: $-- B
TM 5-3895-348-1 4&P-2
TECHNICAL MANUAL
OPERATOR'S ORGANIZATIONAL,
DIRECT SUPPORT, GENERAL SUPPORT, AND
DEPOT MAINTENANCE MANUAL
(INCLUDING REPAIR PARTS INFORMATION AND
SUPPLEMENTAL OPERATING, MAINTENANCE
AND REPAIR PARTS INSTRUCTIONS)
FOR
i
I ROLLER MOTORIZED, f
I STEEL WHEEL
!l 2 DRUM TANDEM, 10-14 TON (CCE)
HYSTER MODEL C350B-D
NSN 3895-00-578-0372
HEADQUARTERS, DEPARTMENT OF THE ARMY
FEBRUARY 1981
SAFETY IS YOUR BUSINESS
Safety, based on technical skill and years of experience, has been carefully
built into your Detroit Diesel engine. Time, money and effort have been in-
vested in making your diesel engine a safe product. The dividend you realize
from this investment is your personal safety.
It should be remembered, however, that power-driven equipment is only as
safe as the man who is at the controls. You are urged, as the operator of this
diesel engine, to keep your fingers and clothing away from the revolving "V"
belts, gears, blower, fan, drive shafts, etc.
An accident can be prevented with your help.
IMPORTANT SAFETY NOTICE
Proper service and repair is important to the safe, reliable operation of all
motor vehicles. The service procedures recommended by Detroit Diesel
Allison and described in this service manual are effective methods for per-
forming service operations. Some of these service operations require the use of
tools specially designed for the purpose. The special tools should be used when
and as recommended.
H is important to note that some warnings against the use of specific service
methods that can damage the vehicle or render it unsafe are stated in this
service manual. It is also important to understand these warnings are not
exhaustive. Detroit Diesel Allison could not possibly know, evaluate and
advise the service trade of all conceivable ways in which service might be done
or of the possible hazardous consequences of each way. Consequently, Detroit
Diesel Allison has not undertaken any such broad evaluation. Accordingly,
anyone who uses a service procedure or tool which is not recommended by
Detroit Diesel Allison must first, satisfy himself thoroughly that neither his
safety nor vehicle safety will be jeopardized by the service method he selects.
This Manual Contains Copyrighted'MaterialAnd Is Published With Permission Of
Hyster Company And Detroit Diesel Allison, Division Of General Motors Corporation
TECHNICAL MANUAL
NO. 5-3895-348-14 &P
TM 5-3895-348-1 4&P-2
HEADQUARTERS
DEPARTMENT OF THE ARMY
WASHINGTON, DC, 20 February 1981
OPERATOR'S, ORGANIZATIONAL, DIRECT SUPPORT,
GENERAL SUPPORT, AND DEPOT MAINTENANCE MANUAL
(INCLUDING REPAIR PARTS INFORMATION AND SUPPLEMENTAL
OPERATING, MAINTENANCE AND REPAIR PARTS INSTRUCTIONS)
ROLLER MOTORIZED, STEEL WHEEL 2 DRUM
TANDEM 10-14 TON (CCE)
HYSTER MODEL C350B-D
NSN 3895-00-578-0372
CONTRACT NO. DSA700-74-C-9024
REPORTING OF ERRORS
You can help improve this manual. If you find any mistake or if you know of a
way to improve the procedures, please let us know. Mail your letter, or DA
Form 2028 (Recommended Changes to Publications and Blank Forms) direct
to: Commander, US Army Tank-Automotive Materiel Readiness Command,
ATTN: DRSTA-MBS, Warren, MI 48090. A reply will be furnished to you.
VOLUME 2 Engine Operators, Service, And Parts Manual
PART I Engine Operator's Manual
SECTION 1. Description
2. Engine System
3. Engine Equipment
4. Operating Instructions
5. Lubrication And Preventive Maintenance. . . .
6. Engine Tune-up Procedures
7. Trotble Shooting
8. Storage
9. Built-in Parts Book
10. Owner Assistance
INDEX, ALPHABETICAL
PART II
iECTION 1.
2.
3.
Engine Service Manual
Engine (Less Major Assemblies).
Fuel System And Governors
Air Intake System
Page
4
13
31
47
55
75
113
119
123
147
149
1-1
2-1
3-1
4. Lubrication System
5. Cooling System
6. Exhaust System
7. Electrical Equipment
13. Operating Instructions
14. Engine Tune-up
15. Preventive Maintenance-Trouble Shooting-Storage .
page
4-1
5-1
6-1
7-1
13-1
14-1
15-1
INDEX, ALPHABETICAL '. ....'.-...:.... INDEX 1
PART III Engine Parts Manual
Engine (Less Major Assemblies) .
Fuel System
Air System
Lubricating System
Cooling System
Exhaust System
Electrical System
Al
Bl
Cl
Dl
El
Fl
Gl
This technical manual is an authentication of the manufacturers' commercial
literature and does not conform with the format and content specified in AR
310-3, Military Publications. This technical manual does, however, contain
available information that is essential to the operation and maintenance of the
equipment.
M
PART I
Operators
Manual
Series 53 Engines
Printed in U.S.A.
TO THE OPERATOR
This manual contains instructions on the operation and preventive
maintenance of your Detroit Diesel engine. Sufficient descriptive
material, together with numerous illustrations, is included to enable
the operator to understand the basic construction of the engine and
the principles by which it functions. This manual does not cover
engine repair or overhaul.
Whenever possible, it will pay to rely on an authorized Detroit Diesel
Allison Service Outlet for all your service needs from maintenance to
major parts replacement. There are over 1500 authorized service
outlets in the U.S. and Canada. They stock factory original parts and
have the specialized equipment and personnel with technical
knowledge to provide skilled and efficient workmanship.
The operator should familiarize himself thoroughly with the contents
of the manual before running an engine, making adjustments, or
carrying out maintenance procedures.
The information, specifications and illustrations in this publication
are based on the information in effect at the time of approval for
printing. Generally, this publication is reprinted annually. It is
recommended that users contact an authorized Detroit Diesel Allison
Service Outlet for information on the latest revision. The right is
reserved to make changes at any time without obligation.
WARRANTY
The applicable engine warranty is contained in the form entitled
POLICY ON OWNER SERVICE, available from authorized Detroit
Diesel Allison Service Outlets.
