rating 3 6 kW (49 bhp ) at 2 , 5 00 rev/min
Maxi m u m torq u e 1 60 Nm ( 1 1 8 l bf ft) 1 6,3 kgf m at 1 .400 rev/min

3. 1 5 22
.
Maxi m u m g ross rating 33.2 kW (44.5 bhp) at 2,500 rev/min
Maxi m u m torq ue 1 60 Nm ( 1 1 8 l bf ft) 1 6,3 kgf m at 1 .400 rev/min

3. 1 5 24
Maxi m u m g ross rating 39 kW ( 5 2.0 bhp) at 2, 500 rev/ min
Maxi m u m torq u e 1 7 4 Nm ( 1 28 l bf ft) 1 7, 8 kgf m at 1 ,350 rev/min

T3. 1 5 24
Maxim u m g ross rating 45 kW ( 60.0 bhp) at 2, 2 5 0 rev/min)
M axi m u m torq ue 2 1 0 Nm ( 1 5 5 l bf ft) 2 1 .4 kgf m at 1 ,500 rev/min )
N ote: The rating and torqu e i nformation g iven a bove is general for BS . A U 1 4 1 a: 1 9 7 1 conditions and can
change with di fferent applications. For more detai ls, apply to Technical Services Department Perkins Engines
L i m ited, Peterborough, En g la n d or to one of the compani es g iven on page A6.

3.1 52 Series Workshop Manual. October 1 9 9 1

 TECH N ICAL DATA-C.3

Reco mme nded to rqu e te nsio ns

The torque ten si ons gi ven below wi l l apply wi th the components li ghtly lubri cated wi th clean engi ne l u b ri cati ng
oi l before assembly .
Cyli nd e r head n uts (c old) ... .. . 8 1 Nm ( 60 l bf ft) 8,3 kgf m
Cyli nder head n uts/ se tscrew s ( cold) 9 5 N m (70 l bf ft) 9 , 7 kgf m
Connecti ng rod self locki ng n uts
( not p lated) 9 5 N m (70 l bfft ) 9 ,7 kgf m
Connecti ng rod n uts ( cad m i u m plat ed) 6 1 Nm (4 5 lbf ft) 6,2 kgf m
Connect in g rod n uts ( phosphated) 8 1 Nm ( 60 l bf ft) 8 , 3 kgf m
M ai n bearing s etsc rews 1 50 N m ( 1 1 0 lb f ft) 1 5,0 kgf m
I d ler gear h u b sets crew 6 8 N m ( 50 l bfft ) 6 ,9 kgf m
Camshaft gear setsc rews ... 28 N m (2 1 l bf ft) 2 ,9 kgf m
Balance wei ght setscrews 75 N m ( 55 lbf ft) 7 ,6 k gf m
F lywheel s etscrews 1 06 N m ( 7 8 l bf ft) 1 0, 8 kgf m
Flywheel housi ng/A da ptor plate s etsc rews 49 N m ( 3 6 .0 l bf ft) 5 ,0 kgf m
A tomi ser flan g e n uts 1 6 N m ( 1 2 l bf ft) 1 , 7 kgf m
A tomise r c la m p n uts 1 2 N m ( 91 bf ft) 1 ,2 kgf m
Cra n kshaft pulley setscrew with 4,8 mm ( 3/ 1 6 in)

/
� -­
thi ck washer
Cra n kshaft p ul ley setscrew wi th 8,9 m m ( 0. 3 5 i n)
142 N m (10 51 bfft ) 1 4 ,5 kgf m

thi ck washer 3 2 5 N m ( 240 l bf ft) 3 3,2 kgf m

Dynamo p u l l ey n ut ( 7/ 1 6 i n) 2 7 N m ( 20 l bf ft) 2 , 7 kg f m
Dynamo p u l l ey nut (5/8 in ) 3 4 N m ( 2 5 l bf ft) 3 ,5 kgf m
A lternator pulley nut ( 7/ 1 6 in) 4 1 N m ( 3 0 l bfft ) 4,1 kgf m
Alte rn ator p u l l ey n ut (9/ 1 6 i n) 4 1 N m (30 l bf ft) 4,1 kgf m
A ltern ator p u lley n ut ( 5/ 8 in) 5 1 Nm (42 l bf ft) 5 ,8 kgf m
Hi g h press ure fuel pipe n uts 20 Nm ( 1 51 bfft ) 2 , 1 kgf m
Thermostart 1 3,6 N m (10 lbfft ) 1 ,4 k gf m
Thermostart adaptor ( where fitted) 1 3,6 N m ( 1 0 lb f ft) 1 ,4 kgf m
Fuel i njecti on pump wi th tapered shaft nut 8 1 N m (601 bf ft) 8,3 kgf m

I' . S h i m was hers and t ab w ashers fitt ed under the mai n bearing setscrews have been di scarded and need not be
· \·t fitted i n serv ice.

); <:'here self locking n uts a re removed, they m us t not be used agai n.

�-� ..
\"

3.1 52 Series Workshop Manual, October 1 99 1

�;:;
:-,;�\�'
T EC H N ICAL DATA- C.4

Component Data and Dimensions

This information is given as a guide for personnel engaged on engine overhauls and the dimensions are mainly
those used in the factory.

Where the information changes for different engine types, this is indicated in the text

Cyl ind e r bloc k

Height o f cylinder block between top and bottom
faces 349,0 1 /349,08 mm (13.7405/ 1 3.7435 in)
Parent bore diameter for cylinder liner 93,66/93,69 mm (3.6875/3.6885 i n)
Depth of recess for liner flange
(cast iron liners) 3,76/3,86 mm (0.148/0. 1 52 in)
Depth of recess for liner flange
(chromium faced liners) 1 , 1 7/ 1 ,24 mm (0.046/0.049 in)
Diameter of recess for liner flange
(cast iron liners) 97,03/97,16 mm (3.820/3.825 in)
Diameter of recess for liner flange
(chromium faced liners) 97,03/97, 1 6 mm (3.820/3.825 in)
Main bearing parent bore diameter 74,08/74, 1 0 mm (2.9 1 65/2.9 1 75 in)

)
Parent bore for No. 1 camshaft bearing bush
(where fitted) ... 50,80/50,83 mm (2.000/2.00 1 2 in)
Inside diameter of No. 1 camshaft bearing bush
(where fitted) ... 47,55/47,60 mm ( 1 .872/1.874 in)
Camshaft bore diameter- No. 1 47,60/47,68 mm (1.874/1.877 in)
Camshaft bore diameter- No. 2 47,35/47.42 mm ( 1 .864/1.867 in)
Camshaft bore diameter- No. ·3 46,84/46,9 1 mm (1.844/1. 847 in)

Cyl ind e r l in e rs - cast i ron, p lain

Type Dry-interference fit
Outside diameter 93,7 1 /93,74 (3.6895/3.6905 in)
Inside diameter (finished size) 9 1 .48/9 1 ,50 mm (3.6015/3.6025 i n)
Length 2 1 5, 77/2 1 6,03 mm (8.495/8.505 in)
Interference fit in cylinder bore 0,03/0,08 mm (0.00 1 /0.003 in)
Relationship of top of liner
to top face of cylinder block 0,05 mm (0.002 in) above to
0,10 mm (0.004 in) below

Cylinder liners - cast iron, flanged

Type- Factory fitted liner Dry- interference fit
- Service liner Dry- pre-finished- i nterf erence/ clearance fit
Outside diameter of factory fitted liner
Outside diameter of service liner
93,71/93.74 mm (3.6895/3.6905
93,66/93,69 mm (3.6875/3.6885 i n)
in)
)
Interference fit of factory fitted liner in cylinder
block 0,03/0,08 mm (0.00 1 /0.003 in)
Interference/clearance fit of service liner i n
cylinder block ... 0,03/0,03 mm (0.00 1 /0.00 1 i n)
Inside diameter of finished factory fitted liner in
cylinder block ... 9 1 .48/9 1 ,50 mm (3.60 1 5/3.6025 in)
Inside diameter of pre-finished service liner in
cylinder block ... 9 1 .50/9 1 ,53 mm (3.6025/3.6035 i n)
Outside diameter of l i ner flange ... 96,60/96,72 mm (3.803/3.808 in)
Flange thickness 3,76/3,8 1 mm (0. 1 48/0. 1 50 i n)
Liner flange relationship to top face of cylinder
·

block +0, 1 0/- 0, 1 0 mm (+0.004/- 0.004 in)

Maximum bore wear (new liner needed) 0, 1 8 mm (0.007 in)

Cy l in d e r l i ne rs - ch rom i u m fac ed
Type Dry- i nterference/ clearance fit - pre-finished
Outside diameter of l i ner . .. 9 3 , 6 6/93,6 9 mm ( 3 . 6 8 7 5/3 . 6 8 8 5 i n)
I nterference/clearance fit of l i ner in cyl i nder
block 0,03/0,03 mm (0.00 1 /0.00 1 in)
Insidediameter of liner in cyl i nder block 9 1 .4 8/9 1 ,50 mm ( 3 . 6 0 1 5/3.6025 in) ( )
Flange t hickness 1 ,07/ 1 , 1 4 m m (0.04 2/0.04 5 in)
 TEC H N I CAL DATA- C. 5

Flange d i a m eter 96,65/96, 7 7 mm ( 3 . 805/3.8 1 0 i n)

Depth of l i ner flange below top face of cyl i nder
block 0,03/0, 1 8 m m (0.00 1 /0.007 i n)

Piston s - 3. 1 52
Type Flat topped
R elation s h i p of piston heig ht to top face of cylinder
block 0,00/0, 1 3 mm (0.000/0.005 in) BELOW
Bore d i am eter of g udgeon pin 3 1 , 75 3/3 1 , 75 8 mm ( 1 . 250 1 /1 . 2503 i n)
Ring g roove width - top and 2 nd 2,43/2,46 mm (0.095 7/0.096 7 in)
- 3 rd 3,23/3 ,25 m m (0.1 2 7/0. 1 28 in)
- 4th and 5th 6,40/6,43 m m (0. 25 2/0. 2 53 in)
Maxi m u m top ring c l earance ( with new ring
fitted) 0, 1 8 m m (0.00 7 i n)

Piston s - 03. 1 52
Type Toroidial cavity i n top
Relationsh i p of piston height to top face of cylinder
block 0, 1 0 mm (0.0 04 in) ABOVE to 0,03 mm
(0.00 1 in) BELOW
Bore d i a meter for g udgeon p i n . . . 3 1 , 75 3/3 1 . 75 8 mm ( 1 . 25 0 1 /1 . 25 03 i n)
R i ng g roove width - to p a nq 2 nd 2,43/2,4 6 m m (0 . 0 9 5 7/0. 0 9 6 7 in)
- 3 rd 3, 2 3/3,2 5 mm (0 . 1 2 7/0 . 1 2 8 i n)
- 4th and 5th 6,4 0/6,4 3 mm (0.25 2/0.253 i n)
Maxim u m top ring cl earance ( with new ring
fitted) 0, 1 8 m m (0.007 i n)

Piston s - U p- rated AD3 . 1 52

Type Cavity i n top
Relationship of piston height to top face of cylinder
blo ck ... ... .. . 0,03/0,1 5 mm (0.00 1 / 0.006 i n) BELOW
Bor e dia meter for gudgeon pin .. . 3 1 . 75 3/ 3 1 , 75 8 mm ( 1 . 25 0 1 /1 .2503 i n)
Ring g roove wid th - top, 2n d a nd 3 rd 2,43/ 2,46 mm ( 0.095 7/0.0967 i n)
- 4th 4,8 1 / 4,84 mm (0. 1 8 95/0. 1 905 in)
Maxi m u m t o p r i n g clear ance ( with n ew ring
fitted) 0, 1 8 m m (0.007 in)

Piston s - 3 .1 522, 3 . 1 524, T3.1 524

Type 3 . 1 5 2 4
Relat ;'o nship of piston height to top face of cy l i nder
block . 'l ...
Type 3 . 1 5 2 4, T3 . 1 5 2 4
Relationship of piston height to top face of cyl inder
block
Centre point of g u dgeon pin to top of piston
B ore diameter for g udgeon pin ...
Top ri ng g roove width ( fo u r ring piston on ly)
All other compression ring g roove widths
Oil control ring g roove width
) Maxi m u m top ring clea ra nce ( with new ring
fitted)
Re-entrant bowl piston. Four ring piston has steel
insert in top g roove. Three ring piston h as top ring
groove machi ned in a hard insert.
0,03 mm (0.00 1 2 i n) ABOVE to 0, 1 7 mm
(0.0065 in) BELOW
Cavity in crown. Three ring piston
0,02/0, 1 5 mm (0.00 1 /0.006 i n) BELOW
G rade H - 6 1 ,80/ 6 1 ,85 mm (2,3429/2,4349 in)
G rade L - 6 1 ,6 6/6 1 ,6 9 m m (2 .42 7 4/4.42 8 9 in)
3 1 , 75 3/3 1 , 758 m m ( 1 .25 0 1 /1 . 2 503 i n)
2,43/2 ,48 mm (0.095 7/0.09 7 7 in)
2,43/2,46 m m (0.095 7/0.09 6 7 i n)
4,8 1 /4,84 mm (0. 1 8 95/0. 1 905 in)
0, 1 8 mm (0.007 i n)

3.1 5 2 Series Workshop Manual. October 1 9 91

T ECHNI CAL DATA- C.6

Ring gaps
The ring g a ps g iven a re when c h ecked i n part of the cyli nder bore which is not worn.
Piston rings- 3. 1 5 2 with cast i ro n l iners and 03. 1 5 2 rated u p to 2,25 0 rev/min
Type top C h romi u m plated compression
2 nd Parallel face compression
3 rd L am i nated segment compression
4th Spring loaded laminated scraper
4th - 3 . 1 5 2 rated a bove
2, 2 5 0 rev/ m in Slotted scraper
5th Slott ed scraper
Ring width top a nd 2 nd 2,36/2 ,3 8 mm (0.092 8/0.093 8 in)
scraper . .. 6 ,3 2/6 ,3 5 m m (0.249/0.2 50 i n)
Ring clearance i n g roove
top and 2 nd 0,05/0, 1 0 mm (0.00 1 9/0. 003 9 i n)'
scraper ... 0,05/0 , 1 0 mm (0.002/0.004 in)
Ring gap top 0,36/0, 76 mm (0.0 1 4/0.030 in)
Ring gap 2 nd a n d scraper 0,28/0,6 9 mm (0.0 1 1 /0.0 2 7 i n)
Some 03 . 1 5 2 e n g i nes rated u p to 2 , 2 5 0 rev/min use the piston rings as g iven for higher rated 03 . 1 5 2
engines. A fuel i njection p u m p code ( see p u m p data pla te) which starts w ith TW 50 or WW 4 7 E normally indi-
cates this piston ring a rrangement c. )
Piston rings- 3. 1 5 2 with chrom ium faced l iners
Type top Paral le l face compression
2 nd T apered face com pression
3 rd L a minat ed segment
4th and 5 th Slotted scraper
R i ng width top and 2 nd 2,36/2,3 8 mm (0.0 9 2 8/ 0. 093 8 in)
4th and 5th 6,3 2/6,3 5 m m (0.249/0.2 5 0 in)
Ring clearance i n g roove -
top and 2 nd 0,05/0, 1 0 mm (0.00 1 9/0.003 9 in)
4th and 5 th 0,05/0, 1 0 mm (0.002/0.004 i n)
Ring gap top, 2 nd, 4th a n d 5th 0,28/0,6 1 mm (0.0 1 1 /0. 024 i n)

Piston rings- 03. 1 5 2 rated above 2,25 0 rev/min

Type top Chromi u m pl ated compression
2nd P a rallel face compression
3rci I nternally stepped com pr ession
4th Chromiu m faced, coi l spring l oaded scraper
Ring width top a n d 2 nd 2, 3 6/2,3 8 mm (0.09 2 8/0.093 8 i n)
3 rd 2,3 5/2,3 8 mm (0.0 9 2 7/0.093 7 in)
4th 6,3 2/6,3 5 mm (0.249/0. 2 50 in)
Ring clearance in g roove­
top and 2 nd 0,05/0, 1 0 mm (0.00 1 9/0.003 9 in)
3 rd 0,05/0 , 1 0 mm (0.002/0.004 i n)
Ring gap top 0,36/0,6 9 mm (0.0 1 4/0.02 7 in)
2 n d a n d 3 rd 0,2 8/0,6 1 mm (0.0 1 1 /0.024 i n)
4th 0,36/0,6 9 mm (0.0 1 4/0.027 i n)
Piston, rings- u p- rated AD3 . 1 5 2
Type top Chrom i u m plated compression
2 nd and 3 rd I nternally stepped comp ression
4th Chromi u m faced, coil spring load scraper
Ring width top 2,36/2,3 8 mm (0.0 9 2 8/0.093 8 i n)
2 nd and 3 rd 2,3 5/2,3 8 mm (0.09 2 7/ 0.093 7 in)
4th 4,7 2/4,76 mm (0. 1 862/0. 1 9 7 5 in)
R i ng cleara nce in g roove -
top 0,05/0, 1 0 mm (0.00 1 9/0.003 9 in)
2 nd and 3 rd 0,05/0, 1 0 mm (0.002/0.004 in)
4th 0,05/0, 1 1 mm (0.002/ 0.0045 in)
R i ng gap top 0,36/0,6 9 mm (0.0 1 4/0.0 2 7 in)
2 nd and 3 rd 0,28/0,6 1 mm (0.0 1 1 1 0.024 i n)
4th 0,25/0,74 mm (0.0 1 0/0.029 in)
 TECHNICAL DATA-C.7

Piston ri ngs - 3 . 1 522

Type top C h romium i nsert , co pper fin ished comp ressio n
2n d or 2 nd and 3 rd I nternally stepped , copper finished compression
3 rd or 4th C h rom i u m f aced, coi l sprin g loaded scra pe r
Ring width top 2,36/2,3 8 m m (0.0 9 2 8/0. 0 93 8 in)
2 nd or 2 nd and 3 rd 2,3 5/2,3 8 m m (0.092 7/0.093 7 in)
3 rd or 4th 4,7 2/4,76 m m (0. 1 860/0. 1 8 7 5 in)
Ring cleara nce i n g roove -
top (4 ring piston only) 0,05/0, 1 0 mm (0. 00 1 9/0.003 9 in)
a l l oth e r rings . . . 0,05/0, 1 0 mm (0.002/0.004 i n)
Rin g gap top 0,30/0,7 4 mm (0.0 1 2/0. 0 2 9 in)
2n d or 2 nd and 3 rd 0,20/0,6 4 mm (0.008/0.025 in)
3 rd or 4th 0,25/0,76 mm (0.0 1 0/0.03 0 i n)

Piston ri n g s - 3 . 1 5 24, T3. 1 5 24

Top compression Tapered sem i inlay, c h rome faced compression
Second compression Tapered face compression
Oil con trol Spring loaded, laminated scraper

Piston ri ngs - 3 . 1 52 2, 3 . 1 52 4, T3 . 1 524

Top ring w idth 2 ,36/2,3 8 m m (0.09 2 8/0.093 8 in)
2 nd o r 2 nd and 3 rd ring wid th 2,3 5/2,3 8 m m (0.092 7/0.093 7 in)
Oil control ring w di th 4, 7 2/4,73 m m (0. 1 860/0. 1 86 5 in)
Top rin g clearan ce i n g roove ( 4 ring
piston only) 0,05/0, 1 2 mm (0.00 1 9/0.0049 in)
A ll other ring cleara nces in g roove 0,05/0, 1 0 mm (0.002/0.004 in)
Ring gap top 0,30/0,74 mm (0.0 1 2/0.023 in)
2n d or 2 nd a n d 3 rd 0,20/0,6 4 mm (0.008/0.0 2 5 in)
oil control 0,2 5/0,76 mm (0 .01 0/0.030 in)

Gudgeon p i n s
Type Fully floating
Outside diameter 3 1 , 744/3 1 , 7 5 0 mm ( 1 .249 7 5/ 1 .2 5000 in)
Clea rance fit in piston boss 0,003/0,0 1 5 mm (0.000 1 2/0.00060 in)
C learance fit in s m a l l end bush ... 0,0 1 /0,04 mm (0.0005/0.00 1 7 5 in)

Small end bushes

Type Steel back, lead bronze face
O utside dia meter 3 5,0 1 /3 5,05 mm ( 1 .3 7 8 5/ 1 .3 800 in)
Length 26,62/26 , 8 7 m m ( 1 .048/1 .0 58 i n)
I nside diameter when machined 3 1 , 76/3 1 . 7 9 mm ( 1 .2505/ 1 .2 5 1 5 i n)

Con necti ng rod s

Type H section
Big end parent bore d i ameter 60,83/60,85 mm (2.3 9 50/2.3 9 5 5 in)
Smal l end parent bore d ia meter 3 4,92/3 4,96 mm ( 1 .3 74 7 5/ 1 .3 7 620 in)
Big, end width ... 3 9,3 8/3 9.43 mm ( 1 . 5 502/1 . 5 5 2 5 in)
Big end side clea rance on c ra n kpin 0,24/0,50 mm (0.009 5/0.0 1 98 in)
Length between bore centres (03 . 1 5 2 , 3 . 1 522,
3 . 1 5 24, T3 . 1 52 4 223 ,80/2 23 , 8 5 mm (8. 8 1 1 /8.8 1 3 in)
Length between bore centres (3 . 1 5 2 ) 228,57/ 2 2 8 ,63 mm ( 8 . 9 9 9/9.00 1 in)

3.1 5 2 Series Workshop Manual, October 1 9 9 1

TECH NICAL DATA-C.8

Co n necti ng rod a l i g n me nt
L arge and small end bores m u st be sq u a re and parallel to each other inside the tolera nce of ± 0,2 5 m m
( 0 . 0 1 0 in) measured 1 2 7 m m ( 5 in ) each side o f the axis o f the rod o n a test mandrel a s shown i n fig. C 1 . W ith

.
the sma l l end bush f itted, the to lerance of± 0,25 mm (0,0 1 0 in) is reduced to± 0,06 mm (0.002 5 in) .

-- r - --
·�
n
-- .. - ..
-e
c E .5 E
�. 51n Sin != E
o&n o•
• ('I • II)
0
0
•
127mm • 127mm ON
+I +lo
+I +I
...I ...I

t"'
"
- - ••

..___.