SUBJECT
PAGE
DESCRIPTION
Principles of Operation ...................................................................................................................................... 4
General Description ............................................................................................................................................. 5
Model Description ................................................................................................................................................ 6
General Specifications ......................................................................................................................................... 8
Engine Model and Serial Number Designation .......................................................................................... 9
Built-in Parts Book .............................................................................................................................................. 9
Cross Section Views of Engine ........................................................................................................................ 10
ENGINE SYSTEMS
Fuel System ........................................................................................................................................................... 13
Air System ............................................................................................................................................................. 17
Lubricating System .............................................................................................................................................. 22
Cooling System ..................................................................................................................................................... 25
ENGINE EQUIPMENT
Instrument Panel, Instruments and Controls ....................................................................... r.,. ..................... 31
Engine Protective Systems ........................................................................................................... *.x .................... 33
Electrical Starting System .................................................................................................................................. 37
Hydraulic Starting System ................................................................................................................................. 38
Cold Weather Starting Aids ............................................................................................................................. 41
Governors ............................................................................................................................................................... 44
Transmissions ......................................................................................................................................................... 44
OPERATING INSTRUCTIONS
Engine Operating Instructions .......................................................................................................................... 47
A.C. Power Generator Set Operating Instructions ...................................................................................... 51
LUBRICATION AND PREVENTIVE MAINTENANCE
Lubrication and Preventive Maintenance ...................................................................................................... 55
Fuel, Lubricants and Coolants ......................................................................................................................... 66
ENGINE TUNE-UP PROCEDURES
Engine Tune-Up Procedures .............................................................................................................................. 75
Exhaust Valve Clearance Adjustment ............................................................................................................. 76
Timing Fuel Injector ........................................................................................................................................... 78
Limiting Speed Mechanical Governor (In-Line Engines) ......................................................................... 79
Limiting Speed Mechanical Governor (6V-53 Engine) ............................................................................ 84
Variable Speed Mechanical Governor (In-Line Open Linkage) ............................................................. 89
Variable Speed Mechanical Governor (In-Line Enclosed Linkage) ....................................................... 93
Variable Speed Mechanical Governor (6V-53 Engine) ................................................................................ 98
Supplementary Governing Device Adjustment ............................................................................................. 103
Hydraulic Governor (In-Line Engine) ............................................................................................................ 108
Hydraulic Governor (6V-53 Engine) ............................................................................................................... Ill
TROUBLE SHOOTING ........................................................................................................................................... 113
STORAGE ................................................................................................................................................................. 119
BUILT-IN PARTS BOOK ........................................................................................................................................ 123
OWNER ASSISTANCE .......................................................................................................................................... 147
ALPHABETICAL INDEX ........................................................................................................................................ 149
DETROIT DIESEL
DESCRIPTION
PRINCIPLES OF OPERATION
The diesel engine is an internal combustion power
unit, in which the heat of fuel is converted into work
in the cylinder of the engine.
In the diesel engine, air alone is compressed in the
cylinder; then, after the air has been compressed, a
charge of fuel is sprayed into the cylinder and ignition
is accomplished by the heat of compression.
The Two-Cycle Principle
In the two-cycle engine, intake and exhaust take place
during part of the compression and power strokes
respectively, as shown in Fig. 1. In contrast, a four-
cycle engine requires four piston strokes to complete
an operating cycle; thus, during one half of its
operation, the four-cycle engine functions merely as
an air pump.
A blower is provided to force air into the cylinders for
expelling the exhaust gases and to supply the cylinders
with fresh air for combustion. The cylinder wall
contains a row of ports which are above the piston
when it is at the bottom of its stroke. These ports
admit the air from the blower into the cylinder as soon
as the rim of the piston uncovers the ports as shown in
Fig. 1 (scavenging).
The unidirectional flow of air toward the exhaust
valves produces a scavenging .effect, leaving the
cylinders full of clean air when the piston again covers
the inlet ports.
As the piston continues on the upward stroke, the
exhaust valves close and the charge of fresh air is
subjected to compression as shown in Fig. 1
(compression).
Shortly before the piston reaches its highest position,
the required amount of fuel is sprayed into the
combustion chamber by the unit fuel injector as shown
in Fig. 1 (power). The intense heat generated during
the high compression of the air ignites the fine fuel
spray immediately. The combustion continues until the
injected fuel has been burned.
The resulting pressure forces the piston downward on
its power stroke. The exhaust valves are again opened
when the piston is about halfway down, allowing the
burned gases to escape into the exhaust manifold as
shown in Fig. 1 (exhaust). Shortly thereafter, the
downward moving piston uncovers the inlet ports and
the cylinder is again swept with clean scavenging air.
This entire combustion cycle is completed in each
cylinder for each revolution of the crankshaft, or, in
other words, in two strokes; hence, it is a "two-stroke
cycle".
Scavenging
Compression
Power
Exhaust
11733
Fig. 1 - The Two-Stroke Cycle
Page 4
DETROIT DIESEL
Description
GENERAL DESCRIPTION
fhe two-cycle diesel engines covered in this manual
have the same bore and stroke and many of the major
working parts such as injectors, pistons, connecting
rods, cylinder liners and other parts are
interchangeable
The In-line engines, including the inclined marine
models, include standard accessories such as the
blower, water pump, governor and fuel pump, which,
on some models, may be located on either side of the
engine regardless of the direction the crankshaft
rotates. Further flexibility in meeting installation
requirements is achieved with the cylinder head which
can be installed to accommodate the exhaust manifold
on either side of the engine.
The V-type engine uses many In-line engine parts,
including the 3-53 cylinder head. The blower is
mounted on top of the engine between the two banks
of cylinders and is driven by the gear train. The
governor is mounted on the rear end of the 6V-53
blower.
The meaning of each digit in the model numbering
system is shown in Figs. 2 and 3. The letter L or R
indicates left or right-hand engine rotation as viewed
from the front of the engine. The letter A,B,C or D
designates the blower and exhaust manifold location
on the In-line engines as viewed from the rear of the
engine while the letter A or C designates the location
of the oil cooler and starter on the 6V-53 engine.
Each engine is equipped with an oil cooler, replaceable
element type lubricating oil filter, fuel oil strainer, fuel
oil filter, an air cleaner or air silencer, a governor, a
heat exchanger and raw water pump or a fan and
radiator, and a starting motor.
Full pressure lubrication is supplied to all main
bearings, connecting rod bearings, and camshaft
bearings, and to other moving parts.
Oil is drawn by suction from the oil pan through the
intake screen and pipe to the oil pump where it is
pressurized and delivered to the oil filter and the oil
cooler. From the oil cooler, the oil enters oil galleries
in the cylinder block and cylinder head for
distribution to the main bearings, connecting rod
bearings, camshaft bearings, rocker arm mechanism
and other functional parts.
The cooling system has a centrifugal water pump
which circulates the engine coolant through the oil
cooler and water jackets. The engine temperature is
regulated by a thermostat(s).
Fuel is drawn from the supply tank through the fuel
strainer and enters a gear type fuel pump at the inlet
side. Upon leaving the pump under pressure, the fuel
is forced through the fuel filter into the inlet manifold
where it passes through fuel pipes into the inlet side of
the fuel injectors. The fuel is filtered through elements
in the injectors and then atomized through small spray
tip orifices into the combustion chamber. Excess fuel is
returned to the fuel tank through the fuel outlet
galleries and connecting lines.
Air for scavenging and combustion is supplied by a
blower which pumps air into the engine cylinders via
the air box and cylinder liner ports. All air entering
the blower first passes through an air cleaner or air
silencer.
The engine may be started by either a hydraulic or an
electric starting system.
The engine speed is regulated by a .mechanical or
hydraulic type engine governor, depending upon the
engine application.
I
Page 5
Description
DETROIT DIESEL
5043-5101
SERIES
53
NUMBER
OF
CYLINDERS
APPLICATION
DESIGNATION
BASIC ENGINE
ARRANGEMENTS
* (*•• b*low)
DESIGN
VARIATION
SPECIFIC MODEL NUMBER
AND STARTER-BLOWER
ARRANGEMENT
APPLICATION DESIGNATION
5042 5 J 00 MARtNE
DESIGN VARIATION
STARTER-BLOWER ARRANGEMENT
5043-5000 "N" ENGINE
5043-5100 FAN TO F/W-INDU5TRIAL 5043-5J.OO 2 VALVE HEAD
5044-5100 POWER-BASE 5043-5200
5045-5100 GENERATOR 5042-2202 TURBOCHARGER
5047-5100 FAN TO F/W-VEHICLE
Odd number in lost digit designates starter
opposite blower.
Even number in last digit designates starter
4 VALVE HEAD same side as Mower.
* 2, 3, 4-53 BASIC ENGINE ARRANGEMENTS
Rotation: R-(right) and L-(teft) designates rotation as viewed from the end of the engine opposite the flywheel.
Type: A-B-C-D designates location of exhaust manifold and blower as viewed from the flywheel end of the engine.
EXHAUST MANIFOID
BLOWER
LA (XXXX-1XXX)
EXHAUST MANIFOLD
EXHAUST MANIFOLD
BLOWER
LB (XXXX-2XXX)
EXHAUST MANIFOLD
BLOWER
LC (XXXX 3XXX)
EXHAUST MANIFOLD
BLOWER
LD (XXXX-4XXX)
BLOWER
RA (XXXX-5XXX)
EXHAUST MANIFOLD
BLOWER
RB (XXXX-6XXX)
EXHAUST MANIFOLD EXHAUST MANIFOLD
BLOWER
RC (XXXX-7XXX)
BLOWER
RD (XXXX-8XXX)
ALL ABOVE VIEWS FROM REAR (FLYWHEEL) END OF ENGINE
Fig. 2 - In-Line Engine Model Description, Rotation and Accessory Arrangement
12223
IpiW '"
Page 6
DETROIT DIESEL
Description
SERIES
53
NUMBER
OF
CYLINDERS
APPLICATION
DESIGNATION
BASIC ENGINE
ARRANGEMENT
* (see below)
SPECIFIC
MODEL
NUMBER
APPLICATION DESIGNATION
5062-3000 MARINE
5063-5200 FAN to F/W-INDUSTRIAL
5064-5200 POWER-BASE
5065-5200 GENERATOR
5067-5040 FAN to F/W VEHICLE
5082-50OO MARINE
5O83-5000 FAN to F/W INDUSTRIAL
5087-5040 FAN to F/W VEHICLE
DESIGN VARIATION
5062-3000 "N" ENGINE
5063-5200 4 VALVE HEAD
* BASIC ENGINE ARRANGEMENTS
Rotation: R-(right) and L-(left) designates rotation as viewed from the end of the
engine opposite the flywheel.
Type: A and C designates location of starter and oil cooler as viewed from the flywheel
end of the engine.
Cylinder Bank: Left and right cylinder banks are determined from the flywheel
end of the engine.
BLOWER
THRUST
REAR
CAM
SHAFT
CRANK
SHAFT
OIL -
COOLER
CAM
SHAFT
IDLER
STARTER
LA (XXXX-1XXX)
STARTER
OIL
COOLER
LC (XXXX-3XXX)
OIL
COOLER
STARTER
RA (XXXX-5XXX)
STARTER
OIL
COOLER
RC (XXXX-7XXX)
ALL ABOVE VIEWS FROM REAR FLYWHEEL END OF ENGINE
11783
Fig. 3 • 6V Engine Model Description, Rotation and Accessory Arrangement
Page 7
Description
DETROIT DIESEL
GENERAL SPECIFICATIONS
3-53
4-53
6V-53
Type
Number of cylinders
Bore
Stroke
Compression Ratio (nominalXstandard engines)
Compression Ratio (nominal)("N" engines)
Total Displacement - cubic inches
Total Displacement - litres
Number of main bearings
2 Cycle
3
3.875 in.
(98 mm)
4.5 in.
(114 mm)
17 to 1
21 to 1
159
2.61
4
2 Cycle
4
3.875 in.
(98 mm)
4.5 in.
(114 mm)
17 to 1
21 to 1
212
3.48
5
2 Cycle
6
3.875 in.
(98 mm)
4.5 in.
(114 mm)
17 to 1
21 to 1
318
5.22
4
3-53 4-53 6V. 53
FRONT FRONT FRONT
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FIRING
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FIRING
ORDER 1
ORDER
RH-1-3-2 C___3 RH.1L.3R.3L.2R-2MR
LH-1-2-3 FIRING LH-1L-1R-2L-2R.3I..3R
ORDER
RH-1-3.4-2
LH.1-2-4-3 11749
^^p^C
Fig. 4 • Series 53 Cylinder Arrangement
Page 8
DETROIT DIESEL
Description
ENGINE MODEL AND SERIAL NUMBER DESIGNATION
Fig. 5 - Typical Model and Serial Numbers as
Stamped on Cylinder Block (In-Line Engine)
On the In-line engines, the model number and serial
number are stamped on the right-hand side of the
cylinder block in the upper rear corner (Fig. 5). The
model number and serial number on the V-type
engine is located on the top right-hand front corner of
the cylinder block, as viewed from the rear of the
engine (Fig. 6).
An option plate, attached to the valve rocker cover, is
also stamped with the engine serial number and model
number and, in addition, lists any optional equipment
used on the engine (Fig. 7).
With any order for parts, the engine model number
and serial number must be given. In addition, if a type
number is shown on the option plate covering the
equipment required, this number should also be
included on the parts order.