Fig. C 1

Co n n ecti ng rod b ea ri ngs

Type Steel back, aluminium tin face
In side d i ameter 5 7 , 1 9/ 5 7,2 1 m m ( 2. 25 1 5/2 . 2 5 2 5 in)
Clea rance on big end 0,06/0, 1 0 mm { 0.0023/0. 0041 in)
Shell thickness 1 ,8 1 6/1 ,822 m m ( 0. 0 7 1 50/0 .0 7 1 7 5 in)

Cra n ks haft
M ai n jou rnal diameter 6 9 , 8 1 /6 9,83 m m ( 2.7485/2 . 7 4 93 in)
Ma i n journal length - N os. 2 and 3 3 0,85/3 1 ,06 m m ( 1 .2 1 4 7/ 1 . 2 2 2 7 i n)
M ai n journal length - N o. 4 ( rope seal) 4 7 ,60/47 ,6 8 m m ( 1 . 8 742/1 . 8 7 7 2 i n)
M ai n journal l ength - N o. 4 ( li p seal) 46,80/46,88 mm ( 1 .8427/ 1 . 8 4 5 7 in)
M ai n journal fillet . radi i 2,3 8/2, 7 8 mm (0.093 7/0. 1 094 i n)
Cra n kpin d i ameter 5 7, 1 1 /5 7 , 1 3 m m ( 2.2484/2.2492 in)
Cra n kpin length I 3 9, 7 5 m m ( 1 . 5 6 2/1 . 56 5 i n)
C ra n kpin fil let radi i 3 ,97/4,3 7 mm (0. 1 5 62/1 . 1 7 1 9 in)
Finished s u rface - a l l main j ou rnals and
crankp in s 0,4 mi cron s (16 mi cro inches) maxi m u m
F in ish ed surf ace - F i l et radii 1 ,3 mi crons (50 micro i nch es)
Rope seal helix d ep th 0, 1 0/ 0,20 mm (0.004/0.008 i n)
Rope seal helix width 1 ,27/2,03 mm (0.050/0.080 i n)
Crankshaft end clearance
M ai n jou rnals and crankpin d i a m eters service g rin d
0,05/0,3 8 mm (0.002/0.0 1 5 i n)
)
undersizes - 0,2 5 mm (0.0 1 0 in)
- 0,5 1 m m (0.020 in)
- 0, 7 6 mm (0.03 0 i n)
M axim u m permissible main journal and cra n kpin
wear 0,03 8 mm (0.00 1 5 i n)

Cra n kshaft thru st washers

Type Steel back, a l u m i n i u m tin face
Position ... Each side of rear main bearing
Thickness - standard 3 , 0 7/3 , 1 2 mm (0. 1 2 1 /0. 1 23 i n)
Thickness - oversize 3,26/3 ,3 1 mm (0. 1 2 8 5/0. 1 3 0 5 in)

Cra n ks haft ma i n bea r i n g s

Type Steel back, a l u m i n i u m tin face
Bearing width - N o. 1 3 2, 1 1 /3 2 ,3 6 mm ( 1 . 264/ 1 .2 7 4 in)
Bearing width - N o. 2 and 3 23 , 5 5/23 ,80 mm (0.92 7/0.93 7 in)
Bearing width - N o. 4 3 8, 9 1 /3 9, 1 7 mm ( 1 . 53 2/ 1 .542 i n)
Bearing thickness 2,096/2, 1 02 mm (0.082 5 0/0.08 2 7 5 in)
I nside diameter 69,88/69,9 1 mm ( 2. 7 5 1 0/2 . 7 5 2 5 i n)
Bearing clearance 0,04/0, 1 0 mm (0.00 1 7/0.0040 i n)

3.1 52 Series Workshop Manual. October 1 9 9 1

 TEC H N ICAL DATA-C. 9

Cam s haft
N o. 1 journal diameter 4 7 .4 7/47,50 mm ( 1 . 86 9/ 1 .870 in)
N o. 2 journal diameter 4 7 ,22/47,24 m m ( 1 . 8 5 9/ 1 . 860 in)
N o. 3 journal diameter 46, 7 1 /46 . 7 4 m m (1 .83 9/ 1 .840 in)
N o. 1 journal clea rance (vv ith bush) 0,05/0, 1 3 m m (0.002/0.005 in)
N o. 1 journal clearance ( no bush) 0. 1 0/0.2 0 mm (0.0 04/0.008 i n)
N os. 2 and 3 journal cleara nce 0, 1 0/0,20 m m ( 0.004/0.008 i n)
Cam l ift 7, 90/7 ,9 8 m m ( 0.31 1 / 0.31 4 i n)
Spigot diameter of gear 50,76/50, 7 9 m m ( 1 . 9 9 8 5/ 1 . 9 9 9 5 in)
M axim u m permissible camshaft jou rnal wear 0,05 m m (0. 002 i n)

Cyl i nd e r head
D epth
M axim u m permissible d i stortion
Permissible a mount to mac h i n e off head face
- 3 . 1 52
Permissible amount to machine off head face
- 03 . 1 5 2
Permissible amount to machine off head face
- Up- rated A D3 . 1 5 2
Permissible amount to machine off head face
- 3 . 1 5 2 2 , 3 . 1 524, T3 . 1 5 2 4
N ote: S hi m washers or extra atomise r seating washers m u st not b e used to redu ce the n ozzle p rot ru sion.
Leakage pressu re test
V alve seat angle - 3 . 1 5 2 ...
V alve seat angle - 03 . 1 5 2 before engine n um ber
CE. .... U584638F
Va lv e seat angl e - 03.1 5 2 from engine num ber
CE. ... . U 5 8 463 8 F
V alve seat angle - 3 . 1 5 2 2, 3 . 1 5 2 4,
V al ve seat angle - T3 . 1 5 24
Tappet bore in cylinder head
V alve g u ide bore in cyl i nder h ead
7 5, 8 2/76 , 5 8 m m ( 2. 9 85/3 .0 1 5 in)
0, 0 76 m m (0.003 i n) across head 0 , 1 52 m m
(0.006 in) along head
H ead depth m ust not be l ess t han 7 5,69 m m
(2.980 i n) mi ni mu m
0,3 0 m m (0.0 1 2 in) maximum. N ozz le protrusion
m ust not be more than 4,6 7 mm ( 0. 1 8 4 in) when
machined
0,3 0 mm (0 .0 1 2 in) m aximum. N ozzle protrusion
m ust not be more than 4, 5 5 m m (0.1 79 in ) w hen
machi ned
0,3 0 mm (0.0 1 2 in) m axim um . N ozzl e p rotrusion
must not be m ore than 6 ,3 2 m m (0.24 9 i n) when
machi ned
207 kN/m 2 (3 0 l bf/i n 2 ) 2, 1 1 kgf/cm2
45o
45 o o r 3 5 o (v a riable with a pplication)
4 5 o or 3 5 ° ( variable with application)
1 5, 86/ 1 5,89 mm (0 .6 245/0.6 2 5 7 5 i n)
1 2,6 9/ 1 2, 7 1 m m (0. 4 9 9 5/0 . 5005 in)

Va lve g u ides - 3 . 1 52 a n d 03 . 1 52
I nside diameter 7 , 9 8/8,0 1 mm (0.3 1 4 1 /0.3 1 5 5 in)
Ou tside diameter I 1 2, 73/ 1 2, 7 5 mm ( 0. 5 0 1 3/0.50 1 8 in)
I nterference fit of g u ide in head I 0,02/0,06 mm (0.0008/0.0023 in)
Length 6 1 ,60/62,36 mm (2.425/2.455 in)
Protru s ion above spring seat face 1 4, 73/ 1 5,09 m m (0. 5 8 0/0. 594 in)

Va lve g u ides - 3 . 1 52 2, 3 . 1 524, T3. 1 524

I nside d iameter 7 , 9 8/8 ,0 1 mm (0.3 1 4 1 /0.3 1 5 5 i n)
Outside diameter I 1 2, 73/ 1 2 , 7 5 mm (0, 5 0 1 3/0.50 1 8 in)
I nterference fit of g u ide in h ead I 0,02/0,06 mm (0.0 008/0.0023 in)
Length - inlet ... 5 5, 98/56, 74 mm (2. 204/2.23 5 i n)
Length - exhaust 6 1 .54/62,3 1 mm ( 2.423/2.453 in)
) Protrusion above spring seat face - i n l et 9, 1 9/9, 5 5 mm (0.36 2/0.3 76 i n)
Protrusion above spring seat face -exhaust 1 4, 73/1 5,09 mm (0. 580/0. 594 in)

3. 1 52 Series Workshop Manual, October 1 9 9 1

 TEC H N I CAL DATA-C. 1 0

I n l et va lves
V alve stem d i ameter 7 ,90/7,92 m m (0. 3 1 1 /0 . 3 1 2 i n)
Cleara nce fit of valve in g u ide 0,05/0, 1 1 mm (0.00 2 1 /0.0045 i n)
M axim u m permissible stem/ g uide clear ance 0, 1 5 m m (0.006 i n)
Face a n gl e - 3 . 1 5 2 . . . 45°
Face a n g le - 03 . 1 5 2 before e ng i ne n u m ber
C E..... U 58 463 8 F 4 5 ° or 3 5 ° ( variable with application)
Face a ngle - 03 . 1 5 2 from engine n u m be r
CE..... U 5 8 463 8 F
Face a n gl e - 3 . 1 5 2 2 , 3 . 1 524, T3 . 1 5 2 4
V a lve h ead depth below cylinder head face
- 3 . 1 52 1 ,6 8/2,03 mm (0.066/0.080 i n)
- 03 . 1 5 2 with 4 5 ° seats .. . 1 ,5 0/ 1 .89 mm (0.05 9/0. 0 7 4 i n)
- 03 . 1 5 2 with 3 5° seats .. . 1 ,3 2/ 1 ,6 3 mm (0.0 5 2/ 0.064 i n)
· - 3 . 1 5 2 2 , 3 . 1 524, T3 . 1 524 1 , 3 2/ 1 ,6 3 mm (0.05 2/0.064 i n)
M aximu m per missible valve head dept h in ser vice
- 3 . 1 5 2 ... 3 , 5 0 m m (0. 1 40 i n)
- 03 . 1 5 2 with 4 5 ° seats . . . I 2.40 m m (0.094 i n)
·

- 03 . 1 5 2 with 3 5° seats .. . I 2, 1 3 m m (0.084 in)

- 3 . 1 5 2 2 , 3 .15 24, T3 . 1 52 4
Exhau st va lves
V alve stem d ia m eter
Cl ea ra nce fit of valve in g u ide
M axim u m per missible stem/ g uide clearance
Face a n g l e - 3. 1 5 2 . . .
Face angle - 03 . 1 5 2 b efore eng ine n u m be r
CE. . .. . U 58 463 8 F
Face a ngl e - 03 . 1 5 2 from engi ne n u mber
C E .... U 5 8 463 8 F
. 35°
Face angle - 3 . 1 5 2 2 , 3 .15 24, ...
F ace angle - T3. 1 524
V alve head depth b elow cylinder he ad face
- 3 . 1 5 2 ...
- 03. 1 5 2 with 4 5 ° seats .. .
- 03. 1 5 2 with 3 5 ° seats .. .
- 3 . 1 5 2 2 , 3 . 1 5 2 4 , T 3 . 1 524
M aximum p ermissibt e'valve'h ead dep th i n service
-3.152 ...
- 03.1 5 2 with 4 5 ° seats .. . 2.40 mm (0.094 i n)
- 03. 1 5 2 with 3 5 ° seats . . .
- 3 . 1 5 2 2 , 3 . 1 5 2 4 , T3 . 1 5 2 4
I 2, 1 3 mm (0.084 i n)
7 , 9 0/7 ,9 2 m m (0 .3 1 1 /0.3 1 2 i n)
0,0 5/0, 1 1 mm (0.00 2 1 / 0.0045 i n)
0, 1 4 m m (0.00 5 5 i n)
45°
4 5° o r 3 5 ° (v ariable with application)
3 5°
45o or 3 5 ° ( va riable with application)
1 ,6 8/ 2,03 mm (0.066/0.080 i n)
1 .4 7/ 1 ,8 7 mm (0. 0 5 8/0.0 73 i n)
1 ,60/ 1 ,92 mm (0.06 3/0.0 7 5 5 in )
1 ,6 0/ 1 ,9 2 mm { 0.0 63/0.07 5 5 in )
3 , 50 m m{0.140;in)
2.40 m m (0.094 i n)
2 .40 m m (0.094 i n)

Oute r va lve spri ngs

Free l ength 45,29/45,80 mm ( 1 . 7 8 3/ 1 .8 03 i n)
Fitted length 3 8, 1 0 mm ( 1 . 5 00 i n)
Load at fitted length 1 0, 3 4 kg± 0,90 kg ( 2 2 . 7 5 lb± 2 lb)

I n ne r va lve spri ngs ( where fitted)

Free leng th 3 4, 6 7/3 5 ,69 mm ( 1 .3 6 5/ 1 .405 i n)
Fitted length 3 0, 1 6 mm ( 1 . 1 8 7 5 in)
Load at fitted l ength 3,63 kg± 0.45 kg (8.0 lb± 1 l b)

Ta ppets
Stem d i a meter 1 5 ,80/ 1 5,84 (0.6 2 2 2/0.6 2 3 7 i n)
Cleara nce in cyl i nder head bore ... 0,02/0,09 mm (0.0008/0.0036 i n)

Rocke r shaft
O utside d i a meter 1 5 ,8 1 / 1 5,84 mm (0.6223/0.6 2 3 8 i n)

Rocker levers
Bore d i ameter ... 1 5, 8 6/ 1 5,89 mm (0.62480/0.6 26 1 0 i n)
Cleara nce fit on rocker shaft 0,03/0 , 1 0 mm (0.00 1 0/0.003 8 i n) I_)
Maxi m u m permissible cleara nce 0, 1 3 m m (0.005 in)

3.152 Series Workshop Manual, October 199 1

 TECH N I CAL DATA-C. 1 1

Camshaft gear
N u mb er o f teeth 50
Gear bore d ia meter ... 50, 7 9/5 0,83 m m ( 1 . 9 9 9 5/2.00 1 in)
C learance fit of gear on spigot 0,00/0,06 m m (0.0000/0. 0025 in)

I d l e r gear and h u b
N um ber of teeth 90
Gear bore diam eter ... 53,98/5 4,02 m m ( 2 . 1 250/2 . 1 2 6 6 i n)
Hub di ameter ... . .. 5 3,92/5 3,94 m m ( 2 .1 2 30/2. 1 23 8 i n)
Clearance of gear on hub ... 0,03/ 0,09 m m (0.00 1 2/0 .0036 i n)
Gear width 3 3,4 7/33,59 m m ( 1 . 3 1 7 5/ 1 . 3 2 2 5 i n)
Length of h u b ... 3 3 , 7 2/3 3,85 m m ( 1 .32 75/1 . 3 3 25 i n)
Gear end cleara nce ... 0, 1 3/0,3 8 mm (0.005/0.0 1 5 i n)
Maxi m u m permissible gear end clearance 0,46 mm (0.0 1 8 i n)

Cra n kshaft gear

N um ber of teeth 25
Bore d i ameter ... 3 8 ,09/38, 1 3 m m ( 1 .49 9 5/ 1 .50 1 0 in)
Spigot diameter of cra nkshaft 3 8 , 1 0/38, 1 1 m m ( 1 . 5000/ 1 .5005 in)
Clearance/i nterference fi t of gear on
cra n kshaft 0,03/0,03 mm (0.00 1 /0.00 1 i n)

F u e l p u m p gear
N um ber o f teeth 50
Bore di a meter ... 44,45/44,48 m m ( 1 . 7 50/ 1 . 7 5 1 in)
Spigot d i ameter of pump .. . 44,4 0/44,42 m m ( 1 . 7 480/ 1 . 7 488 i n)
Cleara nce fit of g e a r on s pi got 0,03/0,08 mm (0.00 1 2/0.003 i n)

Ti m i ng gear back lash

A l l gears 0 ,0 8 mm (0 .003 i n) minim u m

Lu b ricati ng o i l p u m p i d l e r gear
N u m ber o f teeth 21
Bore diameter ... 1 9,05/ 1 9,08 m m ( 0 . 7 5 0/0. 7 5 1 i n)
Outs.ide. diam et er o f bus ? 1 9,10/1 9,1 4 m m (0. 7 5 2 0/0. 7 5 35 i n)
Interference fit of bush in g .ear
. 0,03/0,09 m m (0.00 1 0/0 .0035 in)
I nsid e di am eter of bush - fitted ... 1 6, 6 7/ 1 6,69 m m ( 0 . 6 5 6 2/0. 65 72 i n)
S haft d i ameter for gear 1 6,63/1 6,64 mm ( 0 . 6 548/0.6 55 3 i n)
Clearance of gear on shaft 0,02/0,06 mm (0.0009/0 .0024 i n)
Gear end clea rance ... 0,20/0,5 8 mm (0.008/0.023 in)

Lubricating oil p u m p d rive gear

N u mber of teeth 19
Bore d ia meter ... 1 2,60/ 1 2,63 mm (0.4962/0.49 7 2 i n)
Pu m p d rive shaft dia meter 1 2, 6 7/1 2,69 mm (0.49 90/0.4995 in)
I nterference fit of gear on shaft ... 0,05/0,08 m m (0.00 1 8/0.0033 in)

Lu br icating oil p u m p cleara n ces

Pu m p part n u m be rs 4 1 3 1 4 1 2 1 , 4 1 3 1 4 1 24
I n ner rotor to outer rotor .. . 0,06/0, 1 1 mm (0.002 5/0.0045 in)
I n ner rotor end cleara nce .. . 0,04/0,09 mm (0.001 5/0.0035 i n)
Outer rotor end cleara nce .. . 0,03/0,08 mm (0.00 1 /0.003 i n)
Outer rotor to pump body .. . 0,25/0,30 mm (0.0 1 0/0.0 1 2 i n)

Pu m p part n u m be rs 4 1 3 1 4 026, 4 1 3 1 4 04 6 and 4 1 3 1 4078

I n ner rotor to outer rotor .. . 0,0 1 /0,06 mm (0.0005/0.0025 i n)
I nner rotor end clea rance .. . 0,04/0,08 mm (0.00 1 5/0.0030 i n)
) Outer rotor end cleara nce .. . 0,0 1 /0,06 mm (0.0005/0.0 025 in)
O uter rotor to p u m p body .. . 0,2 8/0,3 3 mm (0.0 1 1 /0.0 1 3 i n)
 TECH N I CAL DATA- C. 1 2

Pu m p pa rt n u mbers 4 1 3 1 4043, 4 1 3 1 407 9 a nd 4 1 3 1 408 1

I nner rotor to outer rotor . . . 0,03/0, 1 5 m m (0.00 1 /0.006 i n)
I nner and oute r rotor end clearance 0,03/0, 1 3 m m (0.00 1 /0.005 i n)
Outer rotor to pump body . . . 0, 1 4/0,2 5 m m (0.00 5 5/0.0 1 0 i n)

Pu m p pa rt n u mber 4 1 3 1 4 1 7 8
I n ner rotor to outer rotor clearance 0,038/0, 1 2 7 mm ( 0.00 1 5/0.0050 i n)
I n ner rotor end clearance 0,038/ 0,089 mm (0.00 1 5/0.00 3 5 in)
Outer rotor end clearance 0,0 1 3/0,0 7 6 mm (0.0005/0.0030 in)
Outer rotor to pump bo dy clea ra nce 0,229/0, 330 mm (0.0090/0.0 1 30 i n)

Lubricati n g o i l rel i ef va lve

Bore d i ameter in pump body 1 4,24/ 1 4,29 m m (0. 5605/0. 5 6 2 5 in)
Outside d iameter of plunger 1 4, 1 9/ 1 4,2 1 mm (0. 5 5 8 5/0. 5 5 9 5 i n)
C l ea ra nce fit of plunger i n bore . . . 0,03/0, 1 0 m m (0.00 1 /0.004 in)
L oad a t 3 2, 5 m m ( 1 .2 8 in) spring length 3 5 ,5 9 N ± 1 .0 7 N ( 8 l bf ± 0.24 lbf) 3 , 6 3 kgf ·

± 0, 1 1 kgf
Setting pressure 3 45/448 kN/m 2 ( 5 0/6 5 l bf/in 2 )
3 , 5 2/4, 5 7 kgf/cm 2

Lu b ri cating o i l fi lter
Ty pe F u l l flow
E l e ment ty pe . . . Paper or canister
By- pass setting 5 5/8 3 kN/m 2 ( 8/ 1 2 l bf/i n 2 ) 0,56/0,84 kgf/cm 2

Lu bri cati n g oil su m p - 3 . 1 52 a nd 0 3. 1 52

Capacity for agricultu ra l engi nes to full mark 6, 1 l itres ( 1 0. 7 i m p. pi nts) 6.4 U S q uarts
Capacity for ind ustrial e n g i nes to ful l mar k . . . 7.4 litres ( 1 3 i mp. p ints) 7 . 8 U S quarts

L u b ri cating oi l s u m ps - 3 . 1 522, 3 . 1 524 and T3 . 1 524

C apacity for industri al engin es t o full m ar k ... 6 ,8 li tres ( 1 2 imp. pints) 7 . 2 U S quarts
N ote: T he �bov e capacit ie i � re v ariable with application . F i l l t o "" F U LL"" mark on d i pstick.

Coo l i n g system
Ty pe Thermosyph on - pu m p assistance )
Coolant capacity - engine only 4,8 l itres ( 8 . 5 i m p. pints) 5 . 1 U S quarts

Thermostat
Ty pe Bellows or wax
Starts to open - bel lows ty pe 7 7/82°C ( 1 7 0/ 1 7 9 ° F)
I

- wax ty pe 8 1 /84°C ( 1 7 7/ 1 8 3° F)
F u l l open - bel lows ty pe 9 3°C ( 1 99° F)
- wax ty pe 9 8 °C (208 ° F)

Wate r pu m p
Ty pe Centrifugal
Bore diameter in pulley 1 5, 8 5/ 1 5,8 7 m m (0. 6 2 3 9/0. 6247 in)
S haft d i ameter 1 5 ,9 1 / 1 5,92 m m (0.6262/0. 6 2 6 7 i n)
I nterference fit of pulley on s haft 0,04/0,0 7 mm (0.00 1 9/0.0028 i n)
Bore diameter in i m peller . . . 1 5, 8 8/1 5,89 m m (0. 6 2 5 0/0. 6 2 5 7 i n)
Shaft dia meter 1 5 ,9 1 / 1 5,92 m m (0.6262/0. 6 2 6 7 in)
I nterference fit of i m peller on s haft 0,0 1 /0,04 m m (0.00 5/0.00 1 7 i n)
Clearance between i m peller blades and pump
body 0,2 5/0,5 1 mm (0.0 1 0/0.020 in)
; ..:f.-··"7-'\\..
!r
3.152 Series Workshop Manual, October 1991
 TEC H N I CAL DATA-C. 1 3

F u e l l ift pump
T ype A C Delco
M ethod of d rive Eccentri c on camshaft
Static pressu re - no delivery 4 1 /69 kN/m 2 (6/ 1 0 l bf/in2 ) 0,4/0,7 kgf/cm 2

F u e l i njection p u m p
M a ke CA V - DPA (distributor type)
Di rection of rotation Clockwise f ro m d rive end
Tim i ng letter E ( earlier p u m ps only)
N o. 1 o utlet W or Z

M a ke Stanadyne ( d i stributor type)

Di rection of rotation Clockwise from d rive end
N o . 1 o utlet at 1 1 o' clock position from rear

3.1 5 2 Series Workshop Manual, October 1991

 T ECHNI CAL DATA-C. 1 4

E ng i ne check and fu e l pu m p m a rk a n g les - static timi ng

T he correct ang les and static ti m i n g can be decided from the first l etters and figures of the setting code next to
the word " Set" on the fuel i nj ection p u m p d ata plate. A ng les are for u se with timing tool M S6 7 B and adaptors
( PD.6 78-6 ) . For Sta nadyne pum ps the tool wil l have to be fitted to the pump i n the reverse position to normal.
the fuel p u m p mark angle has· been a dj u sted to allow for this.

Note: The setting code of cu rrent p u m ps start with the pump part n u m ber, fol l owed by two code letters, the
g overnor spring n u m ber and the fli g ht speed. For identification purposes, only the two code l etters are used here
for the new p u m ps.
Fuel pump E ngine check Fuel pump mark Static timin g Piston
setting angle ( degrees) angle ( degrees) ( BTDC-degrees) displacement
code ( with engi ne at
TDC
compression) mm in
3.152'
L W4 5 , LW4 9 32 40 16 3, 1 5 0. 1 24
L W5 1 , LW5 2 29 38 18 3 , 94 0. 1 5 5
L W5 8 , L W5 9 29 40 22 5,84 0.23 0
PW 43 , PW44 30 38 16 3,1 5 0. 1 24
PW 5 0 29 38 18 3,94 0. 1 5 5 )
03.152
AW 27 41 28 9,42 0.3 7 1
cw 27 35 16 3,1 5 0. 1 24
M W4 7 E. MW 4 9 , MW53 E, MW5 7 25 37 24 6,93 0.2 73
RW50, RVV 5 2 , RW5 4 25 37 24 6,93 0.2 7 3
SVV ( except below) 25 37 24 6,93 0.2 73
S W46 25 37 24 6,93 0. 2 73
SW/8/1 800* 2 2% 37 2 9)12 1 0,43 0.4 1 1
SW/8/1 89 0* 2 2% 37 2 9)12 1 0,43 0.4 1 1
SW48 24 37 26 8,00 0.3 1 5
SVV 5 2 , SW5 7 , SVV 5 8 25 37 24 6, 9 3 0. 2 73
TVV 4 8 E 27 37 20 4,88 0. 1 9 2
TVV 5 0 26 37 22 5,84 0.23 0
VVVV (e xc ept b elo w) 25 35 20 4,8 7 0. 1 92
VVVV/3/2470 27 35 16 3, 1 5 0. 1 24
VVVV/6/24 7 0 27 35 16 3, 1 5 0. 1 24
WW 4 7 E,WW 4 8 27 35 16 3, 1 5 0. 1 24
*L i ncoln E l ectric U . S .A .

3.1522
XW5 0 E 29 36 14 2,37 0.092

3.1524
EVV ( S ta nadyne p u m ps) 26 322 24 6,98 0. 2 7 5
WW 4 7 E 25 35 20 4,8 7 0. 1 9 2
ww ( ex ce pt below) 25 35 20 4,8 7 0. 1 92
WW/3/2 4 7 0 27 35 16 3, 1 5 0. 1 24
WW/6/22 00 27 35 16 3, 1 5 0. 1 24
WW/6/2 4 7 0 27 35 16 3,1 5 0. 1 24
zvv 25 37 24 6, 9 8 0.2 7 5

T3.1524
B W,YW 27 35 16 3,1 5 0. 1 24
DVV 26)12 35 17 3,55 0. 1 40

Manual. October 1 9 91
 TECH N I CAL DATA-C. 1 5

Atom i se rs
Code Holder N ozzle Setting Pressu re Check and Reset Pressu re
kgf/cm 2 atm l bf/in 2 kgf/cm 2 atm lbf/in 2
3.152
DO B KB3 5 S5 2 5 8 B D L 1 1 0S6 1 33 1 29 1 25 1 840 1 24 1 20 1 7 60
DE BKB3 5 S5 2 5 8 B D L 1 1 0S6 2 6 7 1 29 1 25 1 840 1 24 1 20 1 7 60
GC B KB3 5 SD 5 2 5 9 B D L1 1 0S6 709 1 91 1 85 2 7 20 1 76 1 70 2 500
GW B KB3 5 SD 5 2 5 8 B D L 1 1 OS6 7 0 9 1 91 185 2 7 20 1'16 1 70 2 500
03.152
BV B K BL6 7 SD 5 1 5 1 B D L L 1 50S6 5 1 3 1 91 1 85 2720 1 76 1 70 2 500
CR BKBL6 7 S5 1 5 1 BDLL 1 50S6 5 1 3 1 91 1 85 2 7 20 1 76 1 70 2 500
cs B KBL6 7SD5 1 5 1 B D L L 1 50S6 5 5 4 1 91 185 2 7 20 1 76 1 70 2 500
OF B K BL6 7 S5 1 5 1 B D L L 1 50S6 5 5 8 1 81 1 75 2 5 70 1 76 1 70 2 500
ON BKBL6 7 S5 2 9 9 B D L L 1 50S6 5 5 4 1 91 1 85 2 7 20 1 76 1 70 2 500
EE BKBL6 7 S5 2 9 9 B D L L 1 50S6602 1 96 1 90 2 7 90 1 81 1 75 2 5 70
FS* B K BL6 7 S5 2 9 9 B D L L 1 50S6 6 7 4 1 91 185 2 7 20 1 76 1 70 2 500
GM B K B L6 7 S 5 2 9 9 B D L L 1 50S6 7 43 1 91 1 85 2 720 1 81 1 75 2 5 70
NO 2 6 4 5 L3 0 1 2 6 4 5 L604 1 96 1 90 2 7 90 181 1 75 2 5 70
UB B K BL6 7 S5 1 5 1 B D L L1 50S63 7 2 1 91 1 85 2 7 20 1 76 1 70 2 500
XC O K L L6 7S293 1 O LL1 50S6 7 43 1 91 1 85 2 720 181 1 75 2 5 70
XG 2 6 4 5 C3 0 5 2 64 5 C6 2 0 1 96 1 90 2 790 1 81 1 75 2570
* W hen FS atomisers need service, they m u st be changed to ON type by the use of the correct nozzle.
3.1522
GS BKBL6 7 S5 44 6 B O L L 1 50S6 7 7 1 258 250 3 6 70 243 235 3 450
3.1524
EE B K B L6 7 S5 2 9 9 B D L L 1 50S6602 1 96 1 90 2792 1 81 1 75 2 5 70
HN BKBL6 7 S5 3 6 6 BOLL 1 50 S6 7 7 1 263 255 3 74 7 248 240 3530
NO 2 6 4 5 L3 0 1 2645 L604 1 96 1 90 2 7 90 1 81 1 75 2570
XG 2 6 4 5 C3 0 5 2 6 4 5 C6 2 0 1 96 1 90 2 7 90 181 1 75 2 5 70
T3.1524
HM LRB670 1 5 J I;J6 8 0 1 02 9 258 250 3 6 70 258 250 3 6 70
HN B KB L6 7S53 6 6 BDLL1 50S6 7 7 1 2 63 255 3 74 7 248 240 3 53 0
HX L R B6 70 1 5 J B6 80 1 0 2 9 21 7 210 3090 21 7 210 3 090
Dynamo
M ake Lucas
Type C40A
Maxi m u m output 1 1A

r-- Alternator
M a ke Lucas, CA V , M otorola or Perki ns
Type 1 5, 1 6, 1 7, 1 8, 23 A C R. A 1 1 5/3 6, A 1 1 5/4 5,
A 1 2 7, CA 4 5 , 9A R. L R 1 3 5 or L R 1 50
M axim u m output ( hot)
1 5A C R .. . 2 8A
1 6A C R . . . 3 4A
1 7A C R .. . 3 6A
1 7A C R ( d e- rated) 2 5A
1 8A C R .. .
• 45A
23A C R .. . 5 5A
A 1 1 5/3 6 3 6A
A 1 1 5/45 45A
A 1 27 5 5/6 5A
9A R Series 70A
L R 1 3 5 Series . . . 3 5A
L R 1 5 0 Series ... 50A
Sta rter motor
M a ke Lucas, CA V or Perki ns
Type 2 M 1 1 3 , M45G, M 50, M 1 2 7, CA45, S 1 2-84 or
S 1 2 85 -

N u m ber of teeth on pinion 10

Sta rter cable resistance 0.00 1 7 ohms maxi mu m
N ote: The a bove electrica l data is genera l but is variable with application.