Fig. 6 - Typical Model and Serial Numbers as
Stamped on Cylinder Block (6V Engine)
Power take-off assemblies, torque converters, hydraulic
marine gears, etc. may also carry name plates
pertaining to the particular assembly to which they are
attached. The information on these name plates is
useful when ordering parts for these assemblies.
OPOON PLATI:
Fig. 7 - Option Plate
BUILT-IN PARTS BOOK
The Built-in Parts Book is an anodized aluminum
plate (Option Plate) that fits into a retainer on the
engine valve rocker cover and contains the necessary
information required when ordering parts. It is
recommended that the engine user read the section on
the Built-in Parts Book in order to take full advantage
of the information provided on the engine option
plate.
Numerous exploded view type illustrations are
included to assist the user in identifying and ordering
service parts.
Page 9
Description
DETROIT DIESEL
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kPage 10
DETROIT DIESEL
Description
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Page ill
DETROIT DIESEL
ENGINE SYSTEMS
The Series 53 Detroit Diesel engines incorporate four
basic systems which direct the flow of fuel, air,
lubricating oil, and engine coolant.
A brief description of each of these systems and their
components, and the necessary maintenance and
adjustment procedures are given in this manual.
FUEL SYSTEM
The fuel system (Figs. 1 and 2) consists of the fuel
injectors, fuel pipes, fuel manifolds (integral with the
cylinder head), fuel pump, fuel strainer, fuel filter and
the necessary connecting fuel lines.
On In-line engines, a restricted fitting is located in the
cylinder head fuel return manifold outlet to maintain
pressure within the fuel system. On V-type engines,
this restricted fitting is located in the left-bank
cylinder head.
Fuel is drawn from the supply tank through the fuel
strainer and enters the fuel pump at the inlet side.
Upon leaving the pump under pressure, the fuel is
forced through the fuel filter and into the fuel inlet
manifold where it passes through fuel pipes into the
inlet side of each fuel injector. The fuel is filtered
through elements in the injectors and atomized
through small spray tip orifices into the combustion
chamber. Surplus fuel, returning from the injectors,
passes through the fuel return manifold and
connecting fuel lines back to the fuel tank.
The continuous flow of fuel through the injectors helps
to cool the injectors and remove air from the fuel
system.
A check valve may be installed between the fuel
strainer and the source of supply as optional
equipment to prevent fuel drain back when the engine
is not running.
Fuel Injector
The fuel injector combines in a single unit all of the
parts necessary to provide complete and independent
fuel injection at each cylinder. The injector creates the
high pressure necessary for fuel injection, meters the
proper amount of fuel, atomizes the fuel and times the
injection into the combustion chamber.
Since the injector is one of the most important and
carefully constructed parts of the engine, it is
recommended that the engine operator replace the
injector as an assembly if it is not operating properly.
Authorized Detroit Diesel Allison Service Outleis are
properly equipped to service injectors.
RIGHT
BANK
Fig. 1 - Schematic Diagram of Typical Fuel
System • In-Line Engine
Fig. 2 • Schematic Diagram of Typical Fuel
System • V-type Engine
Page 13
Engine Systems
DETROIT DIESEL
Fig. 3 • Removing Injector from Cylinder Head
Remove Injector
An injector may be removed in the following manner:
1. Clean and remove the valve rocker cover.
2. Disconnect the fuel pipes from both the injector and
the fuel connectors.
3. Immediately after removing the fuel pipes, cover
the injector inlet and outlet fittings with shipping caps
to prevent dirt from entering.
4. Turn the crankshaft manually in the direction of
engine rotation or crank the engine with the starting
motor, if necessary, until the rocker arms for the
particular cylinder are aligned in a horizontal plane.
CAUTION: If a wrench is used on the crankshaft
bolt at the front of the engine, do not turn the
crankshaft in a left-hand direction of rotation
as the bolt will be loosened. Remove the
starting motor and use a pry bar against the
teeth of the flywheel ring gear to turn the
crankshaft.
5. Remove the two rocker shaft bracket bolts and
swing the rocker arm assembly away from the injector
and valves.
6. Remove the injector clamp bolt, washer and clamp.
7. Loosen the inner and outer adjusting screws on the
injector rack control lever and slide the lever away
from the injector.
8. Free the injector from its seat as shown in Fig. 3
and lift it from the cylinder head.
9. Cover the injector hole in the cylinder head to keep
foreign particles out of the cylinder.
Install Injector
Before installing an injector, be sure the beveled seat
of the injector tube is free from dirt particles and
carbon deposits.
A new or reconditioned injector may be installed by
reversing the sequence of operations given above for
removal.
Be sure the injector is filled with fuel oil. If necessary,
add clean fuel oil at the inlet filter until it runs out the
outlet filter.
CAUTION: On four valve cylinder heads, there
is a possibility of damaging the exhaust valves
if the exhaust valve bridge is not resting on the
ends of the exhaust valves when tightening the
rocker shaft bracket bolts. Therefore, note the
position of the exhaust valve bridge before,
during and after tightening the rocker shaft
bracket bolts.
Do not tighten the injector clamp bolt to more than
20-25 Ib-ft (27-34 Mm) torque, as this may cause the
moving parts of the injector to bind. Tighten the
rocker shaft bolts to 50-55 Ib-ft (68-75 Nm) torque.
Align the fuel pipes and connect them to the injector
and the fuel connectors. Use socket J 8932-01 and a
torque wrench to tighten the fuel pipe nuts to 12-15 Ib-
ft (16-20 Nm) torque.
CAUTION: Do not bend the fuel pipes and do
not exceed the specified torque. Excessive
tightening will twist or fracture the flared ends
of the fuel pipes and result in leaks.
Lubricating oil diluted by fuel oil can cause
serious damage to the engine bearings.
Time the injector, position the injector rack control
lever and adjust the exhaust valve clearance (cold
setting) as outlined in the engine tune-up procedure. If
all of the injectors have been replaced, perform a
complete tune-up on the engine.
Page 14
DETROIT DIESEL
Engine Systems
Fuel Pump
A positive displacement gear-type fuel pump is
attached to the governor or blower on the In-line
engines and to the flywheel housing on the V-type
engines.
A spring-loaded relief valve, incorporated in the pump
body, normally remains in the closed position,
operating only when the pressure on the outlet side (to
the fuel filter) becomes excessive due to a plugged
filter or fuel line.
The fuel pump incorporates two oil seals. Two tapped
holes are provided in the underside of the pump body,
between the oil seals, to permit a drain tube to be
attached. If fuel leakage exceeds one drop per minute,
the seals must be replaced. An authorized Detroit
Diesel Allison Service Outlet is properly equipped to
replace the seals.
Fuel pumps are furnished in either left or right-hand
rotation, according to the engine model, and are
stamped RH or LH. These pumps are not interchange-
able and cannot be rebuilt to operate in an opposite
rotation.