3.1 52 Series Workshop Manual October 1 99 1

 S E CT I O N E
Fa u lt D i ag n o s i s
FAU LT DIAG N OSIS-E.2

F a u lt d i ag n os i s chart

Pro b l e m Possible causes

Sta rter m otor turns engine too
slowly. 1 , 2, 3, 4
Wil l not start 5, 6, 7, 8, 9, 1 0, 1 2 , 1 3, 1 4, 1 5, 1 6 , 1 7 , 1 8, 1 9, 20, 2 2 , 3 1 , 32, 33, 6 3
Diffi c u lt to start 5, 7 . & � 1 � 1 1 , 1 2, 1 3, 1 � 1 5, 1 � 1 8, 1 9, 2� 2 1 , 2 � 2� 2 � 3 1 , 32,
33, 63
N ot enough power 8, 9, 1 0, 1 1 , 1 2, 1 3, 1 4, 1 8, 1 9, 20, 2 1 , 2 2 , 2 3 , 2 4, 2 5 , 2 6 , 2 7, 3 1 , 32,
3 3 , 60, 6 2
M i sfi re 8 , 9 , 1 0, 1 2, 1 3, 1 4, 1 6, 1 8, 1 9 , 20, 2 5 , 2 6, 2 8 , 2 9 , 30, 32
H ig h f u e l con s u m ption 1 1 , 1 3 , 1 4 , 1 6, 1 8, 1 9 , 20, 2 2 , 2 3, 24, 2 5, 2 7, 2 8, 2 9 , 3 1 , 32, 3 3
B lack exh a u st 1 1 , 1 3 , 1 4, 1 6, 1 8, 1 9 , 20, 2 2 , 24, 25, 2 7, 2 8 , 2 9, 3 1 , 3 2 , 33, 60, 62
B lue/white exh a u st 4, 1 6, 1 8, 1 9, 20, 2 5 , 2 7 , 3 1 , 3 3 , 34, 3 5 , 4 5 , 5 6 , 6 1
Low l ubricati ng o i l pres s u re 4, 3 6 , 3 7 , 38, 3 9 , 40, 42, 43, 44, 5 8
E n g i ne knocks 9, 1 4 1 6, 1 8, 1 9, 2 2, 2 6 , 2 8 , 2 9 , 3 1 , 3 3, 3 5 , 3 6 , 45, 46, 5 9
R u n s erratical ly 7 , 8 , 9 , 1 0, 1 1 , 1 2 , 1 3, 1 4, 1 6, 20, 2 1 , 2 3 , 2 6 , 2 8 , 2 9 , 30, 33, 3 5 , 45, 5 9
Vibration 1 3, 1 4, 20, 2 3 , 2 5 , 2 6 , 29, 30, 3 3 , 45, 4 7, 48, 4 9
H ig h l u brication o i l pressu re 4, 3 8 , 4 1
E n g i ne temperature too h i g h 1 1 , 1 3 , 1 4, 1 6, 1 8, 1 9 , 2 4, 2 5 , 4 5 , 47, 50, 5 1 , 5 2 , 5 3 , 54, 5 7
Cra n kcase pres s u re 2 5 , 3 1 , 3 3 , 34, 4 5, 5 5
Bad com pression 1 1 , 1 9, 2 5, 2 8 , 2 9 , 3 1 , 3 2 , 3 3 , 3 4, 46, 5 9
Starts and stops 1 0, 1 1 , 1 2

Code l i st of poss i b l e cau ses 34. Valve stems and/or g uides )IVOrn.
3 5 . Wet type a i r cleaner too f u l l or wrong type of
1 Battery capacity low. oil u sed.
2. Bad electrical connections. 3 6 . Cra n ks haft bearings wear or da mage.
3. Fault in starter motor. 3 7 . N ot enoug h l u b ricati ng oil i n the sump.
4. Wrong g rade of l u b ricating o i l. 38. Gauge not correct.
5. Low en g ine speed from starter motor.
·
39. Lubricating oil p u m p worn.
6. Fuel tank empty. 40. Relief valve not free to c lose.
7. Stop control fau lt. 4 1 . Relief valve not free to open.
8. Restriction i n fuel p i pe. 42. Relief va lve spring broken.
9. Fa u lt in fuel l ift p u m p. 4 3 . Fault in suction p i pe of l u b ricati ng oil pump.
1 0. Di rty fuel filte r element. 44. D i rty l u bricati ng oil fi lter element.
)
1 1. Restriction i n a i r filter or i n d uction system. 45. Piston damage.
1 2. Air i n fuel system. 46. Piston height not correct.
1 3. Fa u lt i n fuel i njection p u m p. 4 7 . Fan damage.
1 4. Fa u lt i n ato m isers or not correct type. 48 . Fa u lt in engine mou nti ng ( housing).
1 5. Cold sta rt eq u i pment not used correctly. 49. Flywheel housing or flywheel not alig ned
1 6. Fa u lt i n cold start eq u i pm e nt. correctly.
1 7. B roken fuel i njection p u m p d rive. 50. Fault i n thermostat or wrong type.
1 8. F u e l i njection p u m p tim ing not correct. 5 1 . Restriction in coolant passages.
1 9. Valv� t i m i n g not correct. 5 2 . Water p u m p d rive belt loose.
20. Bad com pression. 5 3 . Restriction in rad iator.
21. Restriction i n fuel ta n k ve nt. 54. Fa u lt i n water pump.
22. Type or g rade of fuel not correct. 5 5 . Restriction i n breather pi pe.
23. Restriction of engine s peed control movement. 5 6 . Damage to valve stem oil seals (where used) .
24. Restriction i n exha ust pi pe. 5 7 . N ot enough coolant i n system.
25. Cyl inder head gasket lea ks. 58. Restriction in s u m p strainer.
26. E n g i n e temperatu re too h i g h. 5 9 . Valve spring broken.
27. E n g i n e tem peratu re too low. 60. Tu rbocharger i m pe llor damage, or d i rty
28. Valve tip clearances not correct. i m pel ler.
29. Valves not free. 6 1 . Tu rbocharger l u b ricati ng oil leaks.
30. Wrong h i g h pressu re pi pes. 6 2 . Lea kage in ind uction syste m (tu rbocharged
31 . Worn cyl i nder bores. engi nes) .
3 2. Valves and seats do not seal correctly. 6 3 : Fa u lt i n l u bricating oil press u re switch or low
33. Piston rings not free or a re worn or b roken. l u b ricating oil pressu re.
 S E CTI O N F
Cyl i n d e r H ead
CYLIN D E R H EAD- F.2

To remove cyl i nder head

1 . Drain the coolant from the radiator and cyl inder
block.
2. Disconnect the hose connection from the ther­
mostat housing at the front of the cyl inder
head.
3. Remove cra n kcase vent valve and hose from
cyli nder head cover and induction manifold -
3 . 1 522 engines o nly.
4. Remove coolant conn ections to and from
exhaust m an ifo ld ( flame-proof engines only) .
5 . Remove the a i r cleaner or filter, o r disconnect
the a i r i nlet hose from the induction manifold.
6. D isconnect cold st a rt eq u i pment connections.
7 . Remove the lubricating oil pipe from the
camshaft housing to the cyli nder head.

)
Fig. F 1 8 . Disconnect the exhaust pipe from the exhaust
manifold. Remove turbocharger (T3 . 1 5 24 '

engines) .
9 . D isconnect and remove the high pressu re fuel
pipes from the fue l i nj ection pump and
atomisers. F it suit able caps to the pump and
atomise r connect ions.
1 0. Remove atomiser leak off pipes.
1 1 . Remove atomisers ( see figs. F 1 or F2) .
1 2. Where necessary, remov e fuel filter and fuel
pipe from filter to cold start a id. Remove clip
which secures fuel pi pe to rear of cyli nder
head.
1 3. Remove the cy l i nder head cov er.
1 4. Disconnect lubricati ng oi l pipe to rocker s haft
and remove rocker shaft assembly with pipe
( see fig. F3 ).
1 5 . Remove t he cyl in der head n uts/setscrews i n
the reverse seq uence to that g iven in figs. F 1 5 .
or F 1 6.
· )
1 6 . Remove the cylinder head (see fig .' ;and put
it on a flat wood s u rface to prevent ""' age. Do
-
F i g . F2
.
not use a sharp tool between the cylilia er head
"'-'
and the cyl inder block.

To remove valves
Put a su itable mark on the face of each valve so
that they can be fitted i n thei r original positions if
they are used agai n.

Com press the va lve springs with a suitable va lve

spring compressor ( see fig. F5) and remov e the
split collets. Tool 6 1 1 8 B with adaptor PD6 1 1 8-3
can be used to compre ss the va lve springs with the
head on a flat surface.

Remove the spring caps, spri ngs, seals and spring )

Fig. F3 seats and the valves can be removed.

3.152 S�ri�s Workshop Manual, October 1991

 CYLI N DE R H EAD- F. 3

Valve and valve seat ove rhau l

Valve face and seat angles a re as follows:-

Angle Engine type

45" All 3 . 1 52 engi nes.

All 03. 1 5 2 eng ines before eng i ne n u mber
CU ...... U 5 8 46 3 8 F except for those shown
below.
All T3 1 5 2 4 eng i n es to l ists CN3 1 1 8 5 ,
.

CN3 1 1 9 5, CN 3 1 1 9 6 , CN3 1 1 9 8,
C N 3 1 2 2 5 , C N80444 u se 45" exhaust
valves.

35" 03 . 1 5 2 e n g i nes rated above 2 , 2 5 0 rev/

m i n.
Some 03 . 1 5 2 engi nes rated below 2 , 2 5 0
rev/min. (A f u e l i njection pump setting
code which starts with lW50 or WW4 7 E Fig. F4
usually i nd i cates these engines.
/� \
U p- rated A03 . 1 52 e n g ines.
All 03. 1 52 e n g i nes from engine n u m ber
CE ...... U 5 8 46 3 8 F and all 3 . 1 522, 3 . 1 5 2 4
and T3. 1 5 2 4 e n g i n e s except l i sts
CN3 1 1 8 5 , C N3 1 1 9 5 , CN3 1 1 9 6,
C N3 1 1 98 , C N 3. 1 2 2 5 , CN80444 which
use 45° exha ust val ves.

Before any work is done on valves or seats, check the depth of the valves below the face of the cylinder head
( see fig. F6).
Maxi m u m perm issible service valve head depths below the cyli nder head face are as follows:-

Engine Valve and Valve d epth

type seat angl e I nl et Exhaust

3. 1 52 45° 3 , 5 0 m m ( 0 . 1 40 in) . 3,50 m m (0. 1 40 in)

03 . 1 52 45" 2 ,40 mm (0.094 in) 2,40 mm (0.094 i n)
D3. q 5 2 35" 2, 1 3 mm (0.084 in) 2,40 mm (0.094 in)
3. 1 522, 3. 1 5 2 4 35"
T3 . 1 5 24 3 5 "/4 5 " 2, 1 3 m m (0.084 i n) 2,40 mm (0.094 i n)

Where engin es have to be to the smoke reg u lation BS. AU 1 4 1 a: 1 9 7 1 , then the maxi m u m perm issi ble service
va lve head de pth for 3 . 1 5 2 e n g i nes m ust not be more than 2 , 1 5 mm (0.085 in). For 03 . 1 52 engines, the fac­
tory l i m its m u st not be extended ( see page C 1 0).
If the cyl inder head face needs to be machi ned or the valve g u ides renewed, this must be done before the valve
seats are corrected.
45" valve seats on 3 . 1 5 2 eng i n es a re lower than the cyl inder head face and a g roove is machi ned where the rea l
valve seat ends i n the recess i n the cyl i nder head. When valves or seats have been corrected several ti mes, this
groove can be cut as g iven late r.
Valve seats can be corrected by the use of the cutters which fol low: -

Valve seat Valve seat cutter

ang l e I n l et Exhaust

45" (3. 1 52) M S2 7 5 * MS285*

4 5 ° ( 03 . 1 5 2 ) MS28 1 * M S2 7 5 *
35° M S6 9 5 MS690

* These cutters are i n the va lve seat cutter kit M S 7 3 .

The pi lot a n d h a n d l e used with 3 5 ° and 45° seat cutters are in t h e cutter k i t M S7 3 , b u t i f t h i s cutter k i t is not
availa ble, then pi lot M S 1 5 0-8 and handle M S 7 6 must be used.

3.1 5 2 Series Workshop Manual. October 1 9 9 1

CYLIND E R HEAD- F.4

Put the pilot ( see fig. F 7 ) i n the v alv e g u ide with the
expansion section i nside the g uide and the shoulder
of the pilot approximately 3 mm ( Ys in) abov e the
g uide. Tighten the pilot i n the g uide by use of the
nut and a pin i n the p ilot hole. A djust the blades of
the cutter to approximately the same location i n
the i r slots with the sq uare e n d s outside a n d tighten
the blade screws, finger tight only. M a ke sure that
the blades are clean before u se.

L ower the cutter i nto position on the pilot with the

Fig. F 5
1 . Tool 2 1 8 2 5020 2 . A da ptor 21 8 2 50 2 2
blades towards the seat - do not d rop the cutter on
to the seat as damage can easily occur to the
blades. F it the handle to the cutter and cut the seat
Turn the cutter clockwise with the use of very l i g ht
pressure and ensure that the pressu re is applied
d i rectly abov e the pilot Not many turns a re
necessary to get a good seat

With 45o seats on 3 . 1 5 2 engines, the seat width

can be reduced when the g roove is corrected by the
use of the s uitable flat c utter from the cutter kit
MS73 .

Earlier 03 . 1 5 2 en g i nes with 45o seats had a 3 0°

flare between the seat and the cyli nder h ead face.

A fte r the seats have been c ut, clean the cyli nder
head and check the con tact between the v a lve and
seat which can be lapped if necessary. Check the
v al ve head depth below the cyli nder head face as
given on page F3 .

Rocker shaft assembfy

Clean the rocker shaft assembly.

Check the bushes i n the rocker levers for wear. The

rocker levers must be an easy fit on the shaft
without too much side movement
If the rocker l ever bushes a re worn, it wi l l be
Fig. F6 necessary to renew the com plete rocker lever. The
rocker lev ers are a complete assem bly and new
bushes cannot be fitted.
When the rocker s haft assembly is d ismantled,
make a note of the assem bly of parts, so that when
the assembly is put together, the left and right roc­
ker levers are in their correct positions to locate
with their respective ta ppets and v a lv es. If there is a
slot i n the end of the rocker shaft, ens u re that the
slot is towards the front of the engine ( see fig. F8).
For correct location, later rocker shaft assembl ies
have a tapered pin that is fitted into a 4 m m
diameter hole i n t h e rocker shaft Ensure that this
pin fits i nto the slot i n the second rocker lev er brac­
ket ( See 1 . fig. F8A ) . N ote: Later cyl i nder heads
use shorter length tapped holes for the rocker shaft
studs. Ensure that only the correct studs su ppl ied
with the cylinder head are u sed.

Fig. F 7 Valve gu ides

1. Pilot 5 . Clea n i n g Brush Check the valv e g u ides for wear. If necessary,
2. Puller Pin 6 . Cutter H a nd l e renew the g u ides.
3. Seat Cutter 7 . V alve Seat Width
4. Keys Red ucer Clean the new g uides and check for da mage.
 CYLI N DE R HEAD- F.5

With 3 . 1 5 2 and 03. 1 5 2 engines, i nl et and exhau st

valve g u ides are the same length and the valve
g u ide height a bove the s prin g seat face of the cyli n­
der head m u st be 1 4, 7 3/ 1 5,09 mm (0. 5 8 0/0. 5 9 4
in ) when fitted.

With 3 . 1 5 2 2 . 3 . 1 5 2 4 a nd T3. 1 5 2 4 engines the

i nlet valve g uides a re 5,5 mm ( 7/3 2 in) shorter
than the exhaust valve g u ides. Ensure that the cor­
rect g u ide is fitted. When fitted, the valve g u ide
height a bove the spring seat face of the cyli n der
head m ust be 9 , 1 9/9 , 5 5 m m (0.36 2/0. 3 7 6 i n) for
i nlet g u ides and 14, 7 3/ 1 5,09 m m (0. 580/0.5 9 4
i n) for exhaust g uides.

The i n side of a l l g uides have a counterbore at one

end a n d this counterbore m u st be fitted towards
the valve seat
Fig. F9 shows a new valve g u id e being fitted.
Fig. F8
Valve seat i nserts
It i s permissible to fit valve seat i nserts to both i nlet
and exhaust valve seats of 3 . 1 5 2 engines and the
·45° exhau st valve seat only of 03. 1 5 2 and some
T3 . 1 5 2 4 eng ines where the ori g inal seat can not be
.
corrected beca use of damage or the permissible
service valve depth below the cyl i n d e r head i s more
than that a l ready g iven. The valve seat i n se rt recess
d imensions a re important and correct Perki n s parts ·

m u st be used.
The · recess for an insert m ust not be c ut with a
worn valve g u ide fitted.
The recess m ust be cut from the bore of a new
valve g u ide.

To fit Vai..�.Y Ls�.gLln�$;;_,,

, .. . .
i 2.��t;:�it�:::r;t=..;;:�:£��?f;�-G:-�F�.i"":' :·-�: :.·.- "' �: --''··
Remove the old valve guide . and clean the
:�- :

1.
parent bore.
2. F i t a new valve g u ide to enable t h e bore t o be
Fig. F8A
used as a pi lot to cut the recess.
) 3. B y t h e use of a suitable tool. c u t the o l d seats
to the d imensions g iven i n fig. F 1 0.
4. Using a tool made to the d i mensions g iven i n
fig. F 1 1 a n d aga i n b y t h e u s e of the valve
g u ide bore as a pilot, press in the insert A
ham mer or lu brication m ust not be u sed.
5. .Check to ens u re that the insert is square and
i nstal led to the bottom of the recess, see fig.
F 1 2.
6: For 03 . 1 52 exhaust valve inserts, use the valve
g u ide bore as a pilot to cut the fla re to the
d i mensions g iven i n fig. F 1 3 .
7. C u t t h e valve seats s o that t h e valve head
depths below the cyli nder head face a re to the
d i mensions g iven on page F3.

N ote: Some T3 . 1 5 24 engines have 4 5 ° exha ust . Fig. F9

va lve i nserts fitted i n prod uction. ( See fig. F 1 3 A) . 1 . Pu l ler Bar P 0 1 0-A
Where necessary they can b e renewed if t h e recess 2. I nlet G u ide Stop P01 0-9
diameter i s withi n the prod uction l i m its of 3 7 , 2 2 4/
'

l Exha ust G u ide Stop P01 C-4

3 7,249 m m ( 1 .46 5 5/ 1 .46 6 5 i n) . 3. Main Tool P 0 1 0

3.152 Series Workshop Manual, October 1991

CYL I N D E R H EAD- F.6

I N L ET EXHAUST Exhaust Dimensions ( 3.152)

VALVE VALVE
fi g. f 1 0
Valve Seat C utting Di mensions
. I nlet (3.152)
A.- 1 . 8 7 4 to 1 .8 7 5 in (47,60 to 4 7 , 6 2 mm).
8.-0.2 4 8 t o 0.250 i n ( 6,30 to 6 , 3 5 mm).
C.-0.040 to 0.050 i n ( 1 ,02 to 1 ,30 mm) Radi u s.
Exhau st (3.152)
A.- 1 . 6 2 4 to 1 .6 2 5 i n ( 41 ,25 to 41 , 2 8 mm).
B.-0 . 2 4 8 to 0 . 2 5 0 i n ( 6, 3 0 to 6,35 mm).
C.-0.040 to 0.050 i n ( 1 ,02 to 1 , 3 0 mm) Radi u s.
Exhaust ( D3.152)
A.- 1 . 6 7 8 to 1 .6 7 9 in ( 42,62 to 42,64 m m ) .
B.-0. 3 1 0 t o 0.3 1 2 i n ( 7 , 8 7 t o 7,92 m m ) .
C.-0.0 1 5 i n ( 0 , 3 8 mm) M axim!-im Radius.
A.-2 % i n ( 69,85 mm).
B.-2 i n ( 5 0,80 mm).
c.-% i n ( 1 9,05 mm).
D.-0. 309 to 0. 3 1 0 i n ( 7 , 8 5 to 7 ,8 7 mm).
E.- 1 / 1 6 i n (0,06 m m) at 4 5 ° .
F.- 1 /1 6 in (0,06 mm) a t 45°.
G.- 1 /3 2 i n (0,03 m m) Radius.
H.- 1 . 1 8 2 to 1 . 1 8 3 i n ( 30,02 to 30,05 mm).
J.-0.2 1 2 to 0. 2 1 5 i n ( 5 , 3 8 to 5.46 mm) .
K.- 1 . 605 to 1 .6 1 5 i n ( 40, 7 7 to 4 1 , 0 2 mm).
Exhaust Dimensions ( 03.152/T3.1524)
A.- 3 Y2 in ( 88,90 mm).
B.-2% i n (69,85 mm).
c.-% i n ( 1 9,05 mm) .
D.-0.309 to 0. 3 1 0 i n ( 7 , 8 5 to 7 ,8 7 mm).
E.- 1 / 1 6 in (0,06 m m) at 4 5 ° .
F.- 1 / 1 6 i n (0,06 mm) a t 45°.
G.- 1 /3 2 i n (0,03 mm) Radius.
H.- 1 .200 to 1 .20 1 in ( 30.48 to 30,50 m m) .
J . - � i n ( 6 , 3 5 m m) .
K.- 1 . 6 6 7 to 1 .6 7 7 i n ( 4 2 , 3 4 to 4 2 , 5 9 mm).
M aterial E N 3 2A Case H a rdened and G round.
K.- 1 .4605 to 1 .46 1 5 ( T3 . 1 5 2 4 with
45o exhaust valves).
EXHAUST I N L ET

1..: K VALVE VALVE

I
t�.
.t.e

IT H

G RAD.

Fig. F 1 2
Valve I nsert Finished D i mensions ( 3 . 1 52).
I n l et
D.- 1 . 704 to 1 . 7 1 4 i n ( 43,28 to 43,53 mm).
E.-90°.

Exhaust
D.- 1 .485 to 1 .4 9 5 i n ( 3 7 , 7 2 to 3 7 , 9 7 mm).
E.-90° .
0 FLARE

Fig. F 1 1
Press Tool for Valve Seat I nserts
I nl et D i mensions ( 3.152)
A.-2 % i n ( 6 9, 8 5 mm).
B.-2 in ( 5 0,80 m m) .
c.-% i n ( 1 9,05 mm).
D.-0. 3 0 9 to 0. 3 1 0 in ( 7, 8 5 to 7 ,8 7 m m ) .
E.- 1 / 1 6 i n ( 0 , 0 6 m m) a t 4 5 ° .
F.- 1 /1 6 i n ( 0 , 0 6 mm) a t 4 5 ° . Fig. 'F 1 3
G.- 1 /3 2 i n (0,03 mm) Rad i u s. Valve I nsert Finished D i mensions ( 03. 1 5 2 )
H .- 1 .40 1 to 1 .402 in ( 3 5 , 5 8 to 3 5 ,6 1 m m) . Exhaust
J.-0.2 1 2 t o 0. 2 1 5 i n ( 5, 3 8 t o 5 . 4 6 mm). A.- 90°. c.-30°. ! )
K.- 1 . 8 5 5 to 1 . 8 6 5 i n ( 4 7 , 1 2 to 4 7 ,3 7 mm). B.-45°. D.-0. 1 30 to 0. 1 3 8 i n (3,30 to 3,5 1 mm).
 CYL I N D E R H EAD- F.7

Tap p ets EXHAUST

VALVE
The tappets operate in holes bored in the cylinder
head. Wea r is not normal.

The tappets can be removed through the bottom

face of the cylinder head after the tappet adjust­
ment setscrews and lock n uts have been removed.

Com b u stion chamber caps and joi nts

( 3. 1 52 )
It is not n ecessary to remove the com bu stion cham­
ber caps d u ring cylinder h ead ove rhaul as carbon
d eposits do not occu r in these cha m bers.

If the caps a re remo\Ted, new copper joints m u st be

fitted when they a re assembled.

I f new copper joints a re not available, the old joints

can be used again if they are made soft before
.--
i
.
being fitted.