Fuel Strainer and Fuel Filter
A replaceable-element type fuel strainer and fuel filter
(Fig. 4) are used in the fuel system to remove
impurities from the fuel. The strainer removes the
larger particles and the filter removes the small
foreign particles.
The fuel strainer and fuel filter are basically identical
in construction, both consisting of a cover, shell and
replaceable element. Since the fuel strainer is placed
between the fuel supply tank and the fuel pump, it
functions under suction; the fuel filter, which is
installed between the fuel pump and the fuel inlet
manifold in the cylinder head, operates under
pressure.
Replace the elements as follows:
1. With the engine shut down, place a suitable
container under the fuel strainer or filter and open the
drain cock. The fuel will drain more freely if the cover
nut is loosened slightly.
2. Support the shell, unscrew the cover nut and remove
the shell and element.
3. Remove and discard the element and gasket. Clean
the shell with fuel oil and dry it with a cloth or
compressed air.
4. Place a new element, which has been thoroughly
Fig. 4 - Typical Fuel Strainer and Filter
Mounting
soaked in clean fuel oil, over the stud and push it
down on the seat. Close the drain cock and fill the shell
approximately two-thirds full with clean fuel oil.
5. Affix a new shell gasket, place the shell and element
into position under the cover and start the cover nut
on the shell stud.
6. Tighten the cover nut only enough to prevent fuel
leakage.
7. Remove the plug in the strainer or filter cover and
fill the shell with fuel. Fuel system primer J 5956 may
be used to prime the fuel system.
8. Start and operate the engine and check the fuel
system for leaks.
Spin-On Type Fuel Filter
A spin-on fuel strainer and fuel filter (Fig. 5) is used
on certain engines. The spin-on filter cartridge consists
of a shell, element and gasket combined into a
unitized replacement assembly. No separate springs or
seats are required to support the filters.
Page 15
Engine Systems
DETROIT DIESEL
Fig. 5 - Typical Spin-On Type Fuel Strainer
and Fuel Filter Mounting
The filter covers incorporate a threaded sleeve to
accept the spin-on _ filter cartridges. The word
"Primary" is cast on the fuel strainer cover and the
word "Secondary" is cast on the fuel filter cover for
identification.
No drain cocks are provided on the spin-on filters.
Where water is a problem, it is recommended that a
water separator be installed. Otherwise, residue may
be drained by removing and inverting the filter. Refill
the filter with clean fuel oil before reinstalling it.
A 1 " diameter twelve-point nut on the bottom of the
filter is 'provided to facilitate removal and installation.
Replace the filter as follows:
1 . Unscrew the filter (or strainer) and discard it.
2. Fill a new filter replacement cartridge about two-
thirds full with clean fuel oil. Coat the seal gasket
lightly with clean fuel oil.
3. Install the new filter assembly and tighten it to two-
thirds of a turn beyond gasket contact.
4. Start the engine and check for leaks.
Fuel Tank
Refill the fuel tank at the end of each day's operation
to prevent condensation from contaminating the fuel.
CAUTION: A galvanized steel tank should never
be used for fuel storage because the fuel oil
reacts chemically with the zinc coating to form
powdery flakes which quickly clog the fuel
strainer and filter and damage the fuel pump
and the fuel injectors.
Page 16
DETROIT DIESEL
Engine Systems
AIR SYSTEM
In the scavenging system used in two-cycle engines,
illustrated in Figs. 6 and 7, a charge of air is forced
into the cylinders by the blower and thoroughly sweeps
out all of the burned gases through the exhaust valve
ports. This air also helps to cool the internal engine
parts, particularly the exhaust valves. At the beginning
of the compression stroke, each cylinder is filled with
fresh, clean air which provides for efficient
combustion.
The air, entering the blower from the air silencer or
air cleaner, is picked up by the blower rotor lobes and
carried to the discharge side of the blower. The
continuous discharge of fresh air from the blower
enters the air chamber of the cylinder block and
sweeps through the intake ports of the cylinder liners.
The angle of the ports in the cylinder liner creates a
uniform swirling motion to the intake air as it enters
the cylinder. This motion persists throughout the
compression stroke and facilitates scavenging and
combustion.
Air Cleaners
Several types of air cleaners are available for use with
industrial engines. The light-duty oil bath air cleaner
is used on most models. However, a heavy-duty oil
bath type or a dry type air cleaner may be installed
where the engine is operating in heavy dust
concentrations.
Fig. 6 - Air Intake System Through Blower and
Engine (In-line Engine)
Fig. 7 • Air Intake System Through Blower and
Engine (6V-53 Engine)
The air cleaners are designed for fast, easy
disassembly to facilitate efficient servicing. Maximum
protection of the engine against dust and other forms
of air contamination is possible if the air cleaner is
serviced at regular intervals.
The light-duty oil bath type air cleaner (Fig. 8) consists
of a metal wool cleaning element supported inside of a
housing which contains an oil reservoir. A chamber
beneath the oil reservoir serves as a silencer for the
incoming air to the blower. Air is drawn into the
cleaner by the blower and passes over the top of the
oil bath, where a major portion of the dirt is trapped,
then up through the metal wool, where the finer
particles are removed, and then down the central duct
to the blower.
The heavy-duty oil bath type air cleaner (Fig. 9)
consists of the body and fixed filter assembly which
filters the air and condenses the oil from the air
stream so that only dry air enters the engine. The
condensed oil is returned to the cup where the dirt
settles out of the oil and the oil is recirculated. A
removable element assembly removes a major part of
the dust from the air stream thereby decreasing the
dust load to the fixed element. An inner cup, which
can be removed from the outer (oil cup), acts as a
baffle in directing the oil-laden air to the element and
also controls the amount of oil in circulation and
meters the oil to the element. The oil cup supports the
inner cup and is a reservoir for oil and a settling
chamber for dirt.
Service the light-duty oil bath air cleaner as follows:
Page 17
DETROI
Tighten the wing bo.t until the air cleane
mounted.
Service . he
detachable screen by 1
e screen one-qUi
the tray type o
OVetl0f 1JSS p rformance of the
cleaned sf s™f!7espence of fibrous mai
be reahzed. The^e » an(J u
the air is often unuc heaw-duty air
of the malfunct'onmg of ta-»> '^ ^
material comes from p' airborne
budding season and ate ^^ t]
-atrya is 50% plugged-
plugging ma ttay accumuiauons
areas ,„ the rnesh d
material. When * , wasm]
Fig. 8 - Ughl-Duty OU Bath Air Cleaner
.Loosen the wing
assembly from the ait i
then be separated "M>™£ ^ 'elemeht, the lower
^nCSf ^rcuV-ovabie inner cup or
baffle and the center tube.
to drain thoroughly.
baffle and outer cup clean.
remove dirt or oil.
— —
. , . u_c;«« he.fore installing the air
DETROIT DIESEL
Engine Sy
clean tray is held up to the light, an even pattern of
light should be visible. It may be necessary, only as a
last resort, to burn off the lint. Extreme care must be
taken to prevent melting the galvanized coating in the
tray screens. Some trays have equally spaced holes in
the retaining baffle. Check to make sure that they are
clean and open. Figure 11 illustrates a thoroughly
cleaned tray. The dark spots in the mesh indicate the
close overlapping of the mesh and emphasize the need
for using compressed air or steam. It is suggested that
users of heavy-duty air cleaners have a spare tray on
hand to replace the tray that requires cleaning. Having
an extra tray available makes for better service and
the dirty tray can be cleaned thoroughly as
recommended. Spare trays are well worth their
investment.
3. Pour out the oil, separate the inner cup or baffle
from the oil or outer cup, remove the sludge and wipe
the baffle and outer cup clean.
4. Clean and inspect the gaskets and sealing surfaces
to ensure an air tight seal.
5. Reinstall the baffle in the oil cup and refill to the
proper oil level with the same grade of oil being used
in the engine.
6. Remove the hood and clean by brushing, or by
blowing out with compressed air. Push a lint-free cloth
through the center tube to remove dirt or oil from the
walls.
7. Inspect the lower portion of the air cleaner body
Fig. 11 • Air Cleaner Tray (Clean)
and center tube each time the oil cup is ser
there are any indications of plugging, tl
assembly should be removed from the eng
cleaned by soaking and then flushing with cl
oil. Allow the unit to drain thoroughly.
8. Place the removable element in the body a
Install the body if it was removed from the er
servicing.
9. Install the outer cup and baffle assembly. Be
cup is tightly secured to the body assembly.
All oil bath air cleaners should be ser
operating conditions warrant. At no time shoi
than 1 /2 " of "sludge" be allowed to form ii
cup or the area used for sludge deposit, nor si
oil cup be filled above the oil level mark.
The United Specialties dry-type air cleaner s
Fig. 12 consists of a body, dust unloader and
clamped to a base.
Air is drawn through the cleaner intake pip
automatically set into a circular motion. This
spinning of the dirty air "throws out" the
particles of dust and dirt where they are col
ne Systems
DETROIT DIESEL
DUST UNLOAOER
BASE
BOuV
CLAMP ELEMENT
Fig. 12 - United Specialties Dry Type Air
Cleaner
sen the clamp screw and check the dust unloader
struction or damage.
Dck the spring clamps that hold the cleaner body
cleaner base which is bolted to the air inlet
g. Remove the body and then remove the
it from the cleaner base.
3 paper pleated air cleaner element can be
d as follows:
•r a temporary expedient in the field, tap the
ie or end of the element carefully against the
dm of your hand.
,UTION: Do not tap the element against a
•d surface. This could damage the element.
>mpressed air can be used when the major
ntaminant is dust. The compressed air (not to
ceed 100 psi) should be blown through the
^ment in a direction opposite to the normal air
>w. Insert the air nozzle inside of the element
id gently tap and blow out the dust with air.
'hen cleaning the dust from the outside of the
5ment, hold the nozzle at least 6 " from the
;ment.
ish the element if compressed air is not
ailable, or when the contaminant is carbon,
ot, oily vapor or dirt which cannot be removed
th compressed air.
;itate the element in warm water containing a
m-sudsing detergent.
UTION: Do not use water hotter than your
id can stand, solvents, oil, fuel oil or
oline.
runs clean to rinse all loosened foreign material from
the element. Shake out excess water from the element
and allow it to dry thoroughly.
CAUTION: Do not attempt to remove excess
water by using compressed air.
4. Inspect the cleaned element with a light bulb after
each cleaning for damage or rupture. The slightest
break in the element will admit sufficient airborne dirt
to cause rapid failure of piston rings. If necessary,
replace the element.
5. Inspect the gasket on the end of the element. If the
gasket is damaged or missing, replace the element.
6. Install the element on the base with the gasket side
of the element down against the base. Place the body
over the element and base and tighten the spring
clamps by hand.
7. Replace the element after 10 washings or 1 year of
service, whichever comes first, or any time damage is
noted.
8. Install the dust unloader and tighten the clamp.
The Farr dry-type air cleaner (Fig. 13) is designed to
provide highly efficient air filtration under all
operating conditions and is not affected by engine
speed. The cleaner assembly consists of a cleaner
panel with a replaceable impregnated paper filter
element.
The cleaner panel and replaceable filter element are
held together in a steel housing with fasteners.
DETROIT DIESEL
Engine Sysi
The deflector vanes impart a swirling motion to the air
entering the air cleaner and centrifuge the dust
particles against the walls of the tubes. The dust
particles are then carried to the dust bin at the bottom
of the cleaner by approximately 10% bleed-oif air and
are finally discharged into the atmosphere. The
cleaner panel is fully effective at either high or low
velocities.
The remainder of the air in the cleaner reverses
direction and spirals back along the discharge tubes
again centrifuging the air. The filtered air then
reverses direction again and enters the replaceable
filter element through the center portion of the
discharge tubes. The air is filtered once more as it
passes through the pleats of the impregnated paper
element before leaving the outlet port of the cleaner
housing.
The cleaner panel tends to be self-cleaning. However,
it should be inspected and any accumulated foreign
material removed during the periodic replacement of
the impregnated paper filter element. Overloading of
the paper element will not cause dirt particles to by-
pass the filter and enter the engine, but will result in
starving the engine for air.
The filter element should be replaced, as operating
conditions warrant, as follows:
1 . Loosen the wing nuts on the fasteners and swing the
retaining bolts away from the cleaner panel.
2. Lift the cleaner panel away from the housing and
inspect it. Clean out any accumulated foreign material.
3. Withdraw the paper filter element and discard it.
4. Install a new filter element.
5. Install the cleaner panel and secure it in place with
the fasteners.
Air Silencer
The air silencer, used on some marine engines, is
bolted to the intake side of the blower housing. The
silencer has a perforated steel partition welded in
place parallel with the outside faces, enclosing flame-
proof, felted cotton waste which serves as a silencer
for air entering the blower.
large foreign particles which might seriously d
the blower assembly.
Air Box Drains
During normal engine operation, water vapor
the air charge, as well as a slight amount of fu
lubricating oil fumes, condenses and settles c
bottom of the air box. This condensation is re:
by the air box pressure through air box drain
mounted on the side of the cylinder block.