To make these joints soft heat them to a d u l l red

heat and then put them in cold water.
Fig. F 1 3A
Ensure that there is no leakage from the joints
when the caps are fitted. ·

N ote: With flame p roof applications, combustion

chambe r caps are not fitted. Steel i nserts a re fitted
to the outer part of the chambers ( see fig. F 1 4) and
these a re sealed by the exhaust m a nifold.

Cyl i nd e r h ead i nspection

Clean the cylinder head face and coolant and l u b­
ricating-oil pass�es.

If possible, the cyli nder hea d can be pressu re tested

with wa rm water for leakage at a pres s u re of
2 0 7 k N/m2 ( 3 0 l bf/i n2) 2, 1 1 kgf/cm2•

All studs on the cyl inder head and the tapped holes
in the top face of the cyl i nder block m u st be c hec­
ked for d a mage or wear. The n uts and setscrews
which fasten the cyli nder head to the block m u st
also be checked for damage or wear.

Check a l l joi nt faces, especially the bottom face 'of

'
the cyl i nder head and the top face of the cyl inder
block for da mage.

Check the bottom face of the cyl inder head for

distortion. The maxi m u m permiss i ble d istortion is
0,08 mm ( 0.003 i n) across the head and 0. 1 5 mm
(0.006 in) a long the head.

Cyl inder head faces CC!n be machined ( see page C9) .

After t h e head has been mac h i ned, the valve depths Fig. F 1 4
m ust be checked and the seats recut if necessary 3. 1 5 2 Flameproof Engines only.
as d eta iled u nder "Va lve and Valve Seat Overhau l. 1 . Combustion Chamber I nserts.
page F3. 2. Combustion Chamber Throat
CYLI N DE R HEAD- F.8

Cyl i nder head fasteners

Different cylinder head fastne rs have been used on
3 . 1 5 2 and 03. 1 5 2 engines.

Origi na l cylinder heads were fastened to the cyli n­

der block by studs and nuts.

As from the engine n u m bers which fol low, cyli nder

head studs, nuts and setscrews were fitted.

1 52 U2 1 4 1 6 C L
Fig. F 1 5 1 52 U9 8 2 5 0 D
Cyl inder H ead Tig hte n i ng Sequence ( 3. 1 5 2 engi nes) 1 5 2 UA28 4 1 1 DSL
1 5 2 UA43 1 80 5 D L

O n 3 . 1 5 2 engines, the stud s were changed to

setscrews except for the six which fasten the
atomisers. These six stud s which were not changed
a re fitted i n positions 1 3, 6, 2 , 3, 7 and 1 2 i n fig.
F 1 5.

On 03. 1 5 2 engines, all but two of the origi nal

Fig. F 1 6
Cyl inder H ead Tig htening Sequence
(All engi nes except 3 . 1 5 2 )
studs were changed to setscrews. The two studs
which were not changed were fitted to the holes
marked 1 3 and 1 4 in fig. F 1 6 . Three d ifferent
lengths of setscrew were u sed and it is i mportant
that these be fitted in their correct positions. The
fou r short 8 2 , 5 mm ( 3 � i n) setscrews must be fit­
ted i n positions 7, 3, 2 and 8. The three 9 2 m m
( 3 5/8 i n ) setscrews m u st b e fitted i n positions 1 5,
4 and 1 8. The nine long 9 8,4 mm ( 3 7/8 i n)
setscrews m u st be fitted i n positions 1 0, 1 , 9, 1 2,
5, 6, 1 1 , 1 7 and 1 6 .
A later change of cyl i nder head fasteners was made
to 03 . 1 5 2 engi nes from engine n u m ber
CE ...... U 5 9 7 49 4 F when the setscrews i n positions
1 5, 4 and 1 8 were changed to studs.

N uts and setscrews fitted to later engi nes have an

i nteg ral head washer.
)
Cylinder head fasteners for 3 . 1 5 2 2 engi nes are
shown in fig. F 1 7 .

N ote: Where t h e cyl i nder head is fastened b y a l l

n uts, t h e torque is 8 1 N m ( 6 0 l bf ft) 8,3 kgf m .
Where t h e cyl inder head is fastened b y n uts a nd
setscrews, the torque is 9 5 Nm ( 7 0 l bf ft)
9 , 7 kgf m.

Fig. F 1 7
Cyl inder H ead Stu d/Setscrew Positions

3.1 52 Series Workshop Manual, October 199 1

 CYLI N DE R H EAD- F.9 · · .

To fit valves
1 . 1. lubricate the valve stems with clean engine
l u bricating oil a n d fit them i n their correct
positions.

2. fit the spring seat was li e rs.

;.- i i:l,:.,. ..
..

. 3. Put the valve stem .s�l s Jp �9tLiig ip let

gu ides on ly. �.;·
· J. ·"
� � • • • � •

""
'�
' . �

' - 4. P{.lt the valve s�ring s . i nto

" • I
�hi6n. - ��
? • • ·: ·

' ,·-�· . •• . j, � f '\

. ; .. Wjth ."'?st 0.3, 1 52_:lj ·J��·. T�,t6. 24

•

Note . ...
and �.1.52 engmes, only f!.rJ-8' �g 1s f�tte�. .to
· ·

e,acll>:..V�Ive, but �me ij) plicatiO,� have ' iWo ·

t> 'spring�. : fitted. Ditfe�ent ,..va l ve spring �eat ·

washers are fittfld '. w� . tp e . number of springs

used. With 3. 1 522 engines, tvyo ·spr'in_.gs ·are
Fig. F1 8
fitted to each i n let valve ( see fig. �1 8l and a
Valve and Spring Assemblies.
single s pring ' to each exhaust ��DIJ.f!tl� valve
r
/
s� ring seat washers ttave tag��:t': inside
1 . Split Collets
2 . Spring Cap
6. Double S pring
Seating Washer
diamete rs. .
. �-
. � ��� :·;���:
�1 �'!-: :.:.:r·,.·· . .
•
3 . Stem Seal
4. I nner Spring
7 . Single Spring
Seating Washer
5. Fit the valve · sprin g c�psi 'C;##r:�Si$· tl'le springs
·,.: -

5 . Outer Spring 8 . Exhaust Valve

with a valve spring compiessoro-:aful fit the split
9. I nlet Valve
collets. Ensure that the valve spring cap is not
tilted as the springs are· compressed as thi s can
cause damage to the valve. stem.

To fit cyli nd e r head

A new cylinder head gask et mu� . be used. The
g a s ke,t 'f:l �s � m,�rk �,���?P� -�:�t'loU!tt:M fitted�
� ���!����;if.;._�-?�,����,����it' ':����; ;�(���:��:��r�;;{f-�:i · : � -.

Enstii"e :faces of the cYlinder block and head a re

clean.

With 3 . 1 52 and 03. 1 52 e n g ines, the cyli nder head

gasket m u st be fitted with jointing compound on
both sides. With all late r 3 . 1 5 2 series engines, the
cyli nder head gasket ( pa rt nu mber 3 68 1 E006) is
fitted d ry and does not need a tightness check at
the 2 5/5() h o u r service.

Put the cyl i n d er h ead i n position and fit the nuts/

setscrews as a l ready described.

Tighten the cyli nder head n uts/setscrews g radually

i n the sequence g iven in figs. F 1 5 or F 1 6 to the
· • torque g iven on page C3. A d ifferent torqu e i s used
., f'
' accordi ng to whether the �yl inder head fasteners
are a l l n uts, or n uts and setscrews.
'

F it a l l com ponents taken off d u ring cyli nder head

remova l. If the � ma n ifolds have bee[l removed,
ensure that the new joi nts a re fitted correctly and
do not cause restrictions i n the ports.

Fit atomisers ( see page P7) .

3. 1 52 Series Workshop Manual. October 1 99 1

CYL IN D E R H EAD- F. 1 0

Fit the rocker shaft assembly. Before the n uts which

)
secu re the rocker s haft are tightened, the sha 'f\
should be i n a position to ensure correct l ubricationl
of the assem bly. The correct position for the shaft is
when the slot i n the end of the shaft i s set 40°
after the vertical position ( see fig. F8 ) . Later rocker
assemblies wil l not have the slot in the end of the
rocker shaft On these rocker shaft assemblies, cor-
rect location is ensured by a tapered pin that fits
i nto a hole in the rocker s haft and then i nto a slot i n
t h e second rocker s haft bracket ( see fig. F8A) .

When the rocker shaft i s i n the correct position,

tighten the nuts which secu re the shaft and set the
tappet clearances as g iven later.

Fit cyli nder head cover. Fit c ran kcase vent valve be­
tween cylinder head cover and induction manifold -
3. 1 5 2 2 only.
Fig. F 1 9 Con nect pi pes and make conn ections as g iven i n
'To remove cylinder head'.
)
The thermostat i n the cyl i nder head water outlet
m ust be fitted. If the engine is run without a ther­
mostat fitted, the engine tem perature can be too
h i gh.

R u n the engine and then remove rocker shaft and

atomisers and tighten the cylinder head n uts/
setscrews again as .g iven below.

With the coolant· outlet temperature higher · than

7 7"C ( 1 70° F) tighten the n uts/setscrews in the
order g iven in figs. F1 5 or F 1 6 to the torque g iven
on page F8.

If a nut/setscrew moves when checked, tighten it

to the correct torque.

I f a nut/setscrew does not move before the correct

torque is reached, loosen the n ut/setscrew by
1 /1 2 to 1 /6 ( 30° to 60°) of a turn and then
tighten to the correct torque.

After a l l the n uts/setscrews have been tightened,

check the first 1 0 positions agai n to ensure that
they are stil l to the correct torque. D u ri ng this last
check, do not loosen the setscrews.

When the engine is cold, adjust the tappet

clearances as shown below.

Fit a l l necessary com ponents. It i s advised that a

new cyl inder head cover joint is fitted.

N ote: With earl ier 3 . 1 52 and 03. 1 5 2 engi nes, the

cyl inder head n ut/setscrews m ust be tig htened
agai n to the correct torque after the engine has run
2 5/50 hours. This i s not n ecessary with 3. 1 522,
3 . 1 524, T3. 1 524 and a l l later 3. 1 5 2 series
engines fitted with cyl!nder head gasket part n u m­
ber 3 68 1 E006.
( Engi nes fitted with ga�ket 3 6 8 1 E006 can nor­
mally be recog nised by the cyl i nder head fasteners
which have i nteg ra l head washers.)
 CYLI N DE R HEAD- F. 1 1

l To adj u st tappet cleara n ces

The clearances are checked between the rocker lever
and the tappet adjustment screw.

For 3 . 1 52 and 03. 1 5 2• e n g i nes, the tappet

cleara nces for both i nlet a n d exhaust a re 0,30 mm
(0.0 1 2 in), with the engine cold.

For 3 . 1 5 2 2 , 3. 1 5 2 4 and T3 . 1 5 2 4 engines, the

tappet clearances a re 0,20 m m (0.008 in) for i nlet
and 0.32 mm (0.0 1 2 5 i n) for exhaust with the
engine hot or cold.

Adjust the clearances ( see fig. F 1 9 ) as follows:-

1. Tu rn the c ra n kshaft i n the normal d irection of

rotation, u ntil the i nlet valve of N o. 1 cyli nder
has just opened a n d the exh a u st valve of the
same cyl inder has not ful ly closed. Check and
adjust c learances of Nos. 4 and 6 valves ( No. 1
valve at front of engine). Fig. F20
J
2. M a ke a mark on t h e c ra nkshaft p u lley and tim­
ing case cover a n d turn the crankshaft one
complete revolution ( 3 6 0 ) u ntil marks align
°

agai n. Check a n d adj u st clearances of N os. 1 ,

2 , 3 and 5 va lves.

Cra n kcase vent valve - 3 . 1 522 o n ly

This i s fitted between the cyl i nder head cover and
ind uction manifold ( see fig. F 2 0 ) .

To clean, seal t h e small breathe r hole i n t h e top face

and wash the u n it i n gasolene or kerosene. If a i r
pressure is used t o d ry t h e u nit only low pressu re
must be used, because h igh pressure will damage
the unit.

3. 1 52 Series Workshop Manual, October 1 9 91

PISTO N S AN D CON N ECTI N G R O DS-G.2

Pistons and con necting rods

Pistons for 3 . 1 5 2/A3 . 1 5 2 engines have a flat top.

Pistons for 03. 1 5 2/A03. 1 5 2 engines have a

toroidal cavity i n the top and u p- rated A03. 1 5 2
pistons have a flat bottom cavity i n the top.

3. 1 5 2 2 engines have re- entrant bowl pistons.

3. 1 5 24 and T3. 1 524 engines have a sem i-spherical

cavity in the crown.

Five rin g pistons are fitted to al l 3. 1 52 engines and

to 03 . 1 5 2 engines rated up to 2,250 rev/min,
except those g iven below.

Fou r ring pistons are fitted to 03. 1 52 engines rated

a bove 2,250 rev/min, u p-rated A03. 1 5 2 eng i n es
and some 03. 1 52 engines rated up to 2,250 rev/
m i n. A fuel i njection p u m p setting code ( see p u m p
Fig. G1 data p late) which starts with TW50 or WW4 7 E
normally indicates a fou r rin g piston on these
03 . 1 5 2 engines.

3. 1 5 2 2 engines fitted in fork l ift truck applications

have fou r ring pistons and other applications have
three ring piston s.

3 . 1 52 4 and T3. 1 5 2 4 engines have three ring

pistons.

The piston rings a re al l fitted a bove the gu dgeon

pin except for the bottom scraper ring on five ring
pistons.

To ensure the piston s a re fitted correctly, they a re

stam ped 1 to 3. N o. 1 is at the front of the engine.
The n u m ber is stamped on the top of each piston.

The connecting rods are also stamped on one side

to i n dicate their position i n the engine.

To remove p i stons and connecting rods

1. Remove the cyli nder head assembly (Section F) .
2. Remove the l u bricating oil sump and l u bricating
oil pump (S ection M).
3. Remove any carbon from the top of the cylinder
liner bores.
4. Remove the big end caps ( see fig. G 1 ) and con­
necting rod bearings from the connecting rods
and push the pistons and connecti ng rods out
of the top of the cylinder block ( see fig. G2).
5. Keep the bearings with the correct piston/
connecting rod assembly.

! . )
Fig. G2

3. 1 5 2 Series Workshop Manual. October 1 99 1

 PI STO N S AN D CON N ECTI N G RODS-G. 3

To remove p i stons from con necti ng

rod s
1. Remove the piston rin g s. E n s u re that the ends
of the rings do not cause damage to the piston.
2. E n s u re that there a re identification marks on
the piston a n d conn ectin g rods to ensure easy
assembly.
3. Remove the c i rc l i ps fro m the piston bore.
4. Push out the g u dgeon p i n. If the pin is tight,
heat the piston to 40/50°C ( 1 00/1 20° F) for
easy p i n removal.

To ren ew sma l l e n d b u s h
1. Press out old bush with a suitable adaptor. Fig. G3
2. Remove any sharp edges from the connectin g
rod bore.
3. P ress in new bush so that the l ubricatin g oil
hole i n the bush aligns with the lubricating oil
hole i n the top of the conn ectin g rod ( see
fig. G 3 ) .
4. R e a m t h e b u s h bore t o g e t the correct
cleara nce with the g udgeon pin ( see page C7).
5. C h e ck that the smal l end bore is parallel with
the big end bore.

To asse m b l e p i sto n a n d con n ecti n g rod

If ori g i na l pistons are to be u sed again, they m ust
be assem bled to their correct conn ecting rods, that
is. piston sta m ped N o. 1 m u st be fitted to connect­
ing rod stam ped N o. 1 .

Pistons must be fi tted with the offset ca� ity in the

· top towards the side of the conn ectin g rod that is
stam ped with the identification n u m ber (fig. G 4 Fig. G4
shows a 3 . 1 522 piston) .

If a n ew con necti ng rod is u sed, it m u st be stamped

with the cyl inder n u m ber on the side of the rod and
cap wh ich has the recess for the location tag for the
con necting rod bearings.

Assemble the piston to the con necting rod and fit

the g udgeon p i n. H eat the piston to 40/50°C
( 1 O'b/ 1 20° F) for easy g udgeon pin assembly.

E n s u re that the circ l i ps a re correctly fitted i n thei r

grooves.

) Fig. G5
PI STO N S AN D CON N ECTI N G RODS-G.4

To fit n ew ri ngs
Check t h e piston rings for correct gap ( see page
C6) . To check the gap of the coil spring loaded
scraper ring, the spring m u st be fitted to push the
ring against the cyl inder liner bore.

I n worn cyl i nder l i ners, gaps m ust be checked at

the top of the bore which is not worn, after the car­
bon has been removed ( see fig. G5).

With 3. 1 5 2 2 engines, the compression rings have

a thin layer of copper on the outside surface to h elp
t he rings adjust t o t he bore. This layer wil l soon
wear off in service. The ring gap wi l l i ncrease
Fig. G6 0,08/0, 1 5 mm (0.003/0.006 i n) without the cop­
per layer on the ring.

Fit the rings to the piston in the order which foll ows
(from the top of. the piston) as shown i n fig. G6 for
the 3. 1 5 2 2 engi ne.

3.152 engi nes fitted with chrome l i ne rs

1. Parallel face compression.
2. Tapered face compression.
3. Lam inated seg ment compression.
4. Slotted scra per.
5. Slotted scraper.

3.152/A3.1 52 and 03 . 1 52/A03 . 1 52 e n g i nes

rated up to 2,250 rev/ m i n fitted with cast i ron
l i ners
1. C h rom i u m plated compression.
2. Pa rallel compression.
3. La m inated seg ment compression.
*4. Spring loaded lami nated scraper.
5. Slotted scraper.

* With 3. 1 5 2 engi nes rated above 2,250 rev/min,

a slotted scraper is used.

Some 03 . 1 52 engi nes rated u p to 2 , 2 5 0 rev/min

use piston rings as given for higher rated 03 . 1 5 2
engines. A fuel i njection p u m p setting code ( see
pu m p data plate) which sta rts with TW5 0 or
WW4 7 E normally ind icates this piston ring
arrangement.

03.152 rated above 2,250 rev/ m i n

1. Chrom ium plated compression.
2. Parallel compression.
3. I nternally stepped com pression.
Fig. G7 4. Chromium faced, coi l spring loaded scraper.
 PISTON S AN D CON N ECTI N G RODS-G. 5

U p- rated AD3 .152 the spring goes i nto the i nside g roove of the ring
and the ring gap is on the opposite side to the loca­
1. Chromi u m plated compression.
tion pin.
2. I nternally step ped compression.
Fit i nternally stepped rings with the step towards
3. I nternally stepped compression.
the top of the piston.
4. Chromi u m faced, coi l spring loaded scraper.
When new rings a re fitted to ori g i nal pistons, clean
the piston ring g rooves by the use of an old ring.
3 .1522
The pistons mu st be checked for damage of the
1. Chromi u m i nsert, copper fin ished com­
ring g rooves and to ensu re that the rings move
pression.
freely in their g rooves. If the piston outside surface
2 or
is damaged or badly worn, it m u st not be used
2 & 3 I nternally stepped, copper finished com­
again.
pression.
3 or 4 C h romi u m faced, coi l spri ng l oaded scra per.

3 .1524/T3.1524 Lam i nated compression ri ngs

1. Tapered semi- i n lay, c h rome face compression.
The laminated compression ring fitted i n the th ird
2. Tapered face compression. g roove is different on early and later engines.
3. Chrome face, coi l spri n g loaded scraper. On early engines, it consisted of th ree segments.
On later engines, it consists of fou r segments.
The tapered face compression rings have a mark T
or 'TOP' to ensure that they a re fitted correctly. It is i mporta nt that the laminated compression ring
is correctly assembled to the piston.
To fit the coil spring loaded scraper ri ng, fit the coi l
spring in the piston ring g roove. Ensure that the
location pin goes in both ends of the spring ( see
fig. G 7 ) and then fit the ring over the spring. Ensure

P I STO N CROWN

SECO N D A N D TH I RD S EG M E NTS

F I RST S EG M E NT

)
Fig. G8
PISTO N S AN D CON N ECTI N G RODS-G.6

To fit th ree segm e nt type ( see fig. G8 ) To fit spri ng l oaded scraper ring ( see
fig. G 1 0)
1. Fit the first seg ment so that when held and
lig htly pressed by hand, the ends of the ring This ring consists of one i nside expander ri ng ( 1 )
a re i n the down position. Put this ring at the and two flat rings ( 2 ) each side of the wavy spring
bottom of the g roove with the gap over the ri ng ( 3 ) .
gudgeon pin bore.
1. Fit the i nside expander ring.
2. Fit the second segment on the top of the first,
2. Fit the two lower flat rings.
so that when held a n d pressed as already
given, the ends of the ring a re in the up posi­ 3. F i t the wavy sprin g ring.
tion. Put the gap at 1 80° to the first seg ment
4. Fit the two u pper flat rings.
gap.
3. Fi t the thi rd segment on the t o p of t he second
with the ends of the ring in the up position. Put To fit spri ng loaded scraper ring ( see
the gap a bove that of the first seg m ent. fig. G1 1 )
This ring consists of fou r flat seg ments, one d ished
segment and a spacer.
To fit fou r segment type ( see fig. G9 )
1. Fit the two flat seg ments.
1. Fit the first seg m e nt so that when held and
.

lightly pressed by hand, the ends of the ring 2. Fit the spacer.
are i n the d own position. Put thi s ring at the
3. F i t t he flat seg ment on top of t h e spacer.
bottom of the g roove with the gap over the
g udgeon pin bore. 4. Fit the d ished segment with the dish down.
This segment has its end cut at an ang le. The
2. Fi t th e second seg ment o n t h e t op o f th e first
correct d i rection of the d ish can be found if the
so that when held and pressed as already
ri ng is lightly pressed by hand and the ends
given, the ends of the ring a re in the up posi­
move up. On late r rings, a round area of the
tion. Put the gap 1 8 0 ° to the first segment gap.
d u l l su rface of the ring has been removed to
3. F i t the thi rd seg ment o n t he t o p o f the second g ive a bright a rea and this must be fitted
so that when pressed, the ends of the ring are towards the top.
i n the down position. Put the gap a bove that of
5. F i t the flat seg ment on t h e top o f t h e dished
the first segment.
seg ment.
4. Fit the fou rth seg ment on the top of the third
with the ends of the ring i n the u p position. Put
the gap a bove that of the second seg ment.

PISTO N CROWN

S ECO N D A N D FOU RTH S EG M E NTS

FI RST A N D TH I RD S E G M E NTS
Fig. G9
 PISTO N S AN D CO N N ECTI N G RODS-G.7
Fig. G1 0
Fig. G 1 1
To fit piston and �on n ecting rod
Connecting rods and caps have marks to show their
orig i n a l position in the e n g i n e ( see fig. G 1 2). The
n u m bers are sta m ped on the side of the connecti ng
rod and cap which have the recesses for the loca­
tion tags for the connectin g rod bearings.
E n s u re that the pistons, cyl i nd e r l iner bore, cra n kpin
and connectin g rod big end are c lea n. L u b ricate the
piston and cyli nder liner with clean eng i ne l u bricat­
ing oil.
When the pistons and con necting rods are fitted to
the cyl inder block and cra n kshaft, ensure that the
side of the connecting rod which is sta mped with
the n u m ber goes to the fuel i njection p u m p side of
the engine.
�
Ens · that the lette r 'F, word ' FRONT or the
arrow sta m ped on the top of the piston ( see
fig. G 1 3 ) is towards the front of the engi ne. If the
identification has been removed, e n s u re that the
offset cavity i n the piston top is towards the fuel
i njection pump side of the e n g i ne. Sta m p the front
of the piston top with a s u itable identification ma rk.
Tu rnthe cra n kshaft u ntil the correct crankpin is at
the bottom.
Space the ring gaps equa lly around the piston.
Compress the piston rings with a su itable tool ( see
fig. G 1 4).
Push the pistons and connecti ng rods i nto the cyl in­
der bores from the top. Ensure piston and rod stam­
ped No. 1 a re fitted i nto N o. 1 cyli nder and N o. 2
into N o. 2 cylinder etc. N o. 1 cylinder is at the front
of the engine.
Fit the bearings in the con necting rod and cap with
the location tags correctly fitted in their recesses.
Lu bricate the bearings with clean engine l u bricating
oil and fit the connecting rod and cap to cra n kpin.
Ensure that the cylinder n u m bers on the rod and
cap are the same.
The nuts on the big end bolts must not be used a
second time. N ew n uts m u st be fitted when they
a re removed.
Tighten the connecti ng rod n uts to the correct
torq ue as g iven on page C3.
PI STO N S AN D CON N ECTI N G R O DS-G.8

Three types of connecting rod n uts have been used.

The original were self locking nuts. These were
changed to cad m i u m p lated n uts which have a
bright fin ish. C u rrent n uts are phosphated which
have a d u l l black finish.

Check that the c rankshaft wi l l tu rn freely.

It is i mportant that the correct piston height

relationsh i p to the cylinder b lock top face is chec­
ked wh e n a n ew piston is fitted.

These piston heights at TOC are as fol lows:-

3. 1 5 2 0,00/0, 1 3 m m (0.000/0.005 i n)
below the top face of the cylinder
block.
03 . 1 52 0, 1 0 m m (0.004 in) a bove to 0,03
m m (0.00 1 in) below the top face of
the cyl i nder b lock.
Up- rated 0,03/0, 1 5 m m (0.00 1 /0.006 i n) )
A03. 1 5 2 below the top face of the cyl inder
block.
3. 1 522 0,03 mm (0.00 1 2 in) a bove to 0, 1 7
Fig. G 1 2 . m m (0.00 6 5 i n) below the top face
of the cyl i nder block.
3. 1 524, 0,03/0, 1 5 m m (0.00 1 /0.006 in)
T3 . 1 5 24 below the top face of the cyli nder
block.

I n the factory, the correct heig ht is control led by the

use of three d ifferent g rades of piston. The g rade is
stam ped on the top of the piston. ' H' is for h i g h. ' M '
i s for med i u m. 'L' is for low.