The air box drains must be open at all times. Wi
engine running, a periodic check is recommend
air flow from the air box drain tubes. J
accumulation on the bottom of the air box indie
drain tube may be plugged. Such accumulations <
seen by removing the cylinder block air box cc
and should be wiped out with rags or blown ou
compressed air. Then remove the drain tube
connectors from the cylinder block and clean
thoroughly.
Some engines are equipped with an air box
check valve. Refer to the Lubrication and
Maintenance section of this manual for
instructions.
Crankcase Ventilation
Harmful vapors which may form within the engi
removed from the crankcase, gear train and
compartment by a continuous, pressurized vent;
system.
A slight pressure is maintained within the <
crankcase by the seepage of a small amount
from the airbox past the piston rings. This air J
up through the engine and is drawn off thro
crankcase breather.
In-line engines are equipped with a breather ass
which is mounted on the rocker cover or the fl]
housing. The 6V engines incorporate a br
assembly mounted inside of the upper engine
cover.
The wire mesh pad (element) in the br
assemblies should be cleaned if excessive era:
pressure is observed. If it is necessary to cle<
element, remove the breather housing froi
flywheel housing (In-line engines) and the
e Systems
DETROIT DIESEL
LUBRICATING SYSTEM
Fig. 14 - Typical In-Line Engine Oil Filter
Mounting
ries 53 engine lubricating system, illustrated in
6 and 1 7, includes an oil intake screen and tube
ly, an oil pump, a pressure regulator, a full-flow
r or by-pass filter with by-pass valve, and an oil
vith a by-pass valve.
iting oil from the pump passes from the lower
3ver through short oil galleries in the cylinder
7rom the block, the oil flows to the full-flow oil
tien through the oil cooler (if used) and back
e front engine cover and cylinder block oil
s for distribution to the various engine
;s. The drains from the cylinder head(s) and
igine parts lead back to the oil pan.
ssure is regulated by a pressure relief valve
d in the engine front cover. Oil cooler and oil
r-pass valves prevent the stoppage of oil flow if
3ms become plugged.
era
Fig. 15 - Typical V-Type Engine Oil Filter
Mounting
full-flow filter that removes the larger foreign particles
without restricting the normal flow of oil.
The by-pass filter assembly, when used, continually
filters a portion of the lubricating oil that is being bled
off the oil gallery when the engine is running.
Eventually all of the oil passes through the filter,
filtering out minute foreign particles that may be
present.
The lubricating oil filter elements should be replaced,
each time the engine oil is changed, as follows:
1 . Remove the drain plug and drain the oil.
2. The filter shell, element and stud may be detached
as an assembly, after removing the center stud from
the base. Discard the gasket.
3. Clean the filter base.
4. Discard the used element, wipe out the filter shell
and install a new element on the center stud.
5. Place a new gasket in the filter base, nosition the
ROCKER ARM
LUBRICATION
OIL FROM PASSAGE IN
CRANKSHAFT TO
CONNECTING ROD
CAM ROLLER
LUBRICATION
TO IDLER GEAR
OIL COOLER
BY-PASS VALVE
OIL FILTER
BY -PASS VALVE
Fig. 16 • Schematic Diagram of Typical In-Line Engine Lubricating System
ROCKER ARM
LUBRICATION
TO BIOWER
CAM ROLLER
LUBRICATION
TO IDLER GEARS
OIL PRESSURE
REGULATOR VALVE
L FROM PASSAGE IN
[ANKSHAFT TO
>NNECTING ROD
OIL FILTER
PASS VALVE-
OIL COOLER
BY -PASS VALVE
12229
Fig. 17 - Schematic Diagram of Typical 6V Engine Lubricating System
COOLING SYSTEM
One of three different types of cooling systems is used
on a Series 53 engine: radiator and fan, heat
exchanger and raw water pump, or keel cooling. A
centrifugal type water pump is used to circulate the
engine coolant in each system. Each system incorpo-
rates thermostats to maintain a normal operating
temperature of 160-185°F (71-85°C). Typical engine
cooling systems are shown in Figs. 18 and 19.
Radiator Cooling System
The engine coolant is drawn from the bottom of the
radiator core by the water pump and is forced through
the oil cooler and into the cylinder block. The coolant
circulates up through • the cylinder block into the
cylinder head, then to the water manifold and
thermostat housing. From the thermostat housing, the
coolant returns to the radiator where it passes d
series of tubes and is cooled by the air stream c;
by the fan.
When starting a cold engine or when the cool
below operating temperature, the coolant is rest
at the thermostat housing(s) and a by-pass pr<
water circulation within the engine during the \
up period.
Heat Exchanger Cooling System
In the heat exchanger cooling system, the cool
drawn by the circulating pump from the bottom <
expansion tank through the engine oil cooler,
through the engine the same as in the radiator an
system. Upon leaving the thermostat housing
coolant either passes through the heat exchange]
BY-PASS RETURN
WHILE THERMOSTAT
IS CLOSED
WATER IN
12226
Fig. 18 - Typical Cooling System for In-Line Engines
•passes the heat exchanger and flows directly to
water pump, depending on the coolant
rature.
passing through the core of the heat exchanger,
jolant temperature is lowered by raw water,
is drawn by the raw water pump from an
e supply. The raw water enters the heat
ager at one side and is discharged at the
ite side.
Totect the heat exchanger element from
>lytic action, a zinc electrode is located in both
sat exchanger inlet elbow and the raw water
inlet elbow and extends into the raw water
The length of time a heat exchanger will function
satisfactorily before cleaning will be governed by the
kind of coolant used in the engine and the kind of raw
water used. Soft water plus a rust inhibitor or a high
boiling point type antifreeze should be used as the
engine coolant.
When foreign deposits accumulate in the heat
exchanger to the extent that cooling efficiency is
impaired, such deposits can, in most instances, be
removed by circulating a flushing compound through
the fresh water circulating system without removing
the heat exchanger. If this treatment does not restore
the engine's normal cooling characteristics, contact an
authorized Detroit Diesel Allison Service Outlet.
BY-PASS RETURN
WHILE THERMOSTAT
IS CLOSED
WATER IN
12220
Fig. 19 • Typical Cooling System for V-Type Engine
Keel Cooling System
The keel cooling system is similar to the heat
exchanger system, except that the coolant temperature
is reduced in the keel cooler. In this system, the
coolant is drawn by the circulating pump from the
bottom of the expansion tank through the engine oil
cooler. From the cooler the flow is the same as i:
other systems. Upon leaving the thermostat hoi
the coolant is by-passed directly to the bottom o
expansion tank until the engine operating tern
ture, controlled by the thermostat, is reached. A
engine temperature increases, the coolant is direct
the keel cooler, where the temperature of the cooh
reduced before flowing back to the expansion tank
ENGINE COOLING SYSTEM MAINTENANCE
The function of the engine coolant is to absorb the
heat, developed as a result of the combustion process
in the cylinders, from the component parts such as
exhaust valves, cylinder liners and pistons which are
surrounded by water jackets. In addition, the heat
absorbed by the oil is also removed by the engine
coolant in the oil-to-water oil cooler.