For service use with 3. 1 52 a n d 03 . 1 52 engines, a

piston to the fi nished he i ght is available. Pistons are
also ava ilable which are not fi nished to the correct
height and the tops of these m ust be mach i ned to
give the correct heights as g iven above.

For service use with 3. 1 5 2 2 , 3 . 1 524 and T3 . 1 5 24

eng ines, ' H' and ' L' g rades are available. ' L' g rade
pistons can be used in place of M' or ' L' g rade
·

pistons but if u sed i n place of ' H' g rade pistons,

they can be below the correct height and cause loss
of power. ' H' g rade pistons can be used in place of
orig i n al ' H' g rade pistons but if use i n place of M' '

or ' L' grade pistons, the top m ust be mach i ned to

g ive the correct height as a l ready g iven.

To find the amount necessa ry to machine from the

top of the piston, the piston and connecting rod
assembly m ust be fitted to the cyl i nder block and
cra n kshaft as a l ready g iven.

When fitted, turn the cran kshaft u nt i l the piston is

at TOC and check the distance between th efP isto l').
top and the top face of the cyl i nder block. Tool
P04 1 B can be used to check the height ( see fig.
Fig. G 1 3 G 1 5) .

•
 P I STO N S AN D CO N N ECTI N G RODS-G.9

Do this with each piston i n sequ ence. When the

necessa ry amount has been removed from each
piston top, fit the piston assem b lies to the engine
as a l ready g iven. Check piston heig hts. If these a re
correct, stam p the top of the pistons with their
cylinder n u m bers and a mark to i n d icate the front

N ote: After 3 . 1 5 2 2 piston tops a re mac h i ned,

remove the sha rp edge from the edge of the top of
the cavity in the piston by the use of e m e ry paper
( 3 6 0 g rit size) to g ive a radi u s of 0,4 to 0,8 m m
( 1 /6 4 t o 1 /3 2 i n ) a s shown i n fig. G 1 6 .

F i t t h e cyl i nd e r head ( see page F9) .

Fit t h e l ub ricating o i l s u mp a n d l u b ricating oi l p u m p

( see pages M 5 and M 6 ) .

Fig. G 1 4

Fig. G 1 5

1 /64 in to 1 /32 in
(0,4/0,8 mm)

Fig. G 1 6
 S E CTI O N H
. Cyl i n d e r B l o c k a n d L i n e rs

./"'-·
CYLI N D E R B LOCKS AN D LI N E RS- H . 2

Cyl i nder block a n d l i ne rs

The cylinder block is fitted with thi n wal l flanged
cast i ron or c h romi u m faced d ry cylinder l i n e rs.
( Later T3. 1 524 engines are fitted with pla i n l iners) .
They can be renewed i n service. Factory cast i ron
l iners a re an i nterference fit and have to be bored
and honed after they are fitted. Service flanged cast
i ron l iners and a l l c h rom i u m faced l iners are a n
i nterference/clearance fit a n d are pre-finished to
correct size. They do not need to be machined after
instal l ation. ( Pre-fi n ished plain liners are not
available) .

Chromi u m faced l iners are o n l y fitted t o 3 . 1 52

engin es.

Factory and service cast i ron liners a re i nterchange­

able, but cast i ron and c h romi u m faced liners a re
not interchangeable because the liner flange d imen­
sions and the recess for the flange i n the cylinder
Fig. H 1 block are diffe rent

Cyl i nder l iners m ust not be bored oversize. When

they a re wo rn more than 0, 1 8 mm (0.007 i n) on
the i nside diam eter, they m u st be renewed.

O n some 3.1 5 2 and D3. 1 5 2 engines and a l l

3. 1 5 2 2 , 3. 1 524 a n d T3. 1 5 2 4 engines, a pre­
fin ished bush is fitted i n the cyli nder block as a
bea ring for the front camshaft jou rnal. To renew this
bush, ensure that the o i l hole i n the bush aligns
with the oil passage i n the cyli nder block and the
end of the bush with the mark ' FRONT is towards
the front of the block.

To remove cyl i nd e r l i ners

1. R em��e - th� cylinder
· h ead assembly ( see
Section F) .
2. Remove piston a n d con necti ng rod assemblies,
cra nkshaft and a l l component pa rts of the cyli n­
der block as g iven i n the other sections of this
workshop manual.
3. Remove t h e cyl i nder head studs from t h e cyl i n­
der block.
4. Press out the l i ners through the top of the
cyli nder block ( see fig. H 1 ). Do not ca use
damage to the parent bores. Factory cast i ron
liners are a n i nterference fit and must be
removed with a heavy d uty press.

-
N ote: Cylinder liner removing/relacing tool PD. 1 50 8
with adaptor PD . 1 5 0 1 8 can be used for the
remova l of single l i ners without the remova l of the
engine from the application. The centre thread and
ratchet of the tool m ust be l u bricated with Shell
Spirex Oi l or a similar specification.

()
 CYLI N DE R BLOCKS AN D LI N E RS- H.3

Preparation to fit n ew cyl i nder l i n e rs

Clean the top recess for the l i ner flange (flanged
liners) and the parent bore.

Check that parent bores a re free from damage or

corrosion.

Ensure that the new l i n e r is clean before it is fitted.

If a fluid is u sed to clean the l iner, it must be d ried
and l u bricated with clean engine l ubricating oil
before it is fitted.

During the complete operation, a l l parts m ust be

kept clean or local distortion of the l iner bore can
occu r.

Fig. H 2

To fit n ew servi ce l i ners - flanged

1. L u b ricate the outside d i ameter of the l iners
with clean engine l ubricating oil which must be
applied with a pressu re conta i ner. Do not u se a
brush.

2. Press in new l iners ( see fig. H2) by the use of a

su itable tool and adaptor. E n s u re that the
flanges of the l iners a re correctly located i n
their recesses a t t h e top o f t h e parent bore.

When completel y fitted, the top face of the l i ner

flange m u st be between 0, 1 0 mm (0.004 in)
a bove to 0, 1 0 mm (0.004 i n) below the top
face of the cyl i nder block for cast i ron liners or
0,02/0, 1 8 mm (0.00 1 /0.00 7 i n) below the
top face of the cyl i nder b lock for chromium
faced l i n e rs.

To ensure correct liner height it is permissible

to use s h i ms u nder the cylinder liner flange.
These a re 0, 1 3 m m (0.005 i n) thick, Part No.
3 3 1 2 7 1 0 7 . Before a l i n e r is fitted, the flange
and recess m u st be measu red to decide if
shims a re necessa ry to g ive the correct l i ner
height relations h i p to the top face of the cyl in­
der block.

The new l i ners a re a clea rance/interference fit

in the pa rent bore, that is 0,03 mm (0.00 1
-

if}) to + 0,03 m m (0.00 1 i n ) .

3. G ive the l i ner tim e to adapt to its fitted shape

before the inside fitted bore diameter is chec­
ked ( see fig. H 3 ) . The correct i nside diameter of
a p re-fin ished l i n e r is 9 1 , 5 0/9 1 , 5 3 m m
( 3. 6 0 2 5/3 . 6 0 3 5 in) for a cast i ron l i n e r o r
9 1 ,48/9 1 ,5 0 m m ( 3 . 6 0 1 5/3 . 6 02 5 in ) for a
c h rom ium faced l i ner. Each new · liner m u st be
checked in three positions - top, centre and
bottom, both across and along the cyl i nder
block at each position.

4. After new l iners have been fitted, assem ble

remainder of com ponents to cyl i nder block.
CYL I N D E R B LOCKS A N D LI N E R S- H . 4

T o fit factory l in e rs Oversize cyl inder l i ners

Factory cast i ron l iners a re ava ilable and these a re Oversize outside diameter cyli nder l iners are ava i l­
not finished to size. They a re a n i nterference fit i n able for service use if the standard parent bore has
the cylinder b l ock a n d a h eavy d uty press is been made larger to remove damage.
necessary to remove and fit them.
They are avai lable as fol lows: -
After they h ave been fitted, it is necessary to have
the equipment to bore and hone the liners to a n Ove rsize Description
i nside diameter o f 9 1 .48/9 1 ,50 m m ( 3 . 60 1 5/ 0, 1 3 m m (0.005 i n) Chromium faced
3 . 6 0 2 5 in). prefin ished
Where a parent bore is made l a rger i n service, it 0,2 5 m m (0.0 1 0 i n) Cast iron - bore and hone
m ust be machined to the d imension by the addition
of the liner oversize to the standard pa rent bore 0, 7 6 mm (0.030 in) Cast iron plain - bore and
diameter g iven on pag e C4. A chamfer mu st be hone
machined at the top of the new parent bore. 0, 7 6 mm (0.030 i n) Cast iron flanged - pre­
fin ished
When oversize l iners a re fitted at the factory, the
l i ner oversize is stam ped on the top face of the
cylinder block between the l i ner and the edge of the
cyli nder block.

To fit new l i n e rs - p l a i n
Thoroughly clean the pa rent bore a n d the outside of
the l i ner a nd remove a l l g rease with ' Loctite Safety
Solvent'.
Apply ' Loctite Reta i n i ng Compou nd' G rade 640 to
the complete parent bore except for a 25 mm ( 1 i n)
high a rea a round the top a n d bottom of the bore.
E nter the l i ner i nto the pa rent bore with the end
that has a n external cha mfer at the bottom. With a
su itable flat faced ada ptor, p ress or p u l l in the l i ner
until the top of the l i ner is 0,05 mm (0.002 i n)
a bove to 0, 1 0 m m (0.004 i n) below the top face of
the cyli nder block. Remove any ' Loctite' from
around the bottom of the bore. The i nterference fit
of the new l iners . i n the parent bore is 0,03/0,08
m m (0.00 1 /0.003 in) .
A llow 1 5 m i n utes for the ' Loctite' to harden dnd
then bore and hone the liner to the finished d i men­

)
sion of 9 1 .48/9 1 , 5 0 m m ( 3 . 6 0 1 5/3 . 6 0 2 5 in). For
best resu lts, use a d i a mond hone - base hone at an
inclusive angle of 30° to 3 5o and then plateau hone
at a n inclusive angle of 1 5 ° to 3 5 o to a fi nish of
0,8/ 1 , 2 m icrons ( 3 2/48 m icro i nches) centre l ine
average.
Clea n the l i ner bore and the m a i n journal housings,
etc. and assemble the remai nder of the
components. Coo lant restriction plugs
On u p- rated AD3. 1 5 2 a n d some 3 . 1 5 22, 3. 1 5 2 4
a n d T3 . 1 524 engines, five o f the water passages

@ on the top of the cyl i nder block are fitted with

restriction plugs. If these are removed, ensure that
the correct size of plug is fitted i n its correct posi­

@
tion as shown in fig. H4. The plugs must not
extend above the top face of the cyli nder block.

The plug ( 3 ) is fitted i n the cyli nder block before

@ the top face of the cylinder block is machined in the

factory. If this plug is renewed in service, it m ust be
Fig. H 4 machined so that it is on the same level with the
Coolant Restriction P l u g Positions top face of the block.

3.152 Series Workshop Manual, October 1991

 S E CT I O N J
C ra n ks h aft a n d M a i n Bea r i n g s

)
C RAN KS HAFT AN D MAI N B EAR I N GS-J. 2

Cra n kshaft and m a i n beari ngs

The crankshaft runs i n fou r pre-fin ished beari ngs
which have a steel back and an a l u m i n i u m tin face.

The c ra n kshaft is fitted with two cast i ron balance

wei ghts, one at the front cran kshaft web and one at
the rear cra n kshaft web, to give fu l l rotation
balance.
The main bearing location is by tags which fit i nto
recesses machined i n the bearing housings.

The seal at the rear end of the crankshaft is either a

rope seal in a two piece housing or a l i p sea l in a
one piece housi ng.

N ote: The shim washers and tab washers fitted

under the main bearing setscrews have been discar­
ded and need not be fitted in service.

Fig. J 1 To fit n ew mai n beari ngs and thru st

washers
If one or more of the main beari ngs or thrust
washers have to be renewed or removed for inspec­
tion, it is not necessary to remove the cra n kshaft
from the engine. With some appl ications, the
engine wi l l have to be removed.
1. To remove a m a i n bea ring, remove its cap. For
the rear main bearing cap, see ( 1 ) below.
2. Do not remove more than one main bearing at
a time.
3. Loosen the other main bearing cap setscrews
one to two tu rns.
4. Remove the bottom half of beari ng from cap.
5. With a s uitable piece of wood, push out the top
half of the bearing ( see fig. J 1 ) D u ring this
.

operation, turn the cra n kshaft i n the correct

di rection and push the bearing on the opposite
side to the bea ring tag. The bearing tag is on
the cams haft side of the engi ne.
6. I nspect the bearings and if they have to be
renewed, fit a new half bearing in the top.
I nsert plain end fi rst F it new half bearing to
ca p.
7. Fit main bearing cap and tig hten setscrew
lig htly before the next beari ng is removed.
8. When a l l main bea ri ngs and caps have been fit­
ted, tig hten the setscrews to the torque g iven
on page C3.

The th rust washers fit i n recesses machi ned on

each side of the rear main bearing housing and cap
( see fig. J2). Ensure the correct size th rust washers
are fitted.
1. To renew the th rust washers, re move the rea r
main bea ring cap. To do this, it is necessa ry to
remove the two n uts which fasten the two
halves of the rope seal hous i ng or to release
Fig. J 2 the l i p sea l housing.
 CRAN KSHAFT AN D MAI N B EAR I N GS-J. 3

2. Remove the two bottom half thrust washers

from the rear main bearing cap.
3. The two top half thrust washers can be
removed by the use of a s u itable piece of wood
to push them out whel1' the cran kshaft is tu rned
( see fig. J 3 ) .
4. To f i t n ew thrust washers, l i g htly l ubricate the
two top halves with clean l u bricati ng oil and
push one i nto the recess on each side of the
rea r m a i n bearing housing. The steel side of the
thrust washers m u st be towards the bearing
housing.
5. Renew the ma i n bearing cap 0 rings ( li p seal
' '

cra n ks hafts only) . L i ghtly apply Perkins

POWE R PART Hylomar jointing com pound to
the rear main bearing cap m o u nting faces, out­
side the g rooves mach i ned i n the faces ( see
fig. J 7 ) . The jointin g compound m ust not go
into the g rooves.
Fig. J3
/ 6. Fit a bottom h a l f thrust washer o n each s i de of
the rear main bearing cap and fit the cap.

7. Tighten the main bearin g setscrews to the

torqu e g iven on page C3 . C heck c ra n kshaft end
clea rance ( see fig. J 4) . ·
8. Fit rear o i l seal housing, flywheel, s u m p and
other com ponents as g iven in this workshop
manual.

To remove crankshaft
1. Remove s u m p a n d l u b ricating o i l p u m p ( see
Section M ) .
2. Remove water p u m p ( see Section N ) .
3. Remove cra nkshaf!:. P liUey... .
4. Re move timing 'case· front ·cover a n d rem ove
idl e r gear.
---
5. Remove starter motor, flywheel and flywheel
...}, housi ng. Before the flywheel is removed, fit two
) �
'� g u ide studs i n the cra n kshaft flange to g ive
Fig. J 4
support when the flywheel is removed.
6. Remove connecting rod ca ps and big end
bearings.
7. Remove the ·bolts which fasten the two halves
of the rope seal housing or remove the l i p seal
'housi ng.
8. Remove the main bea ring setscrews and the
m a i n bearing caps and bottom half bearings.
Keep the beari ngs a n d caps together.
9. Lift o u t t h e cra n kshaft ( see fig. J 5 ) and remove
the top half main beari ngs. M a ke a mark on the
bea rings to ensure that they a re fitted to their
origi n a l positions.

If it is necessary to remove the c ra n kshaft gear,

ens u re that the timing mark is to the front of the
gear when it is fitted. The d i sta nce piece between
the gear a n d cran kshaft m u st be fitted with the
chamfer to the inside. F i g. J5
CRAN KSHAFT AN D MAI N BEAR I N GS-J.4

If the main bearings a re to be used again, they N ote: Crankshafts fitted to a l l 3 . 1 5 2 2 , 3. 1 5 2 4 and \.
m ust be s uitably m arked to ensure they are fitted i n T3 . 1 5 24 engines and crankshaft Pa rt N os. e

that sa me positions from which they were removed. 3 1 3 1 2 7 1 8, 3 1 3 1 2 7 2 2 and 3 1 3 1 30 5 7 are

Balance we i g hts
If it is necessary to renew crankshaft balance
weights. These are normally supplied i n sets of two
and m ust be fitted as a set Whe re one weig ht i s
ren ewed, t h e n t h e wei g ht difference m u st n ot
exceed 2 8 . 3 g ( 1 oz).
Cra n ks h aft overha u l
The main journal s a n d crankpins of a standard
cra n kshaft can be machi ned 0,25 mm (0.0 1 0 i n) ,
0,5 1 mm (0.020 i n) o r 0, 76 m m (0.0 30 i n ) under­
size on diameter. Specia l bearings a re available for
these undersize journals and pins.
Tufftrided and m ust be hardened by the Tufftrided
process after they have been machined. If this is not
possible, they can be n itrided for 20 hours, or if this is
not possible, a new or Power Exchange crankshaft
must be fitted.
Check the crankshaft for cracks before a n d after the
cra n kshaft is machi ned.
En s u re that the fi l let rad i i a re machined correctly.
The fi nished sizes for corrected crankshafts a re
given below.

Fig. J6
0,25 mm (O.q1 0 i n} 0,5 1 mm ( 0 . 0 2 0 i n) 0,7 6 mm ( 0.030 in)
U nd e rs i ze \ U n d e rsize U n de rsize

A 6 9 , 5 6/6 9 , 5 8 �tfn 6 9 , 3 0/6 9 , 3 2 m m 6 9 ,0 5/6 9,07 m m

( 2 . 7 3 8 5/2. 7 3 9 3"-ih) ( 2. 7285/2 . 7 2 9 3 i n) ( 2 . 7 1 8 5/2 . 7 1 9 3 i n)
B 56, 8 6/56,88 fJ).fri. . st:q3o/]!o,62 mm 5 6 , 3 5/5 6, 3 7 mm
( 2 . 2 3 8 4/2.23 92 1ri) ·. .. 12.2284/2 . 2 2 9 2
.· i n) (2.2 1 8 4/2 . 2 9 1 2 i n)
c 3 1 , 1 84 m m ( 1 . 22 7 7 5 in) maxi m u m
D 40,00 m m ( 1 . 5 7 5 i n ) maxi m u m
E C ra n kshafts with rope sea l - 48,0 6 m m ( 1 . 8 9�Jfo) maxi m u m
� ·�
E Cra n kshafts with l i p seal - 4 7 , 2 7 m m ( 1 . 8 6 1 in) maxi m u m
R1 2 , 3 8/2 , 7 8 m m (0.09 3 7/0 . 1 0 9 3 i n) a l l journals
R2 3 , 9 7/4 , 3 6 mm (0. 1 5 6 2/0. 1 7 1 8 i n) a l l cra n kpins
F i n ished s u rface of journals and c ra n kpins, 0,40 m i crons ( 1 6 micro i nches) . Fil let rad i i 1 . 3 m icrons ( 5 0 m icro
inches) centre l i ne average maxi m u m.
M agnetic c rack check DC flow - 2 amps AC cu rrent - 1 300 a m ps
Maxi m u m taper and out of round for journals and cra n kpins -
Ta per 0,009 m m Out of rou n d 0,0 1 0 m m
(0.000 3 5 !n) (0.004 in)
M a xi m u m run-out with cra n kshaft mou nted on end journals -
Crankshaft p u l ley d iameter (total i n dicator read i ng) 0,025 m m ( 0 .00 1 i n)
Rear o i l seal di a m eter ( total indicator readi ng) 0,025 m m (0.00 1 i n)
Flywheel flange dia meter (total i n d icator rea d i ng) 0,0 2 5 m m (0.00 1 in)
J ournals (total ind icator read i ng) . R u n-out m u st not be opposite.
N u m be r 1 N u mber 2 N u m ber 3 N u mber 4
M o u nting 0,05 m m (0.002 in) 0,05 m m (0.002 i n) Mounting
After the cra n kshaft has been mac h i n ed, removed any sharp corners from the l u bricating oil holes.

3. 1 52 Series Workshop Manual, October 1 9 9 1

 CRAN KSHAFT AN D MAI N BEAR I N GS-J . 5

To fit cra n kshaft

1 . Ensure that a l l l ubricating o i l passages are free
from restriction.
2. C h eck the main bearing setscrews for d istortion
and thread damage and renew them as
necessa ry. E n su re that o n ly the correct
setscrews are used.
3. Clean the main bearing housings and fit the top
half bearings in position with the location tags
of the bearings in the slots of the housings.
L u b ricate the bearing su rfaces with clean
e n g i ne l ubricating oil.
4. Put the crankshaft in position on the top half
bearings.
5 . Clean a n d l ubricate the top half thrust washers
and slide them into the i r recesses on both
sides of the rear main bearing housing. The
steel side m u st be towards the housing.
Fig. J7
6. Renew the rear main bearing cap ' 0' rings ( l i p 1 . Jointing Compound 2. '0' Ring and Dowel
seal cran kshafts only) .
7 . Lightly apply Perkins POWE R PART H ylomar
jointing compound to the rear main bearin g cap
mounting faces, outside the g rooves in the
faces. The jointing com pou nd m u st not go i nto
the g rooves ( see fig. J 7 ) .
8 . F i t t h e bottom h a l f bearings t o the m a i n bear­
ing caps with the location tags i n thei r slots
and l u bricate the bearing su rfaces. Put the main
bea ring caps i n their correct positions and
ensure that the bottom half thrust washers are
correctly fitted to No. 4 cap ( see fig. J 7 A) . The
inner caps are stam ped 2 and 3 from the front
of the engine. Each cap is stam ped with a serial
num ber and when fitted, this seriaL number
must read in fine with the serial n u m ber stam­
f
ped of1 the cylincer block bottom face ( see fig. Fig. J7A
J8).
9 . Fit t h e main bearing c a p setscrews and tig hten
them to the torque g iven on page C3 .
1 0. Assemble the engine accord ing to the i n struc­
tions g iven in this workshop m a n u a l.
1 1 . Tig hten the cra n kshaft pul ley setscrew to the
torq ue g iven on page C3. With most appli­
cations, the pul ley is fastened with a 3 8 m m
( 1 . 5 i n) A F setscrew a n d a 8 , 9 m m (0. 3 5 in)
,

thick washer and this needs a hig her torq ue

than setscrews which use a 4,8 m m (3/1 6 i n)
thick was her.

Fig. J8
CRAN KS HAFT AN D MAI N BEAR I N GS-J. 6

Cra n kshaft rear e n d rope o i l seal

Thi s consists of a two piece housing which goes
around the rear of the cra n kshaft which has a spira l
oil g roove machined t o a depth o f 0, 1 0 to 0 , 2 0 m m
(0.004 t o 0.008 in) t o retu rn t h e l ubricatin g o i l to
the inside of the housi ng. The bore of the housing
i s machined to take a rubber i nsert asbestos seal.
The seal consists of two halves, one for each half of
the housing.

Fit the seals as fol lows:-

1 . Put one half housi ng i n a vice with the seal
·

recess to the top.

2 . Fit 2 5 mm ( 1 in) of the seal at each end i nto
the ends of the g ro�e so that each end of the
seal extends 0,2 5/0,50 mm (0.0 1 0/0.020 i n)
a bove the half housing end face.
3 . Press the remainder of the seal i nto the g roove
by hand. Start this operation from the centre of
the seal. The n u se a round shaft to rol l in the
seal by the u se of pressu re on its inside
' )
diameter.
4. Fit seal to oth e r half housing as a l ready
indicated.
5 . Clean the half housing faces.
6. Lightly apply jointin g compound to both sides
of the joint and put the joint in position.
Fig. J9
7. Lightly apply jointin g compound to the end
faces of the half housings.
8. Lubricate the inside diameter of the rope seal
with g raphite g rease.
9. Lubricate the rear end of the crankshaft round
the oil groove.
1 0. Put the half housing in position on the engine.
Ensure that the half housing with the oil shroud
is i n the u pper position. F it all setscrews to
cyli nder block and bearing cap faces finger
tight only.
1 1 . Fit the two bolts which fasten the two housings
together and tighten the n uts to 8, 1 3 N m
( 6 l bf ft) 0,8 3 kgf m.
1 2. Tig hten the setscrews in the cyl i nder block and
bearing cap to 1 6,3 Nm ( 1 2 l bf ft) 1 ,6 6 kgf m.
5 · 2 43 i n • 1 3 . Tig hten the two nuts to 1 6 ,3 Nm ( 1 2 l bf ft)
(1 3 3,17mm) 1 ,6 6 kgf m.
MIN

: .l
\· . .
- ·
·

J
Fig. J1 0
3lt&in(4,8mm)

(J
 CRAN KS HAFT A N D MAI N BEAR I N GS-J. 7

I C ra n kshaft rea r e n d l i p seal ( ea rl i e r

type)
On later 3 . 1 5 2 and 03. 1 5 2 en g ines and a l l
3 . 1 5 2 2 , 3 . 1 524 a n d T3 . 1 5 2 4 e n g ines, a spri ng
loaded lip seal is fitted rou n d the rear flange of the
•

cran kshaft.

Damage can easi ly occu r with the l i p seal and

extrem e care m u st be u sed when the lip sea l and
housing a re fitted.

With a new e n g ine, the l i p seal is fitted with its rear

face i n line with the rear face of the oil seal housing
( see fig. J9). I f a new seal i s f itted to a worn
cranks haft, the seal can be p ressed further i nto the
housing to 3 mm ( 1 /8 i n ) below the housing rear
face or, if this position has been u sed, to 6 m m
( 1 I4 i n) below the housing rear face. L u b ri cate the
seal with clean engine l ubricating oi l before it is
pressed i nto the housing a n d en su re that it is
pressed i n squarely. I f a l l three positions have been Fig. J 1 1
used, the worn seal area of the flange ( not the
spigot a rea on which the flywheel fits) can be
machin ed ( see fig. J1 0).

Fit the seal a nd housin g by the use of the sea l

g u ide P D. 1 4 5 as fol l ows: -

C le a n faces o f cyli nder block, o i l seal housing an d

outside d ia meter o f th e c ra nkshaft flange.

E n s u re that the two dowels a re fitted in the cylinder

block. Apply jointing com pou n d to both sides of the
joint and position the joint ove r the dowels.

L u bricate cra n kshaft flange, sea l and seal g u ide

with clean engi n e l ubricating oil. L ubrication of the
-�eal �s ""necessal)i''to-�:Prevent::'daniage t6aEcan . be
·
;
�aosed. if:the ;,s'eal : is ruh :dti ,. '7'
' .r, ; �
:"-

Push seal and housing on sea l g uide, fit g u ide on

cra n kshaft flange and p ress seal and its housing
into position on flange. E n s u re the housing fits on
the dowels ( see fig. J 1 1 ) .

Remove the g u ide a n d fasten the housing with

setscrews and washers.

)
CRAN KSHAFT AN D MAI N B EAR I N G S-J.8

Cra n kshaft rear end l i p sea l ( l ater type) )

The later type of spri ng loaded lip sea l has a d ust
seal l i p with a protrusion to the rear face. It is fitted
si m i la rly to the earlier l i p seal, but the data which
follows must be noted.

I n the factory, the later seals wi l l now be fitted

below the rear face of the seal housing as shown i n
A 0 · 09 i n ( 2 , 2 m m ) fig. J 1 2 s o that t h e standard housing assembly can
be used on engine applications with an oi l fi l led
B 0 · 1 8 i n ( 4, 6 m m l flywheel housing. Two new service positions have
been i ntroduced with the later seal position and
C 0 · 2 7i n ( 6, 9 m m ) these are also suitable for use with the earlier seal
where it is fitted l evel with the rear face of the
housing. Tool PD 1 45 C i s suitable for both earlier
Fig. J 1 2 and later seals. Tool PD 1 4 5 can not be used with
the later seals without modification.

A. Seal positi o n as fitted i n the factory.

B. F i rst service positio n .

Thi s can b e u sed when t h e original seal is · ,-'").·
ren ewed ( orig i n a l seal fitted at position A or leve :
with rear face of the housing) without modifica-
tion to the cran kshaft pal m. Do not use if the
earlier seal has been fitted 3,2 mm (Ys i n) below
the housing face.

C. Second service posit i o n .

This can be used when positions A and 8 have
already been u sed without modification to the
cran ks haft palm. Do not use if the earl ier seal
has been fitted 6.4 mm (14 i n) below the hous­
ing face.

D. Extra service position .

Th is ca n be used for e n g i nes with d ry flywheel
housings if a new c ra n kshaft is fitted or the
cran kshaft pal m has been corrected, but ensure

f)
that the sea l is fitted sq u arely i n the housing.

()
 S E CT I O N K
Ti m i n g Ca s e a n d D rive
TI M I N G CAS E AN D D R IVE- K 2

Ti m i n g case and d rive

The camshaft is insta l led in a high position on the
right side of the cyli nder bloc k. This arrangement
does not need push rods.

The camshaft and fuel pu m p d rive are th rough an

idler gear from the front of the cra n kshaft.

The ti m i ng gears a re insta l led i n a timing case and

cover.

Camshaft bush - N o. 1 bea ri ng

With some D3 . 1 5 2 engi nes and a l l 3. 1 5 2 2 ,
3. 1 5 2 4 a n d T3 . 1 5 24 engines, t h e N o. 1 camshaft
jou rnal ru ns in a bush fitted in the front of the cyli n­
der block.

This bush can be removed with a suitable tool and

Fig. K 1 adaptor and a new pre-finished bush fitted. The )
bush m u st be fitted with the word FRONT to the
front of the cylinder block and the hole dril led in the
bush in line with the hole d ri lled i n the cyli nder
block.

To remove t i m i n g case cove r

1. Loosen the bolts which hold the dyna mo or
alternator and remove the fan belt.
2. Loosen t h e hose cli ps o n hoses fitted t o the
water p u m p and remove the water pu m p.
3. Remove the cran kshaft p u l ley.
4. Remove the dynamo or a lternator.
5. Remove the dynamo or alternator bracket and
l i n k�:�ge.
6. Remove the timing case cover setscrews. Two
long bolts go through the timing case to fasten
a cover at the rear of the timing case which
seals off the power take off bore. There are also
two long bolts which go through the timing
case to fasten the dynamo or alternator bracket.
There is a nother long bolt which goes through
the timing case cover above the position of the
dynamo or a lternator bracket. The bottom
setscrew below the front oil seal is fitted with
an a l u m i n i u m or copper washer.
7. Remove t i m i ng case cover ( see fig. K 1 ) . Ensure
that no damage occu rs to the front oil sea l.

To re new cra n kshaft front o i l seal

See text.
1. Press out old sea l from ti ming case with a

§diP
support u nder the seal housing.
2. Press in new seal with spring loaded l i p
towards inside o f cover.
N ote: Early engi nes we re fitted with a black n itrile
Fig. K2 seal with no dust lip protrusion and a cra n kshaft oil
Cra n kshaft F ront O i l Seal Pos ition thrower.
 TI M I NG CASE AN D D R IVE- K 3

Later engi nes had a red silicone seal with a du st

seal protrusion and a distance piece was fitted
instead of an oil thrower.
The d e pths of these seals from the front of the
cover m ust be as follows ( see fig. 1<2) .
3 . 1 5 2, 03. 1 5 2 I nd., 3 . 1 5 2 2 , 3 . 1 524 a n d
•

T3 . 1 5 2 4 engines - 1 5 , 8 8 m m (0. 6 2 5 i n )
03. 1 5 2 Ag. and marine engines - 1 1 9 1 m m ,

(0.469 in)
AD3 . 1 5 2 and A3. 1 5 2 engines - 1 1 .4 3 m m (0.450
in)
Cu rrent engi nes a re fitted with a black 'Viton' seal
with a d u st seai protrusion and the depths of these
seal s from the front face of the cover m u st be as
fol l ows ( see fig. K2 ) .
All e n g i n e types except marine - 9 , 3 5 m m (0.3 7 5
i n)
All marine engines - 1 1 ,83 m m (0.465 i n)
3. Fit the tim i ng case cover to the ti ming case by
the u se of two opposite setscrews loosely
tightened. E n s u re that the cover is correctly Fig. K3
aligned by the use of centralising tool PD 1 5 9
on the crankshaft and i n the seal housing and
tig h ten the assembly by the cra nkshaft p u lley
setscrew and washer. Do not apply too much
force on the setscrew.. Tig hten a l l the timing
cover setscrews a n d huts and remove the tool.
I f the centra l ising tool is not ava i lable, the
cran kshaft p u lley can be used to a l i g n the
cover, but as this method uses the inside
dia meter of the seal which is soft, the cover can
be out of align ment which can ca use leakage.

Ti m i n g gears
The camshaft and fuel i njection p u m p gears a re
driven by a r1 idler gear fro111 the .front of the
. • .·. .
.
crankshaft All the gears are stc�mped with marks to
ensu re correct timing. These marks a re made with
N o. 1 piston at TDC on its compression stroke.
These t i m i ng marks wi l l not align at every rotation
of the cra nkshaft when N o. 1 piston is at TDC on
Fig. K4
its compression stroke because the gears turn at
different s peeds.

If a n y of the ti m i ng gears a re renewed, ensu re that

there is a m i n i m u m backlash of 0,08 m m
(0.003 in) - see fig. K3 .

To remove i d l e r gear and h u b

1. Turn the cra n kshaft until the ti m i ng mark teeth
of the crankshaft and camshaft gears a re i n
mesh with the idler gear.
2. Release locking washer on t h e setscrew which
fastens idler gear and remove setscrew, locki ng
washer and idler gear end plate.
3. Remove idler gear fro m its h u b ( see fig. K4) .

I
4. Remove idler gear h u b from its bore in the ti m­
/
ing case. ( See fig. K4A) . Fig. K4A

3.1 52 Series Workshop Manual. October 1991

TI M I N G CASE AN D D R IVE- 1<.4

To fit i d l e r gear and h u b

1. Ensure that the cra n kshaft, ca mshaft and fuel
i njection pump gears are in a position as shown
in fig. L 1 with the marks on the teeth towards
the idler gear position. If the crankshaft or
camshaft has to be tu rned, it wil l be necessary
to remove the rocker shaft to ensure a piston
does not contact a valve.
2. Fit idler gear h u b so that small hollow dowel
locates in hole i n h u b. The h u b shou ld be i n its
fully fitted position in the bore of the timing
case.
3. Fit i dler gear on h u b with the long tapered cen­
tre boss towards the cylinder block and the tim­
i n g marks alig ned.
4. Fit idler gear end p late, locking washer and
setscrew. Fully tighten setscrew and bend u p
locking washer. E n s u re that idler gear has end
fig. K5 clearance on hub ( see fig. K5 ). End clearance

_)
must be 0, 1 3 to 0,38 mm (0.005 to 0.0 1 5 in).
To remove camshaft gear
1. Tu rn crankshaft until timing mark teeth of
crankshaft and camshaft gears are in mesh
with idler gear.
2. Remove the three setscrews and washers
which fasten gear to camshaft.
3. Remove camshaft g e a r from ca mshaft.
To fit camshaft gear
1. Remove idler gear and if necessary, remove
rocker shaft to permit camshaft to be tu rned.
2. The spigot of the camshaft is sta mped with the
letter " D" and the camshaft gear is also stam­
ped with the l etter " D" (see fig. K6) . Fit
ca mshaft gear to camshaft with the letters " D"
a)igneg: ·,no n()t fasten gear to camshaft by use
• ·. . of the s lotted h oles.
3. Fit and tig hten the th ree washers and
setscrews.
4. Turn camshaft until N os. 4 and 6 cams are to
the top. This can be checked by inspection of
the tappets and this is the a pproxi mate position
to a l ign the ti ming marks.
5. . Fit idler gea r with a l l timing marks alig ned and
where necessary, fit rocker shaft
To remove fu e l i nj ection pump gear
1. Turn crankshaft until timing mark tooth on fuel
injection pump gear is i n mesh with idler gear.
2. Remove the id ler gear.
3. Remove setscrews or nut which fasten fuel
i njection pu m p gear.
4. Remove the fuel i njection pump gear ( see fig.
K 7 ) . E nsure that no da mage occ u rs to the
dowel or key.
N ote: Some eng ines a re fitted with a fuel injection
pump that has a tapered d rive shaft which has a
keyway and a single nut to fasten the gear. To remove

Fig. K7
the gear, use puller tool P D 1 5 5 8 and metric adaptors
PD1 5 5 8-5.
0

3. 1 52 Series Workshop Manua( October 1 991

 TI M I NG CASE AN D D RIVE- K 5

To fit fu e l i nj ection p u m p gear

1 . Where n ecessary, fit dowel to fuel i njection
p u m p gear.
2. Fit gear. E n su re dowel i s i n correct location be­
tween g ear and fuel injection p u m p.
3. F i t a n d tighten washers a n d setscrews or n ut.
Tig hten n ut to the torq ue g iven on page C3 .
4. Fit idler gear. Ensure all timing marks align.

To rem ove camsh aft

1. Remove rocker shaft assembly.
2. Tu rn c rankshaft u ntil timing mark teeth of
cra n ks haft and camshaft gears are in mesh
with idler gear.
3. Remove fuel lift p u m p (see Section P) .
4. Lift the tappets a nd remove the camshaft and Fig. K8
gear from the cylinder b lock (see fig. K8 ) .
E n s u re that no damage o ecurs t o jou rnals,
ca ms or tappets.

To fit camshaft
1. Where necessary, remove idler gear and put
i nto position with ti m ing mark teeth a l i gned
with ti m i ng mark teeth of crankshaft and fuel
i njection p u m p gears.
2. Lift tappets a n d carefu lly fit camshaft and gear.
D u ri ng this operation, the cams haft m ust be
contin uously tu rned. E n s u re that n o d amage
occu rs to journals, cams o r tappets. E n s u re that
the ti m i n g marks on idler gear and camshaft
gear are correctly a l ig ned.

Camshaft thrust
;
The ca mshaft ·end clearance is contro lled by a steel Fig. K9
spri ng fitted to the i nside of the timing case cover.
Th is is s hown in fig. K 1 .

To rem ove ti m i n g case

1 . Remove ti m i ng case cover.
2 . , Remove rocke r shaft assembly.
3. Remove l ubricating oil s u m p ( see Section M ) .
4. Remove timing case bottom cover (see fig. K9 ) .
5 . Remove idler gear a s a lready g iven. It i s easier
to remove the idler gear hub when the ti ming
case has been removed.
6. Remove fuel lift pump.
7. Lift tappets a n d remove camshaft and gear.
E n s u re that no damage occurs to journals,
cam s or tappets.
8. Release the three setscrews or n ut and remove
the gear from the fuel i njection p u m p. Fig. K1 0
TI M I N G CASE AN D D R IVE- K6

9 . Remove a l l controls a n d pi pes from i njection

pu m p. To remove the hi gh pressu re pipes from
the pump, release the pi pes at the atomiser end
first and then remove the pipes completely.
1 0. Remove the three n u ts, spring washers and
plain washers which fasten the fuel i njection
pu m p flange to the timing case and remove the
pump. Ensure that all i nlet and outlet connec­
tions of the fuel i njection system are sealed to
prevent d u st or d i rt contamination.
1 1 . Remove setscrews and washers which fasten
timing case to cyl i nder block and by means of
li ght force, remove t i m i ng case from block ( see
fig. K 1 0 ) .
1 2 . Remove id ler g e a r h u b ( see fig. K 1 1 ) .

T o fit tim i n g case

Ftg. K1 1
1 . To ensure correct location of tim i ng case, fit
and fully fasten idler gear h u b to cylinder block
( see fig. K 1 1 ).
2 . U se a new joint and fit the timing case to the
front face of the cyli nder bloc k.
3 . F it ti m i ng case bottom cover. Ensure it is cor­
rectly aligned with front face of timing case
( see fig. K 1 2 ) .
4. F i t f u e l i njection p u m p t o rea r face of timing
case. Ensure that tim i n g marks on pump flange
and rear face of tim i n g case a re a ligned.
5 . Tu rn crankshaft u ntil N o. 1 piston is at TDC
( key at front of cran kshaft in top position) .
6 . Fit gear to fuel i njection p u m p. Ensure dowel or
key between gear and pump is in correct
location.
7. Lift tappets and fit camshaft and gear.
8. Fit idler gear on its h u b. Ensure that the ti ming
mark teeth on cra n kshaft, fue l i njection pump
and camshaft gears a re aligned with ti m i ng
m a rk teeth of idler gear.
9 . Fit l u bricating oil s u m p ( see Sect ion M).
1 0. Where necessary, fit c ra n kshaft pu lley d istance
piece or oil thrower ( see fig. K1 3 ) .
1 1 . Fit ti m i ng case cover.
1 2 . Fit controls and pipes to fuel i njection pump.

N ew ti m i n g case
When a new timing case is fitted, this wi l l not be
marked on the rear face for the correct alignment of
the fuel i njection p u m p.

After a new timing case has been fitted, the fuel

i njection pump ti m i ng m ust be checked by one of
the two methods given i n Section L and the rear of
the t i m i ng case stam ped with a timing mark to align
with the ti m i ng mark on the fuel pump flange or
F ig. K 1 3 stra i g ht edge of the timing tool pointer ( see fig. L8) .
..
 S E CTI O N L
Ti m i n g

)
TI M I N G- L 2

Gear ti m i n g ma rks
The tim i ng gears are sta m ped with tim i ng marks to
ensure correct assembly ( see fig. L 1 ) .

See Section K for g e a r assembly instruction.

F u e l i njection pu mp timing marks

A timing mark is sta m ped on the fuel i njection
pump flange and a further mark is stamped o n the
rear face of the tim i n g case ( see fig. L2) . If these
m arks are i n alignment and the fuel pump gear is i n
correct mesh, then t h e fuel p u m p timing i s correct.

To set engi ne tim i ng

1. Remove atomisers.
2. Remove rocker shaft assembly.

)
Fig. L 1
3. Turn crankshaft so that t h e crankshaft gear key
is a t TOC.
4. Fit camshaft gear with the letter " 0" in a l i g n­
ment with the letter " 0" on the ca mshaft h u b.
5. Fit fuel i njection pu m p gear. This has a dowel
and wi l l only fit in one position.
6. Ensure that fuel i njection pump is fitted to
engine with the timing mark on the flange i n
alignment with t h e tim ing mark on the rea r of
the timing case ( see fig. L2) .
7. F i t idler gear with a l l ti m i ng marks o n teeth of
gears alig ned ( see fig. L 1 ) .

T o check valve ti m i n g
1. Turn engine until N o. 3 cyl inder exhaust valve
is fully open.
2. In this position set the valve tip clearance on
N o. 1 i n let valve to 1 ,09 mm (0.043 i n) for
', )
·

3. 1 5 2 and 03 . 1 5 2 engi nes or 0,80 m m

(0.03 1 5 in) for 3 . 1 5 2 2 , 3 . 1 524 and T3. 1 5 24
engi nes.
3. Turn engine clockwise from front u ntil tappet of
N o. 1 i n let va lve just tig htens.
4. In this position, N o. 1 piston wi ll be withi n 2 Yzo
of TOC. This can be checked by a mark o n the
flywheel or on some applications, a ti ming p i n
is fitted t o t h e timing case front cover. When
loosened, it locates i n a hole i n the rear of the
crankshaft pul ley.
5. There is no adjustment for valve timing . If the.
timing is more than 2Yzo out of position, the
timing gears a re probably not i n correct mesh.
6. After the va lve tim ing has been checked, adjust
tappet clearance of No. 1 inlet valve to 0,30
mm ( 0.0 1 2 in) for 3. 1 5 2 and 03. 1 5 2 engines

Fig. L2
or 0,20 mm (0.008 in) for 3 . 1 5 2 2, 3 . 1 5 2 4
and T3. 1 5 2 4 engines.
0
 TI M I N G- l.3

l To check DPA fuel i njection pu mp tim i ng

by u se of pump rotor marks
A circli p is fitted i nside the fuel i njection pump and
when the sq u a re end of this c i rc l i p i s alig n ed with
the correct mark on the fuel p u m p rotor ( see fig.
L3 ), it i n dicates when the i njection starts to N o. 1
cyl i nder ( static tim i ng point) .

With earlier fuel i njection p u m ps, t h e tim i ng c i rclip

is stamped with a l i n e which aligns with the correct
mark on the fuel p u m p rotor ( see fig. L4) .

To see these ti m i ng ma rks, remove the inspection

plate on the l eft side of the fuel i njection pu m p
body.

To set the ti m i ng c i rc l i p, remove the fuel i njection

pum p from the en g i n e. Con nect N o. 1 cyli nder
outlet to a n atomiser tester and operate the tester
until it reaches 3 1 kgf/c m 2 ( 3 0 atm or 440 l bf/
fig. L3
) in2 ) . Turn the p u m p by h a n d, clockwise from the
front u ntil it stops. The square end or the line on
the ci rcli p can now be adjusted until it aligns with
the line marked " E" on the fue l i njection pump
rotor.

Check the fuel i njection tim i ng as fol lows:-

1. Ensure fuel i njection p u m p c i rc l i p is i n its cor­
rect position as a l ready g iven.
2. Turn the engine u ntil N o. 1 piston i s at TDC on
com p ression ( exhaust valve of No. 3 cyli nder
fu lly ope n ) . Remove the va lve spri ngs from N o.
1 in let valve and permit it to be held by the top
of the piston. Fit a s u itable col l a r at the top of
the valve stem so that the va lve will not fal l
cqmple!e lyjn�() !h� cyli l) der. .
. ,�-- ; <' .:'-'• ;_� ·f.? .
-..,: ·: r���' ' ' " -_-·. "t,-li · , ' , .• : ·.:.:�t- u) !:"' 1
. �

3. Pqt tliaF:test indicator on the top of the valve

a

stem ( see fig. L5 } a nd use the i ndicator to find

the accu rate N o. 1 piston TDC position. Set the
dial to ze ro.
)
4. Turn e n g i n e counte r- clockwise from the front
by an e i ghth of a turn a nd then clockwise u ntil
the piston is at the static tim i n g position as
g iven on page C 1 4.
5. Check the fuel i njection p u m p rotor. The line
with the � " E" m u st be a l igned with the
SQUare end or the line on the c i rc l i p ( see figs.
L3 or L4) . If the l i n e on the rotor does not align
with the c i rc l i p, turn the fuel i njection pump in
either d i rection o n the rear of the timing case to
make the n ecessa ry adj ustment

The circlip on c u rrent p u m ps is not set and tim ing tool

MS6 7 B m u st be used, see page L4.

N ote: The sea l s on the fuel i njection pump must

only be broken by approved personnel who must
also fit new seals.

)
Fig. L4

3.1 52 Series Workshop Manual, October 1 991

TI M I N G- L.4

To check fue l i njectio n pu mp tim i n g by /'-)

use of tool s M S.67 B and adaptor
PD.67 B- 1 and PD.67-2
1. Turn engine clockwise from front u n t i l No. 1
piston is at TDC on compression ( exhaust valve
of No. 3 cylinder fully open) . This position can
be found on some applications by a mark on
the flywheel, or a timing pin fitted to the ti ming
case front cover which, when loosened,
engages in a hole in the rear of the crankshaft
pul ley. If neither of these methods are available,
TDC can be fou n d by the use of a dial test
indicator on the top of a valve stem as already
given.
2. Remove fuel i njection pump and fit adaptor
PD.67B- 1 ( see fig. L6) to fuel i njection pump
gear. Ensure dowel i s in corrct location be­
tween gear and adaptor. The shaft of the adap­
tor must be toward the rear of the engi ne.
For pumps with tapered d rive shafts, fit adaptor
PD.6 7•2 through hole in rear of t1m i ng case
and secure with nut to fuel pump gear.
Fig. L5
3 . loosen screw ( 5 , fig. L7) of timing tool
M S.6 7 B and remove splined shaft ( 6 ) ( retain
for tapered d rive shaft pu mps) . The adaptor
ring ( 1 ) is not used with this engine type.
4. E nsure pointer ( 2 ) of timing tool is i n position
with right angled straight edge to front of tool
and notch at the bottom ( see fig. L8) . The e nd
of the pointer with the straight edge must be
kept away from the front of the body. Ensure
that the flat of the washer fitted behind the
screw (3) which fastens the pointer, is in posi-
tion over poi nter.
5. Loosen screw ( 4} wh ic h fastens bracket and
set bracket so that the edge with a chamfer is
i n line with the correct engine check angle ( see
page C 1 4) .
6 . Press fue l i njection pump ge ar an d adaptor J
towards rear and connect splined shaft of adap-
tor i nto timing tool with m aster spline engaged
and lock adaptor shaft i n timing .tool with rear
face of adaptor agai nst front face of timing tool.
7. M ove tool forward com plete with gear so that
spigot of the tool fits i n the hole in the ti ming
case. For p u m ps with tapered d rive shafts, fit
timing tool in fuel p u m p position, s l ide splined
shaft ( 6) forward into adaptor and lock with
screw (5) ( see figs. L7/L8) . If pointe r is 1 80"
out of position, the engine is o n the wrong
stroke. Remove the tool and set engine on cor­
rect stroke. The fuel i njection pump g ear m ust
be held in mesh when the engine is turned.
8. M ove the pointer forward to reach rear fac � of
· ·

timing case and lock in position.

9. Turn tool clockwise from rear to remove back-
lash and check that mark on rear of timing case

Fig. L6
aligns with straight edge of the pointer ( see fig.
L8) . M a ke a new line if necessary or, if there is
0
 TI M I NG- l. S

no l ine, make a l i n e along the straight edge of

the poi nter. I f l i ne is 7 " or more from the
straight edge, this i n dicates that gea rs are pro­
bably n ot correctly fitted and the ti ming of the
gears m u st be chec ked .
.
1 0. Remove tool and ada ptor from the fuel i njection
pu m p gear and fit fuel p u m p to engine as g iven
on page P7.

To check m a rk a n g l e of D PA fue l i nj ec­

tio n p u m p by use of too l M S. 6 7 8 and
adaptor P D. 6 7 -3
Fig. L7
1. Loosen screw ( 5 , fig. L 7 ) and put the splined Tim i ng Tool
shaft with the s m a l l d i a m eter to the rear to fit
in the centre of the fuel i njection p u m p h u b. 1. Adaptor R i ng
For pum ps with tapered d rive shafts remove 2. Pointer
splined shaft. 3. Pointer Sec u ri ng Screw
4. Bracket Securing Screw
2. Ensure that pointer ( 2 ) of tim i n g tool is i n a
5. Shaft Securing Screw
position with slot to rear of tool and sides of 6. Splined Shaft
the slot with chamfers a re on the outside. The
end of the pointer with the slot must be kept
toward body of tool. E n s u re that the flat of the
washer fitted behi n d the screw (3) which
fastens the pointer is in position over pointer.
3. Release screw (4) which fastens bracket and
set bracket so that the edge with a chamfer is
i n fine with the correct fuel i njection pump
mark angle ( see page C 1 4 ) .
4. F i t t i m i n g tool with s pl i n ed s h a ft i n fuel i njec­
tion p u m p h u b and m ove tool toward the fuel
pump to con nect on the end of the hub and
lock shaft in tool ( see fig. L9). For pumps with
tapered d rive s hafts, fit adaptor PD. 6 7- 3 onto
d rive shaft key and then locate timing tool over
adaptor and drive s haft.
5. Connect No. 1 cyli nder outlet to an atomiser
,-
' tester and operate the tester u nti l it reaches Fig. LS
3 1 kgf/cm 2 ( 3 0 atm or 440 lbf/in 2 ) . If pre­
) ssure va lve is fitted, this m u st be removed.
,.

6. Turir p u m p clockwise from the front u ntil it

stops.
7. M ove poi nter forward u ntil it is half over pump
flange. Check that t i m i n g mark is central to slot
in poi nter. M a ke a new t i m i ng mark if
.necessary.

To check mark a n g l e of Sta nadyne F u e l

i njection pu mp b y u se o f tool MS. 6 7 8
and adaptor P D. 6 7 8- 1 a n d PO .678-6 .
1. Fit the adaptor P D. 6 7 8- 1 to the h u b of the
pump by use of the special setscrews ( pa rt of
tool PD. 6 7 8-6). E n s u re that the location slots
of the h u b and adaptor a re together and in line
( use the alignment gauge, part of tool PD. 6 7-6)
and that the ada ptor is concentric with the h u b.

)
Fig. L9

3.1 52 Series Workshop Manual. October 1991

TI M I N G- L. 6

2. Remove the splined shaft from the t i m i ng tool

( M S. 6 7 B) and slide the s m a l l spli ned open end
of the timing tool onto the s p l i n ed s haft of
ada ptor PD . 6 78- 1 . Lock the timing tool i nto
position with securing screw ( 5 , fig. L 7 ) .
.

3. Ensure the long pointe r, part o f tool PD. 6 7 8-6

is in position and sides of slot with chamfers
a re on the outside. Ensure that the flat of the
washer fitted behind the screw ( 3 , fig. L7 )
which fastens the poi nter i s i n position.
4. Release screw ( 4, Fig. L 7 ) which fastens brac­
ket and set bracket so that the edge with a
chamfe r is in l i ne with the correct fuel i njection
pum p mark angle ( see page C 1 4 ) .

N ote : As the tool wi l l h ave to be fitted i n the

reverse position to normal, the settin g a ng l e has
been adj u sted to allow for thi s ( see page C 1 4 ) .
5. Connect N o. 1 cyl i nder outlet to a n atomiser
tester and operate the tester u nti l it reaches
3 1 kgf/cm2 ( 30 atm or 440 lbf/in 2 ). I f a pressure
valve is fitted, this m u st be rem oved.
6. Tu rn p u m p clockwise from the front u ntil it
stops.
7. M ove poi nter forward u ntil it i s half over p u m p
flange. Check that ti m i n g m a r k is central t o slot
in pointer. Make a new t i m i n g mark if
necessary.

3 . 1 52 Series Workshop Manual, October 1 9 9 1

 S E CTI O N M
L u b ri cat i o n Syste m

. )
L U B R I CATIO N SYSTE M- M . 2

L u b ricat i o n c i rcu it ricating oil comes out of this hole on the camshaft
side of the eng ine and passes through an outside
The l ubrication c i rcuit is shown in fig. M 1 . pipe to the lower connection of the centre camshaft
bearing. With some engines, oil is also passed to
Pressu re l u bricatio n is supplied by a rotor type the front camshaft bearing.
pu m p d riven through gears from the front of the
cran kshaft The l u b ricating oil is sent th rou g h a f u l l
flow filter t o t h e pressu re rai l which is h orizontally As the camshaft turns, a slot i n the camshaft centre
d r i ll ed along the leh side of the cylinder block. From jou rna l a l igns with two holes i n the camshaft bea r­
the pressu re rai l, l u bricating oil passes to the ing and a red uced l u b ricating oil supply passes to
cra n kshaft main bearings and throu g h the the cyli nder head through a nother outside pipe to
cra nkshaft to the big end bearings. On T3 . 1 5 2 4 l u b ricate the rocker shah assembly. F rom the rocker
engi nes, l u bricati ng oi l i s passed from the fi lter shah assembly, oil falls from the cyli nder head into
head/pressu re rai l connection, to the turbocharger the camshaft cha mber and from the front of the
bearings. The cyli nder bores, piston s and small e n d chamber to the tim i ng gears. The tim i ng gears are
bus he s a re l u bricated b y splash. also l ubricated by oil which passes from the
horizontal passage at the front of the cyli nder block
A hole is d r i lled across the front of the cylinder to the idler gear h u b. Oil then passes from the h u b
block which con nects with the p ressu re rail. L u b- through a hole i n the idler gear boss.

R O C K E R A S S E M B LY

N o. 1 N o. 2 No 3
C A M S H A FT 1- - - T - - - C A M S H A FT f- - - - - - -- C A M S H A FT
I TIC
I
SPLASH SPLAS H
t BEAR I NG B EA R I N G
B EA R I N G S

I
BEARI NG
-- -- - - - i-- l>----------------
r
- - - - ..1 '-
1
. · . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . .

�l, M ls;�L� fNo2l �s�wl � �s ��L� ���

I
�'- PLAS H /
/
� '
PLASH /
/
�' P LA S H /
/ I
I ' / ' / ' /

I No.1 No. 2 No . 3
t
I
l
BIG END BIG END
I
BIG END

I -)
TI M I N G I
G EA R S C R A N K S H A FT I
I
I
N o. 1 M A I N N o. 2 M A I N No.3 M A I N N o.4 M A I N t
B EA R I N G BEAR I N G B EA R I N G B EA R I N G I

t �
I
I
J
M A l N O I L G A L L ERY I
I J
J
I
I
OI L L I
LUB OIL RELI EF
PRESSURE F I LT E R I
PUM P VA LV E
GAUG E - --, I

l�------���:- 1 � - - _ __ _ _ _ .)
t
- - - - - - - - � S U M P STRA I N E R � - - - - - -J
Fig. M 1
Lu bricati ng O i l Diag ra m 0
 LUBR I CATI O N SYSTEM- M . 3

Lub ri cati n g oil pressu re

E n s u re that l u bricating oil pressu re is shown on the
gauge.
The o i l pressu re can be variable with d ifferent
e n g i n es, but the m i n i m u m p ressure at maxi m u m
engine s peed a n d normal eng i ne tem perature is
207 kN/m2 ( 3 0 l bf/i n 2 ) or 2, 1 kgf/cm 2 •
There can be a dec rease i n pressu re when i d l i ng
and when the engine is hot
I f the l u b ricatin g oil pressure shown on the gauge is
below norma l, check for the reason i n the order
which fol l ows.
1. Check for correct amount of l ub ricatin g oil i n
s u m p.
2. Chec k o i l pressu re for accuracy.
3. E n s u re l u b ricating oil filter is n ot d irty. If
necessary, fit n ew canister or element
4. E n s u re sump strainer i s not d irty. Clean if Fig. M 2
necessary.
5. E n s u re that suction a n d delivery pipes t o a n d
from l ubricatin g oil p u m p are tight
6. D i rt can keep the l ubricating o i l relief valve
open.

Lu b ri cat i n g oi l fi lters
It is i m portant that the l ubricati n g o i l fi l ter can i ster
o r element i s renewed at the correct i nterval as
g iven o n pag e 02.
The stra i ner in the l ubricating oil s u m p needs no
special mai ntenance but can be cleaned every time
the s u m p is removed.
With c u rrent engi nes, the main l u b ricating oil fi lter
has an elerriennvhich is irrl:egra1 with the cani ster.
EarJ.ie.r: engines had a separate element fitted i n a
filter bowl.
Fig. M3
Both types of element m ust be renewed a n d not
cleaned. The correct serv ice i nterval i s g iven on
page 02.

jo re n ew l u bri cati ng o i l fi lter e l em e nt

1. Remove centre bolt on filter head ( see fig. M 2 ) .
2. R emove fi lter bowl ( see fig. M 3 ) .
3. Remove t h e fi lter element a n d disca rd.
'

4. Clean i nside of filter bowl a nd fit new element

5. E n s u re that felt seal and rubber joi nts are in
good cond ition. Renew them if necessary.
6. Fit element a n d bowl to fi lter head a n d tighten
centre bolt.
7. R u n engine and c h eck for lea kage. Check
a m o u nt of l u bricating oil in s u m p and fi l l as
necessa ry.

The bolt which fastens the filter bowl m ust be c hec­

ked to ensure that it is stil l tight after the fi rst 2 0
hours of operation.
LU B R I CATI O N SYSTE M- M.4

To re new l u b ricat i n g o i l fi lter can i ster

1. Remove the fi lter canister with a strap wrench
or similar tool and discard the canister ( see fig.
M4) .
2. Clean t h e fi lter head.
3. Add clean engine l u b ricating oil to the new
canister. G ive the oil time to fil l the can ister
through the filter element.
4. Lubricate the top of the canister seal with clean
engine l ubricating oil.
5. I nstal l the new canister and tighten it by hand
only. Do not u se a strap wrench.
6. Run engine and check for leakage. Check
amount of l u b ricati ng oil in sump and fi l l as
necessary.
N ote: Always ensure that the correct type of canis­
ter is fitted.
Fig. M5
Lu b ri cating o i l rel i ef va lve
The l u bricating oil relief valve is fitted in the l u b­
ricating oil pump body ( see fig. M 5 ) and prevents
too m uch pressu re when the l u b ricati ng oil is cold.
It consists of a spri ng l oaded p l u nger.
When the l ubricating oil pressure is more than the
valve setting pressu re, the valve opens and some of
the l u b ricati ng oil is released to retu rn to the s u m p.
When the oil gets warm and reaches the correct
pressure, the va lve then closes.

On ly adj ust the pressu re setting by the use of new

pa rts.

To remove l u bricati ng o i l s u m p
1. Remove the d rain plug and d rain the s u m p.
2. Remove the d ipstic k.
Fig. M6
3. Where necessa ry, remove setscrews which
fasten rear of sump to flywheel housing.
4. Remove all setscrews and n uts wh ich fasten
sump to cyl inder block and timing case and
remove sump.

To fit l u bricat i n g o i l s u m p
1. Ensure that a l l joint faces are clean. Fit new
joints with jointing com pou nd applied.
2. Put sump joi nts in position. Ensure that the
ends of the joi nts fit i nto the recesses for the
cork joints.
3. Fit cork joints i n the recesses in the timing case
and rear main bearing cap ( see fig. M 6 ) .
4. F i t sump a n d tig hten a l l setscrews a n d n uts.
5. Fit the sump d ra i n plug and dipstick.
6. Fill the sump to the correct level with engine
lubricating oil. Ru n the engine and check for
F ig. M 7 leakage.
 LU BRICATION SYSTE M- M.5

To remove l u b ri cati ng o i l pump

1. Remove l u bricating oil s u m p as shown earlier.
2. Remove t h e th ree setscrews a t bottom of ti m­
i ng case front cover and the two n uts at bottom
of tim ing case. Remove bottom h a lf of tim i n g
case.
3. Remove p u m p suction p i pe and strainer and
d i sconnect delivery p i pe from pump to cyli nder
block.
4. Remove c i rc l i p and move idler gear forwa rd.
5. Remove the three setscrews wh i c h fasten l u b­
ricatin g o i l pump to front ma i n bearing cap and
rem ove the p u mp ( see fig. M 7 ) .

To d i smantle l u bri cati n g o i l p u m p

1. Remove idler gear. Fig. M 8

2. The l ubricati ng oil p u mp gear m u st not be

rem oved as this can red uce the interference fit
of the gear. A p u m p which is worn can not be
corrected as separate parts a re not available.
3. Remove t h e three screws with a special screw­
d river and remove the p u m p end plate.
4. Remove rubber sea ling ring - where fitted ( see
fig. M 8 ) .
5. Remove outer rotor from p u mp body.
6. The l u bricating oil relief valve is fitted in the
body of the oil p u mp. I t is adju sted before the
eng i n e goes out from the factory.

Lu b ri cat i n g o i l p u m p inspection
The cle a ra nces for new p u m ps a re given i n Section
c.

1. Thoro u g h ly clean a l l parts and check for cracks

-- Fig. M9
and other damage.
2. I n stal l o uter rotor i n p u m p body. Ensure edge
of rotor with cha mfe r is to the inside of the
pu m p body. Check clea rance between max­
i m u m d i ameter of inner rotor and m i n i m u m
diameter of outer rotor a t a l l positions ( see fig.
M9).
3. C he ck the clearances between top of rotors an d
e � d o f pu m p body ( see fig. M 1 0 ) .

N ote: I f a n oil pump is worn s o that i t does not

give the correct l u bricating oil pressu re, it m u st be
renewed. Com ponent parts a re not suppl ied
separately.

To asse m b l e l u bri cati ng o i l pu mp

1. Fit outer rotor i n p u m p body with edge of rotor
with cha mfer to the i nside of the body.
2. Fit rubber sealing ring - where fitted.
)
3, Fit end cover and tig hten screws. Fig. M 1 0
LU B R I CATI O N SYSTE M - M . 6

To fit l u b ricati n g o i l pu m p 7. Fit the three setscrews at the bottom of the

tim i ng case front cover.
1. F i l l l u b ricatin g oil p u m p with clean l ubricati ng
o i l. 8. Fit the l u bricati ng oil sump as already g iven.
2. F i t idler gear to shaft b ut d o not fasten with N ote: Before the engine is started, it m u st be
c i rc l i p. tu rned with the stop control operated u nti l l u bricat­
3. F i t l ubricatin g oil p u m p t o front main beari ng ing oil pressu re is shown on the gauge.
cap and fasjfn with three setscrews. Connect If an electrica l solenoid stop control is fitted, turn
d e livery pipe from p u m p to cyl i nder block. the start switch to the " R" position.
4. Fasten idler gear with c i rc l i p.
5. F i t suction p i p e and stra i n er.
6. Fit tim i ng case bottom half and tighten two
n uts a n d washers to timing case top half.

3.1 52 Series Workshop Manual, October 1991

 S E CT I O N N
Co o l i n g Syste m

)
COO LI N G SYSTEM- N.2

Coo l i ng sy ste m
The engine is suppl ied with coolant from a cen­
trifugal type water pump insta lled on the front of
the timing case cover. The d rive is by belt from the
front of the crankshaft.
The p u m p does not need to be lubricated as the
bearings are packed with special quality grease at
the factory.

To check and adj u st fan belt tension

1. Renew the belt if it is worn or damaged.
2. With t h u m b pressu re of approximately 1 0 kgf
( 2 2 l bf) , press the fan belt down at the centre
of the longest free length of the belt and check
the belt movement ( see fig. N 1 ) . The belt
movement must be 1 0 m m ( 3/8 in). Where
necessary, adjust the tension as given below.
3. Loosen the a lternator or dynamo bolts and
Fig. N 1 adjustment link setscrews.
4. Change the alternator or dynamo position to
g ive the correct tension and tighten the a lter­
nator or dynamo bolts and adjustment l i n k
setscrew.
5. Check the belt tension again t o ensure that i t is
sti l l correct.
N ote: If a new belt is fitted, the belt tension must
be checked again after the fi rst 2 5/50 hours of
operation.

To d ra i n coo l i ng system
1. Ensure that the machine is on level g rou nd.
2. Remove the rad iator fi l ler cap.
3. Remove the d ra i n plug from the side of the
cyl i nder block to d ra i n the engine. Ensure that
the d ra i n hole does not have any restriction.
4. Open the tap or remove the d rain plug at the
bottom of the radiator to d rain the rad iator. I f a
tap or plug is not fitted to the rad iator, discon­
nect the bottom rad iator hose.
5. Where necessary, flush t h e system with clean
water.
6. Fit the d ra i n plugs and radiator cap. Where
necessa ry, close the radiator tap or connect the
rad iator hose.

To remove water pu mp
1. Drain the cooling system.
2. Remove fan belt and fa n.
3. Disconnect water p u m p i n let a n d outlet hose
connections.
4. Discon nect by- pass con nection from thermostat
housi ng.
5. Release the three setscrews which fasten back­
plate to timing case and cover and the two
setscrews which fasten water pump to cover
and remove pu m p complete with backplate ( see
fig. N 2 ) .
6. Release the two n uts a nd screws and remove
Fig. N 2 water pump from backplate.
 COO L I N G SYSTE M- N . 3

To d ismantle water p u m p ( see fig. N3)

1. Remove water p u m p p u lley b y the u se of a
su itable tool ( see fig. N 3 ) . The holes tapped i n
t h e p u l ley can b e u sed for t h i s purpose.
"
2. Press water p u m p shaft ( 2 ) complete with
bearings and i m peller ( 7 ) out through rear of
pump body ( 1 ) .
3. Press shaft and bearing assembly o u t of
i mpeller.
4. Remove ceramic counterface ( 6 ) , seal ( 5) and
thrower where separate, (4) from water pump
shaft
The water p u m p shaft .a n d bearings a re a complete
assembly and can n ot be dismantled.
N ote: Later water pu m ps are fitted with a one piece
'cassette' type seal which includes the cou nterface
and thrower. ( See fig. N 4A) .
Fig. N 3
To asse m b l e water p u m p ( see fig. N4)
1. With the shorter en d of the water pum p shaft
to the front. press the shaft and bearing
assembly ( 2 ) i n to rear of water p u mp ( 1 ) until
the end of the bearing housing aligns with the
front of the water pu m p body. 0.01 0/0.020 in
(0,25/0,51 mm)
2. Fit thrower where separate, (4) and seal ( 5 )
with carbon face t o rear o f p u m p a nd flange
against the i nside face of water pump body.
3. Fit cera m ic counterface ( 6 ) to shaft with
cera m ic insert towards seal.
4. With a support on the front end of the water
pu m p shaft, press i m peller ( 7 ) , with blades
i nwards, on rea r of shaft u ntil there is a
clearance . of 0,2 5 . mm {0.01 0 i n) to 0,5 .1 inm
(0;020 4n) ·.betweEm\ blades of impeller and 7
p u m p body ( see fig. N 5 ) .
5. E n s u re pump tu rns freely.
) 6. Fit any setscrews that can not be put in posi­
tion after the p u l l ey is fitted. These setscrews 6
have a l u m i n i u m sea l i ng was hers.
5
7. With a s upport on t h e i m peller e n d o f t h e water
pu m p s haft. press on water p u mp pulley u nti l
the front end of p u l ley aligns with front end of
shaft Where the fan mounting face is extended
• forward ( see fig. N 6) , press the pul ley on the
water p u m p shaft u ntil the fan mounting face is 4
1 40.49 mm ( 5 . 5 3 1 i n) from the rear face of
the p u m p body.
8. C h eck the clea rance again between i m peller
blades and water pump body and ensure pump Fig. N4
tu rns freely. Water Pu m p Assembly
N ote: Where a water p u m p is fitted with a ceramic 1. Pump Body
seal and the engine is run without coolant i n the 2. Shaft and Bearing Assembly
water p u m p, the carbon seal and ceramic counter­ 3. Pulley
face can g et very hot and w i l l cause cracks i n the 4. Thrower
cera mic. This can cause water to leak from the 5. Seal
pu m p and d oes not a lways i nd icate that the seals 6. Cera m ic Counterface
have been fitted wrong ly. 7. I m peller
COOLI N G SYSTE M - N.4

·020 51 ) To fit water pu m p to e n g i n e

·01 0 25 )
1. F i t new water p u m p joints with jointi ng
compound.
2. Fit water pump to backplate and fasten with
screws. spring washers and n uts.
3. Fit pump and backplate assembly to tim i ng
case cover and tighten the setscrews. The
setscrews which fit in the ti m i ng case have
spring washers and those which fit i nto the
timing case cover have a l u m i n i u m washers.
4. Connect water pump i nlet and outlet hose con­
nections and by- pass connection from thermo­
stat housing.
5. F i t fan belt and adjust tension ( see fig. N 1 ) .
6. F it fan.

" )
0.002 0.01 0 in
Fig. N 4 A (0,51/0,25 mm)
WATE R PU M P ASS E M B LY
1 . P u m p Body
2 . P u l ley
3 . S h aft
4. I m pe l l e r
5 . Sea l
6 . C e ra m ic Counte rface

(140,49mm)
S.S31 in.

Fig. N6

Fig. N 5

3. 1 52 Series Workshop Manua� October 1991

 COO LING SYSTE M-N. 5

Thermostat
A thermostat is i n stalled in the cyli nder head water
outlet to enable the engine to reach its correct tem­
perature faster.

The thermostat can be removed after the water

outlet connection has been rem oved ( see fig. N 7 ) .

When a thermostat is fitted, ensure that the jiggle

pin i n the top i s free to m ove and the vent hole is
free from restriction.

To check the thermostat, put it in water and heat

g radu a lly. With the use of a thermometer, check
that the thermostat opens at the tem pe ratu res g iven
in Section C. If there is a fau lt, it m u st be renewed.
A thermostat can not be adjusted.

Fig. N 7

. .•
3.152 Series Workshop Manual, October 1991
 S E CT I O N P
F u e l Syste m

i'

---- ------
F U E L SYSTEM- P. 2

Fuel system
)
The main components of the equ ipment to su pply
fuel to the engine are as follows.
1. Fuel filters.
2. Fuel lift pump.
3. Fuel i njection pump.
4. Atomisers.

The fuel l ift p u m p su pplies fuel from the tan k

through fuel filters t o the fuel i njection p u m p which
passes it i n measu red quantities and at correct
inte rvals to the atomisers.
Fuel m ust be clean, free from d i rt and m u st be
equal to one of the fuel specifications g iven on page
C 1 2.

Fig. P 1
Fuel fi lters
Precautions have been made to ensu re that only
clean fuel reaches the fuel i njection pump.
)
Fuel filters a re instal led, a lso a d i rt trap i n the fuel
tan k.
The first fuel filter is a fine ga uze type in the fi ller of
the fuel tan k. I f there is no gauze fi lter i n the fi l ler,
the tan k m u st be fi l led th rough a fine ga uze
strai ner.
The second fuel filte r is a pre-fi lter fitted between
the fue l tank and the fuel lift pump. This pre-fi lter
must be d ismantled and any water removed and the
gauze strainer cleaned at the service i nterva l g iven
on page 02. Ensure that g ood joi nts are made
when this filter is assembled or air leakage ca n
occ u r on the s uction side of the fuel system.
On some engines, there is an extra fi lter between
the fuel lift pump and the main fuel fi lter and the
maintenance of this fi lter is the same as for the
main filter.
The main filter before the fuel i njection pump is a
paper element type. The element must not be
cleaned but renewed at the service i nterval g iven on )
page 02.

To renew fu e l fi lte r e l ement ( cu rrent

eng i nes)
1. Remove setscrew i n centre of fuel fi lter top
cover ( see fig. P 1 ) .
2. Lower filte r bottom cover ( see fig. P2 ) .
3. Remove the element ca nister and disca rd.
4. Before new filter e lement canister is fitted,
clean the top and bottom filter covers.
5. Check that the rubber joints are i n good condi­
tion. Renew if necessary.
6. Fit element can i ster and bottom cover and
tig hten setscrew.

After the filter is assem bled, remove ai r from the

Fig. P2A fuel system as g iven later.

3.1 52 Series Workshop Manual, October 1 9 91

 F U E L SYSTE M- P. 3

To ren ew fu e l fi lter element ( earl i e r

e n g i nes)
The earlier type main fue l filte r contains a separate
paper elem e nt in a bowl fastened by a bolt at the
bottom of the bowl. A vent plug i s fitted in the filter
head.

Renew the element as fol l ows:

1. Remove the bolt at the bottom of the fi lter
bowl.
2. Lower t h e filter bowl.
3. Re m ove t h e element and d iscard.
4. Clean filter bowl and fit n ew element
5. C h e c k the washers and joi nts a re in good con­
d ition. Renew if necessary.
6. F i t element and bowl and tighten bolt Fig. P3

After the filte r is assem b l ed, remove air from the

fuel system as g iven later.

To re m ove a i r from fu e l system

If air g ets i nto the fuel system, it m ust be removed
before the engine can be started.

Air can get i nto the system if:

1. The fuel tan k is d ra ined d u ring engine
operation.
2. The low press u re fuel pi pes a re d i sconnected.
3. Any part o f the low pressure fuel system leaks
{jurin� ,engi pe operation.

N ote: Some engines a re fitted with Stanadyne fuel

i njectio n p u m ps. These p u m ps are self venting and
will a utomatically remove air from the system. fig. P4
_!

Remove a i r from the fuel system as follows:

1. Remove a i r from the fuel filte r th rough the fi lter

vent p lu g. I f a fi lter vent plug is not fitted, the
retu rn to ta n k banjo connection i n the top of
the fi lter can be loosened to red uce the time
'needed to fi l l the fi lter with fuel. Tig hte r. the
plug o r connection.
2. Where the fuel filte r i s fitted lower than the fuel
i njectio n pump, loosen the i nlet con nection at
the fuel pump ( see fig. P2 A) and operate the
lift p u m p to remove any air ( see fig. P5 ) .
l'ig hte n t h e connection.
3. E n s u re that the stop control is i n the " R un"
position. I f an electrica l solenoid stop control is
fitted, tu rn the start switch to the " R" position.
4. Loosen the vent screw on the side of the
governor control cover of the fuel i njection
pu m p ( see fig. P3 ) . Fig. P5

3.15 2 Series Workshop Manual, October 1991

F U E L SYSTE M - P. 4

5. Loosen the vent screw i n the hydraulic head

lock screw on the side of the fuel i njection
pu m p body ( see fig. P4) . Loosen vent screw on
top of main fuel fi lter ( where fitted) .

6. Operate the pri m i ng lever o f the fuel l ift p u m p

( see fig. P 5 ) u ntil fuel, free from air, comes
from each vent point. If the fuel pump d rive
cam is on maxim u m l i ft, it wil l not be possible
to operate the pri m i ng lever and the crankshaft
must be turned throug h one revol ution. Tighten
the vent screw on filter head cover (where fit­
ted) , hydraulic head vent screw and then gover­
nor vent screw.
7. Loosen the u n ions a t t h e atom iser ends of two
of the high pressu re pipes.
8. With t he e n gi n e s peed control in its maxi m u m
position a n d the e n g i n e stop control i n t h e ·run'
position, operate the starter motor u ntil fuel,
free from air, comes from the pipe connections.

)
Fig. P6
Tig hten the unions of the high pressure pipes.
9. I f fuel oil has d rained from t h e Thermostart fuel
s upply pipe, the p i pe m u st be disconnected at
the Thermostart and the priming lever operated
until air free fuel comes from the pipe before
the Thermostart is operated.
The engine is then ready to sta rt

If the engine runs correctly for a short time and

then stops or runs roughly, check for air i n the fuel
system. I f there is air in the fuel system, there is
probably leakage i n the suction or low pressure
system.

F u e l l ift pu m p
Th e fue l lift pump i s o f the diaphrag m type. I t i s fit­
ted to the side of the camshaft chamber and is
d riven from an eccentric on the engine ca mshaft.

It is fitted with a hand pri ming lever so that the

pump can be operated when the engine is stopped,
to remove air from the fuel system.

To use this pri m i ng lever, operate by hand u ntil fuel

pipes, fuel l ift pump, fuel fi lters and fuel i njection
pu m p a re fu l l of fuel oil.

N ote: I f the eccentric on the engine camshaft is i n

its maxi m u m h i g h position, i t w i l l not b e possible to
operate the hand pu m p. Turn engine until pump
can be operated.

Earlier engi nes had an i nteg ral pre-filter fitted but

on later engines, the pre-filter is separate.

To test fu e l l ift pu mp when fitted to

e n g i ne.
Disconnect fuel lift pump outlet connection.
Turn engine or operate hand pri m i ng lever ( see fig.
P5) . Fuel wil l be discharged from the outlet connec­
tion every second revol ution of the engine or every
time the hand pri m i ng lever is operated.

3. 1 52 Series Workshop Manual, October 1 99 1

 FUEL SYSTEM- P. 5 '"

To check pressu re output of fue l l ift

pu m p when fitted to e n g i ne
1. Fit a 0 to 0, 7 kgf/cm 2 ( 0 to 1 0 l bf/in 2 ) or 0 to
7 0 kN/m 2 pressure gauge to the fuel lift pu m p
outlet connection. Ensure that there is no
leakage at the conn ection between pump and
ga uge.
2. O perate starter motor to turn engine for ten
seconds and read the maxi m u m pressu re on
g auge.
3. I f the pressu re i s below 0,3 kgf/cm 2 (4.5 l bf/
i n 2 ) or 3 1 kN/m 2 , the l ift pump m u st be
corrected.
4. Check the ti me for the pressu re to fal l to half
the maxim u m pressu re fou n d u nder item ( 2 )
after t h e engine h a s stopped. I f this is less than
th i rty seconds, correct the p u m p.

Fig. P7
To remove fue l l ift p u m p
1. Disconn ect fuel p ipes from fuel lift pu m p i nlet
and outlet conn ections.
2. Remove the n uts and washers or setscrews
a nd plates which fasten the fuel lift p u m p to
the cyl i nder b lock a n d remove the pump ( see
fig. P6 ) .

To d ismantle fu e l l i ft p u m p { see fig.

P7 }
1 . Loosen n u t at bottom water trap filter (where
fitted) and remove g lass bowl and ga uze
strainer.
2. M ake a m a rk across the two flanges for loca­
tion purposes when the p u m p is assembled.
3. Remove the five cover screws a n d d ivide the
two m ai n parts of the p u mp.
4. Turn d iaphra g m 90° i n either d irection and
remove diaph rag m assembly from bottom half
of p u m p.
5. Remove t h e valves with a screwd river or other
s u itable tool.
6. P u t rocker lever i n a vice. Remove the fastener
, plates from the g rooves i n the casting. Remove
rocker l ever pin and rocker lever assembly.
Check rocker, pi n, lever and return spring for
wear. Renew if necessa ry.
I'

3.1 52 Series Workshop Manual, October 1991

 F U E L SYSTE M - P. 6

To assemble fu e l l ift pump

1. Fit rocker lever assem bly i nto bottom half of
fuel lift pump.
2. Fit rocker lever spring. Ensure it is i n its correct
location.
3. Fit new fastener plates i n g rooves of casting.
To make them secu re, h it with centre punch
over open ends of g rooves.
4. Fit the valves i nto bottom half of pump. To
fasten them in position, h it the casting round
the valves i n six places with a centre punch.
5. Fit diaphragm assem bly over spring with pull
rod to the bottom. Ensure top of spring is i n
correct position i n diaphragm protection
washer.
6. Ensure that correct e n d o f p u l l rod engages i nto
rocker lever l i n k.
Fig. PB 7. Press down on diaphragm assembly so that
notches on p u l l rod align with rocker lever l in k.
Turn diaphra g m 90° i n either d irection to
engage a nd con nect pull rod i n the end of the
l i n k.
8. When assembling the two halves of the pump,
push rocker l ever towards pump u ntil
diaphragm is a l ig ned with body flanges. The
cover assem bly can now be fitted with the
marks on the flanges aligned. With pressure
stil l applied on rocker lever, fit and tig hten
screws and washers evenly.
9. Where necessa ry, fit the gauze strai ner and
g lass bowl to water trap fi lter. Ensure that an
a i r tig ht joint is made.

To fit fuel l i ft p u m p
1. Ensure that fuel l ift pump flange and mounti ng
face on cyl inder block are clean.
2. U se a new joint a n d p u t p u m p operation lever
into hole in cylinder block.
3. Fit fuel l ift pump on studs and tighten n uts and
spring washers, or setscrews and plates.

F u e l i njection pu m p
The fuel i njection p u m p i s a distributor type. It is
made of very fine parts and any damage or the
smal lest amount of d i rt can prevent its accuracy of
operation. Ensure that fuel is thoroug h ly clean
before it reaches the pump.

Where information is needed for the fuel i njection

pu m p, its type and n u m ber m ust be g iven.

If service is needed, this is available from you r

Fig. P9
Perki ns Distri butor or the fuel i njection pump
manufa cturers distri butor.
0

3 . 1 5 2 Series Workshop Manua� October 1 9 9 1


To remove fu e l i njectio n p u m p
The fuel i njection p u m p i s fastened to the back of
the timing case on the left side of the engine. The
fuel i njection p u m p gear is connected to the pump
shaft by three setscrews a nd a d owel or keyway is
fitted to ensure correct location.
N ote: Some applications u se a fuel i njection p u m p
with a tapered shaft a n d single n u t t o fasten the
fuel p u m p gear.
To remove p u m p:
1. Remove fuel pipes from fuel i nj ection pu mp.
Seal open connections.
2. D i sconn ect e n g i ne s peed and stop controls at
pu m p.
3. Remove cover plate on l eft s i d e o f tim i n g case
front cover in front of fuel pu m p position.
4. Remove the three setscrews and washers or
nut which sec u re gear to fuel p u m p shaft ( see
) fig. P8) . Do not d rop the m i nto ti m i ng case. For
gears with a tapered drive s haft bore, u se p u ller
tool P D 1 5 5 8 and adaptor P D 1 5 5 8- 5 . When
gear is loose, e n s u re it does not d rop on
a l u m i n i u m lug in tim i ng case as this can break
and fuel pump gear can come out o f mesh with
idler gear. If gears come out of mesh it will
change the fuel pump tim ing.
5. Remove the th ree n uts and washers which
secu re fuel pu m p to back of tim i n g case.
6. Remove fuel i njection p u m p ( see fig. P9) . If
gear is sti ll tight on fuel p u m p s haft hold gear
so that it does not d rop and b rea k the l ug i n
tim i ng case and c o m e o u t of mesh. Do n �t
tu rn crankshaft with pu mp removed a nd
gear l oose i n ti m i ng case.
To fit fu e l i njecti o n p u m p
) 1. Ensure that slot o r key i n e n d o f fuel pump
shaft aligns with dowel or keyway in gear and
put p u m p i n position on back of ti ming case.
Fit pu m p flange n uts but do not f u l ly tig hten.
2. Ensure that dowel or keyway in fuel p u m p gear
fits in slot or key in p u m p s haft a n d fasten gear
to p um p s haft with t h ree setscrews and
washers or n ut. Tighten n ut to the torque g iven
on page C3.
3. Adjust fuel i njection pump so that l i ne on
flange aligns with l i n e on back of timing case
and tig hten n uts.
4. Fit cover plate to t i m i ng case cover.
5. Con nect fuel pipes to p u m p.
6. Remove air from fuel system as g iven on page
P3.
7. Connect engine speed a n d stop control.
.,J 8. R u n engine and check for fuel leakage. I f a n ew
F U E L SYSTEM- P. 7
fuel injection p u m p has been fitted, set the
maxi m u m no load speed as g iven below.
To set maxim u m no l oad speed
When the fuel i njection p u m p is changed, the
governor is set to a nominal maxi mu m speed and it
m u st be adjusted on the e n g i ne.
The maxim u m no load speed can be found from the
fuel i njection pump setting code. A typical code is
XW50E600/8/24 70. It is the last g roup of n u m­
bers which i nd icates the no load speed which, i n
this exam ple, is 2.470 rev/min ( engine speed) .
N ote: Cu rrent pump codes are now changed, for
example: 2 6 4 3 8 1 3 1 BW/6/2 3 70 . (See page C 1 4).
R u n the engine u ntil the coolant reaches its normal
operation temperature.
With the u se of an accurate tachometer, check the
maxi m u m speed with no load on the engine.
Where n ecessary, adjust the maxim u m no load
speed by the adju stment screw on the fuel i njection
pu m p. Turn screw out to i ncrease or turn screw i n
to decrease maxim u m n o load speed.
When the maxim u m no load speed is correct the
adjustment screw m u st be sealed by approved
personnel.
H i g h p ressu re fu e l p i pes
I f the u n ion n uts on the high pressu re fuel pipes
are tightened too m uch, damage can occu r to the
olives a nd the complete p i pe must be renewed.
Fit the pipe to the fuel injection pump and atomiser
u nions. Ensure that the pipe is correctly aligned at
both ends. Do not fit one end and then bend the
pipe to align it at the other end.
When a p i pe i s fitted, tighten the u n ion n uts by
small amou nts u ntil the correct torque of 30 N m
( 1 5 lbf ft) 2, 1 kgf m is reached.
When an atomiser is removed, always remove the
whole high pressu re pi pe. Do not bend the pi pe.
Atomisers
Each atomiser is fastened in the cyli nder head by a
flange and two studs.
The joint between the atomiser and the cyl inder
head is a specia l thin copper washer between the
lower face of the nozzle cap n u t and the bottom of
the recess in the cylinder head. Only the correct
copper washer must be u sed. The recess in the
cyli nder head, the faces of the copper washer and
the bottom face of the nozzle cap n ut must be
thoroughly clean or leakage wil l occur. A new
washer must be used every time an atomiser is fit�
ted. Always ensu re that the old washer has been
removed.
Ensure that a serviceable du st seal is fitted to the
atomiser. Earlier d u st seals consisted of a sing le
piece rubber seal, late r arra ngements use a two
piece d u st seal which consists of a plastic or
a l u m i n i u m sleeve and a ru bber sea l. The sleeve
 F U E L SYSTEM- P. 8
must be fitted d irectly u nder the atomiser flange
with the soft rubber seal up agai n st the sleeve at
the nozzle end of the ato m i ser.
When an ato m iser is fitted i n the cyli nder head,
ensure it fits freely on its studs. The n uts on the
flange m u st be tightened by small amounts u ntil a
torque of 1 6 N m ( 1 2 l bf ft) 1 , 7 kgf m is reached.
I I f a separate clamp i s fitted, tighten to 1 2 N m
1 ( 9 1bf ft) 1 . 2 kgt m.
An atomiser m u st not be fitted in a tilted position or
gas leakage will occ u r.
The m a i ntenance periods for atomisers a re g iven on
page D2.
With 3 . 1 5 2 2 e n g i nes, a thin m eta l heat shield is fit­
ted a roun d the atomiser nozzle and this shield m u st
be renewed if an atomi se r i s dismantled.
Do not remove ato mi sers for correction u nless an
atomiser tester p u m p or other atomise rs a re
availa ble.
An atomiser fa u lt can be shown by an engine
misfire.
3 . 1 52 Series Workshop Manual. October 1 9 9 1
To find which atomiser i s a t fau lt, run the engine at
fast idle speed and loosen and tighten the high pre­
ssure fuel pipe u nion at each atom iser. When the
union nut of the atomiser at fau lt is loosened, it wil l
have little o r no effect on t h e engine speed. D o not
let the fuel spray onto you r ski n.
Atomiser pressures are g iven on page C 1 5 and can
be decided from the code l etters stamped either on
the atomiser body or on the atomiser tab washer.
The " Setting Pressu re' is the pressure at which a
new atomiser is set and is a l ittle high due to the
d rop in pressure which occ u rs d u ring the first hours
of operation. The ' Check and Reset' pressu re is the
pressu re at which an atomiser which has been used
is checked or set.
After an atomiser has been corrected, it is set to the
setting pressu re if a new spring has been fitted or
to the check and reset pressu re if the old parts have
been used.
Do not correct and set the pressu re of an atomiser
if the necessary eq u i p ment is not available.
Always ensu re that the correct atomisers are fitted.
0
 )
S E CTI O N Q
F l\f\Nh �e l a n d F l\f\Nh ee l H o u s i n g

J
F LYWH E E L AN D FLYWH E E L H O U S I NG-0.2

To remove and fit flywheel

1. Remove two o pposite setscrews from the
flywheel a nd temporarily fit two g uide studs to
ensure safe removal and assembly.
2. Remove the remai nder of the setscrews and
lock plates and remove flywheel.
3. Check the fywheel and ring gear for damage
and renew as necessary.
4. E nsure that the l ocation faces of the crankshaft
and flywheel are clean and free from damage.
5. Fit the flywheel over the g u ide studs with the
small hole in the flywheel aligned with the hole
which is not tapped in the crankshaft flange. Fit
the lock plates and setscrews in position,
remove the g u ide studs and fit the other two
setscrews.
6. Tig hten the setscrews to the torque g iven on
page C3.
7. Check the flywheel run-out with a dial test
indicator (see fig. 01 ). This must not be more
Fig. 01 than 0,30 m m .( 0.0 1 2 in) total indicator
reading.
8. Check the a l i g nment of the flywheel face ( see
fig. 02). This m u st not be more than 0,03 m m
(0.00 1 i n) total indicator reading for every 2 5,4
mm ( 1 in) of flywheel radius from the
cra nkshaft axis to the indicator plunger. D u ri n g
t h i s check, keep the cra n kshaft pressed forward
towards the front to remove the effect of the
cra nksl)aft end cleara nce.
9. Lock t h e flywheel setscrews with t h e e n d s of
the lock plates, where fitted.

F lywheel ring gear

The ring gear i s heated on to the flywheel. Whe n a

<)·
new gear is to be fitted, heat it to an approximate
temperature of 246• ( 4 7 5 . F). Ensure that the
chamfered edges of the teeth a re to the front of the
flywheel except for some marine engines where
they must be to the rear of the flywheel.

3 . 1 5 2 Series Workshop Manual. October 1 9 9 1

 F LYWH EEL AN D F LYWH E E L HOUS I N G-0.3

Al i g n ment of flywheel hou s i n g

1. Ensure that the rear face of the cyl i nder block
and the front face of the flywheel housing a re
clean a nd free fro m damage. En su re that the
location dowel s are cdrrectly fitted.
2. Fit the , _ flywheel housing and tig hten the
setscrews.
3. Check t h e flywheel housing face a l i g n ment with
a d i a l test i n dicator with the base fitted to the
cra n kshaft flange. The maxi m u m tolerance is
given below. D u ring this c h ec k, keep the
c ra n kshaft pressed forward towards the front to
rem ove the effect of the crankshaft end
clearance. Any necessary adju stment m ust be
made on the front face of the housing a n d not
on the cyli nder block.
4. Check the run-out of the flywheel hous i ng bore
to ensure that it is withi n the l i m its g iven
below. If adju stment is necessary, the dowels
m u st be removed and n ew oversize dowel s fit­
ted after the adjustment has been made.

D i ameter of flywhe e l Maxi m u m Fig. 02

housing to l e ra n ce
U p to 362 mm
{ 1 4 � i n) 0, 1 5 m m {0.006 in)
3 6 2 to 5 1 1 m m
{ 1 1.J' to 20 311 i n) 0,20 mm {0.008 i n)
5·1tJto 648 m m
{ 2 0 311 t o 2 5 Yz i n) 0,2 5 m m {0.0 1 0 i n)
6 4 8 to 7 8 7 m m
( 2 5 Yz t o 3 1 i n) 0,30 m m (0.0 1 2 i n)

--.... ,

I
/
 S E CTI O N R
E l e ctri ca l Syste m

)
E LE CTR I CAL EOU I PM E NT- R.2

B + + I ALTE R NATO RS
I Models
�
1 5ACR. 1 6 ACR. 1 7 ACR,
1 8ACR, 23ACR, A1 1 5/36, A1 1 5/45,
1 A1 2 7 , 9AR and LR Series

3 valves and the transistors in the regu lator/control
Fig. R 1
Fig. R 1 shows a test circ u it for 1 5ACR a nd 1 7 AC R
alternators with standard terminals, battery-sensed.
Fig. R2 shows a test circuit for ·1 5ACR and 1 7 AC R
alternators with sta ndar'd term i nals and two piece
con nection p l u g ( machi ne"sensed) .
Precautions
The diodes in the a lternator operate as one way
box operate as fast switches.
They do not wear or need adjustment, but the pre­
cautions which follow are necessary to ensure that
no damage occu rs.
1. Do not disconnect the battery while the engine
is i n operation. This will cause a high voltage in
the alternator charge system and i m mediately
burn out the d iodes or transistors.
2. Do n ot disconnect a wire while the engine is in
operation. E nsu re all electrical switches a re
tu rned to the off position.
3. Do not cau se a short circuit by the con nection
of wires to the wrong terminals. Always con­
nect a wire to its correct terminal. A short cir­
cuit or wrong connection can g ive reverse
pol arity and burn out transistors or d iodes.
4. Do not con nect a battery i nto the system with
wrong polarity or voltage.
5. D o not touch con n ections together to check for
cu rrent flow. The transistors can be bu rnt out.

M a i nte nance
The alternator charge system n eeds l ittle attention,
but m u st be kept clean and a check must be made
BO+ + if it does not keep the battery charged.
1. C heck the d rive belt for correct tension or wear.
Where two d rive belts are used, they must both
have the same tension. Loose belts wi l l wear
fast and will riot turn the alternator at the cor­
rect speed.
2. Tight belts wi l l cause too m uch o f a load on the
alternator bearings and wear wil l occur.
3. Where two drive belts a re used, both must be
renewed at the same ti me.
4. Clean the alternator with a cloth used with
kerosene or similar flu id. Ensure that slots and
air spaces for ventilation are open.
5. Remove any d i rt from the reg u lator/control box
and ensure that air can pass over the housi ng.

Fig. R2

Components i n figs. R 1 and R2.

1. 1 2 volt, 2 . 2 watt b u l b.
2. 0 - 6 0 a m m eter.
3. 1 2 volt battery.

0
4. 0 - 20 moving coi l voltmeter.
5. 0 - 1 5 o h m 5 0 a m p variable resistor.

3 . 1 52 Series Workshop Manual. October 1 99 1

 E LECTR I CAL EQU I PM E NT- R. 3

To test a lternator o n e n g i ne + + IND

I
Check d rive belt for wear and tension. Check hot
outputs at 6 ,000 rev/ m i n ( a lternator speed) to the

I
nomi n a l val u es g iven below.
1 5AC R -·
28A

.J
1 6ACR 3 4A

0
1 7AC R 3 6A
1 7ACR (de- rated)
I
2 5A
1 8AC R 45A
2 3AC R 5 5A
A 1 1 5/ 3 6 3 6A
A 1 1 5/45 45A
A1 2 7 5 5/6 5 A
9 A R Series 70A
L R 1 3 5 Series 35A
L R 1 5 0 Series 5 0A

The d e- rated 1 7 AC R a l te rnato r is used on some

applications which operate u nder very d i rty _j
conditions. Fig. R3

These outputs can be more when the alte rnator is
run cold. The test proce d u re g iven below m u st be
used when the alternator is at its normal operation
temperatu re.
Alternato r output test
d i sco n nected
Remove the two part connector from the a lternator,
rem ove the cover ( fastened by two screws) and
connect the regu lator g reen wire or connector to
ea rth.
Connect a test circ u it to the a lternator output ter­
m i nals as s hown .in figs. R 1 , . R2, R3 or R4.
Fig. R3 shows a test ci rcuit for 1 5ACR. 1 7 ACR.
1 8ACR. 23AC R. A 1 1 5/45, A 1 3 3/5 5 and LR
series alternators with E u ropean terminals and
single 3 term inal con nector plug ( machine-sensed) .
B roken l i n e cable conn ection applies to battery­
sensed, in which case, the connections between the
regu lator two ' +' terminals wil l not apply and the broken line
terminal will be marked "S" instead of ' +'. ( For LR
series, ' I N D' terminal is marked D+) .
Fig. R 4 shows a test c i rcu it for M otorola 9 A R
series.
w 8- 8 + 0+
0
TAC H O

Carefully n ote '·��

the"" polarity
of the battery and alter-
nato r terminals - reversed connections will cause
damage to the a lternator d iodes.

The va riable resistor across the battery term i nals

must not be left con nected for more time than is
necessary to do the test which fol l ows. + --H.-_.

Start the e n g i ne. At 1 ,500 rev/min ( alternator

speed) , the l i g ht in the test circuit wil l go off.
-----1
@ v J----4t
I ncrease engine speed u ntil alte rnator runs at
appr6x i mately 6,000 rev/ m i n and adjust the vari­ �
able resistor u ntil the voltmeter shows 1 3. 6 volts.
The readi n g on the a mm eter wi ll then be a pprox­
imately eq u a l to the rated output as a l ready g iven. I f
there is a la rg e d ifference between the output read­ Fig. R4
ing a n d the rated output, the a lternator must be
removed from the engine for further inspection. Components i n figs. R3 and R4.
1. 1 2 volt. 2 .2 watt b u l b.
Fai l u re of one or more of the d iodes will be shown
in the a bove test by effect on alte rnator output and 2. 0 - 60 ammeter.
ca n cause high a lternator tem perat u re and noise.
3. 1 2 volt battery.
4. 0 - 20 moving coi l voltmeter.
5. 0 - 1 5 ohm 50 amp variable resistor.

3 . 1 52 Series Workshop Manual. October 1 9 9 1

E LECTR I CAL EQU I PM E NT- R.4
To test regu l ator
The test w h ic h fol l ows is where an a lternator has
been tested and fou nd to be correct.
Disconnect the variable resistor and remove the
earth connection from the regu l ator g reen wire or
connector strip to frame.
With the rem a i nder of the test c i rc u it connected as
for the a lternator output test. start the engine and
agai n run the alternator up to 6,000 rev/min u ntil
-
the a m m eter shows a n output c u rrent of less than
1 0 a mperes. The voltmeter wil l then read 1 3, 6
1 4,4 volts. I f there is more than a small difference
from this ( regu lating) voltage, there is a fau lt i n the
regu lator and it m u st b e ren ewed.
.If the a bove tests i n d i cate that the a lternator and
reg u l ator o perate correctly, d i sconnect the test cir­
cu it and connect the alternator terminal con nector.
Connect a ( low range) voltmeter between the posi­
tive termi n a l of the a lternator (the shaped terminal
con nector has a n open en d to permit this) and the
positive ter m i n a l of the battery. Switch on battery
load ( head l i g hts etc.), start the eng i n e and i ncrease
speed u ntil a lternator runs at a pproximately 6,000
rev/min. Note the voltmeter reading. ·
Change the voltmeter con n ections to the negative
terminals of the a lternator and battery and again
note the voltmeter reading.
I f the readi n g is more th a n 0 , 5 volt on the positive
connections or 0 , 2 5 volt on the negative con nec­
tions, there is a h i g h resistance in the charge circu it
which m u st be corrected.
DYNAM O
Mod e l C40A
The C40A dynamo is u se d with .· a compe nsatt1d
voltage'T control regu lator: A ball t)earing }i q lds the
.
armatur� at the d rive end and a bronze bu sh at the
"
rear holds the com m utator e n d.
The output of the dynamo is controlled by a
regu lator w h i c h changes the amou nt of charg e as
needed by the battery and the load of the electrical
equ ipment i n use. When the c h a rge of the battery is
low, the dynamo g ives a h i g h output, but if the bat­
tery is fu l ly charged, the dynamo g ives a low output
to keep the battery in good cond ition. The output is
increased to g ive current for l i ghts and other
accessories when i n use.
When the control box is ren ewed only the correct
type m ust be u sed. A wrong type control box can
cause damage to the dynamo.
M a i nte n a n ce
1. Lu brication.
Every 2 50 hou rs, put a l ittle clean SAE 3 0
engi n e oil i nto t h e h o l e stam ped 'OI L' a t the
com m utator end bearing housing.
2. Brushes.
Every 2, 500 hou rs, the dynamo must be
removed from the engine and the brushes
inspected by an approved e l ectrician.
3. D rive belt adjustment
Every 2 5 0 hours, check tightness of dynamo
d rive belt. I f l oose, make necessary adjustment
of dynamo on its b racket.
Do not tighten the belt too much ( see page
N 2 ) . Check n ut which fastens dynamo pulley.
Correct torque is g iven on page C3 .
To test dynamo o n engi ne
1. Check d rive belt tension and adjust if
necessary.
2. Check the connections on t he commutator end
bracket. The large con nector is · for the main
dynamo output and the small 'co n nector is for
the field current.
3. Switch off a l l l ights and accessories, di sconnect
the cables from the terminals of the dynamo
a nd' connect the two terminals with a short
pieces of wire.
)
4. Start the engine and set to run at normal idle
speed.
5. Connect the negative lead of a 0 - 20 moving
coil voltmeter to one dynamo term inal and the
positive lead to a good earth point to the out­
side casi ng.
6. G radually increase engine speed when the
voltmeter reading m u st increase rapidly without
i ntermittent movement. The voltmeter reading
must not reach 2 0 volts. Do not ru n the engine
at high speed to increase the voltage. Only run
the dynamo u p to 1 ,000 rev/min. I f the voltage
does not increase rapidly without intermittent
movement, the dynamo m ust be removed from
the eng i n e for further i nspection. Too many
'
sparks at the commutator in the above test
indicates a fau lt in the armatu re which must be
renewed.
,)
STARTE R M OTO R
M a i ntenance
M a intenance is not necessary other than regu lar
checks to ens u re that the starter motor and terminal
con nections are secu rely fitted and that the connec­
tions are clean.
It is advised that the starter motor be d ismantled for
inspection during complete engine overhaul. The
com mutator must be inspected and the brushes
and bearings renewed.
To test i n service
If the starter motor does not operate correctly,
check that the battery is fully charged and that all
connection s a re clean and tight. Check that the
voltage d ifferen ce between battery, starter motor
and starter switc h is not too high.
I f these checks show no fau lt, remove the starter
motor for i nspection.