For the recommended coolant, refer to Engine Coolant.
Cooling System Capacity
The capacity of the basic engine cooling system
(cylinder block, head, thermostat housing and oil
cooler housing) is shown in Table 1.
To obtain the complete amount of coolant in the
cooling system of an engine, the additional capacity of
the radiator, hoses, etc. must be added to the capacity
of the basic engine. The capacity of radiators and
related equipment should be obtained from the
equipment supplier.
Fill Cooling System
Before starting an engine, close all of the drain cocks
and fill the cooling system completely. If the unit has a
raw water pump, it should be primed, since operation
without water may cause impeller failure.
COOLING SYSTEM CAPACITY CHART
(BASIC ENGINE)
ENGINE
CAPACITY
Quarts
Litres
3-53
8
8
4-53
9
9
6V-53
14
13
TABLE 1
Start the engine and, after normal open
temperature has been reached, allowing the coola
expand to its maximum, check the coolant level,
coolant level should be within 2 " of the top oJ
filler neck.
Should a daily loss of coolant be observed, and i
are no apparent leaks, there is a possibility of \
leaking past the cylinder head water seal rings int
cooling system. The presence of air or gases ir
cooling system may be detected by connectii
rubber tube from the overflow pipe to a v
container. Bubbles in the water in the container di
engine operation will indicate this leakage. An(
method for observing air in the cooling system i
inserting a transparent tube in the water outlet lini
Drain Cooling System
The engine coolant is drained by opening the cyli
block and radiator (heat exchanger) drain cocks
removing the cooling system filler cap. Removal o
filler cap permits air to enter the cooling passages
the coolant to drain completely from the system.
Drain cocks or plugs are located on each side o;
4-53 and 6V cylinder blocks. The 3-53 cylinder 1
has a drain cock or plug located on the side ol
block opposite the oil cooler.
IMPORTANT: Drain cocks or plugs on both sid<
of the engine must be opened to drain th
engine completely.
In addition- to the drains on the cylinder blocks, th
line engines have a drain cock located on the be
of the oil cooler housing. The V-type engines hav<
drain cocks that must be opened when draining
system. Radiators, etc., that do not have a drain
are drained through the oil cooler housing drain.
To insure that all of the coolant is drained comp]
from an engine, all cooling system drains shou]
opened. Should any entrapped water in the cyl:
block or radiator freeze, it will expand and may <
damage. When freezing weather is expected, dra:
Engine Systems
DETROIT I
all of the drain cocks open until refilling the cooling
system.
The exhaust manifolds of marine engines are cooled
by the same coolant used in the engine. Whenever the
engine cooling system is drained, each exhaust
manifold drain cock, located on the bottom near the
exhaust outlet, must be opened.
Raw water pumps are drained by loosening the cover
attaching screws. It may be necessary to tap the raw
water pump cover gently to loosen it. After the water
has been removed, tighten the screws.
Flushing
The cooling system should be flushed each spring and
fall. The flushing operation cleans the system of
antifreeze solution in the spring and removes the
summer rust inhibitor in the fall, preparing the
cooling system for a new solution. The flushing
operation should be performed as follows:
1. Drain the previous season's solution from the
engine.
2. Refill the cooling system with soft clean water. If the
engine is hot, fill slowly to prevent rapid cooling and
distortion of the engine castings.
3. Start the engine and operate it for 15 minutes to
circulate the water thoroughly.
4. Drain the cooling system completely.
5. Refill the system with the solution required for the
coming season.
Cooling System Cleaners
If the engine overheats and the fan belt tension and
water level are satisfactory, clean and flush the entire
cooling system. Remove scale formation by using a
quality de-scaling solvent. Immediately after using the
solvent, neutralize the system with the neutralizer. It is
important that the directions printed on the container
of the de-scaling solvent be thoroughly read and
followed.
After the solvent and neutralizer have been used,
completely drain the engine and radiator and reverse-
flush before filling the cooling system.
pump should be removed and the radiator am
reverse-flushed separately to prevent dirt ai
deposits clogging the radiator tubes or bein^
through the pump. Reverse-flushing is accorj
by hot water, under air pressure, being forced
the cooling system in a direction opposite
normal flow of coolant, loosening and forci]
deposits out.
The radiator is reverse-flushed as follows:
1. Remove the radiator inlet and outlet ho
replace the radiator cap.
2. Attach a hose at the top of the radiator
water away from the engine.
3. Attach a hose to the bottom of the radis
insert a flushing gun in the hose.
4. Connect the water hose of the gun to tr.
outlet and the air hose to the compressed air 01
5. Turn on the water and, when the radiatoi
turn on the air in short blasts, allowing the ra<
fill between air blasts.
CAUTION: Apply air gradually. Do not
more than 30 psi (207 kPa) air pressure,
great a pressure may rupture a radiator tub
6. Continue flushing until only clean water is
from the radiator.
The cylinder block and cylinder head water
are reverse-flushed as follows:
1 . Remove the thermostat and the water pump
2. Attach a hose to the water inlet of the cylind
to drain the water away from the engine.
3. Attach a hose to the water outlet at the to
cylinder block and insert the flushing gun in th
4. Turn on the water and, when the water ja<
filled, turn on the air in short blasts, allov
engine to fill with water between air blasts.
5. Continue flushing until the water from th<
runs clean.
If scale deposits in the radiator cannot be ren
Miscellaneous Cooling System Checks
n addition to the above cleaning procedures, the other
omponents of the cooling system should be checked
leriodically to keep the engine operating at peak
fficiency. The thermostat and the radiator pressure
ap should be checked and replaced, if found
lefective. The cooling system hoses should be
nspected and any hose that feels abnormally hard or
oft should be replaced immediately.
dso, check the hose clamps to make sure they are
ight. All external leaks should be corrected as soon as
[elected. The fan belt must be adjusted to provide the
iroper tension, and the fan shroud must be tight
gainst the radiator core to prevent re-circulation of
ir which may lower cooling efficiency.
Water Pump
^ centrifugal-type water pump is mounted on top of
he engine oil cooler housing, either on the right-hand
>r left-hand side of the engine, depending upon the
ngine model and rotation. It circulates the coolant
hrough the cooling system.
lie pump is belt driven, by either the camshaft or
lalance shaft (In-line engines) or by one of the
amshafts (V-type engines).
to impeller is pressed onto one end of the water
tump shaft, and a water pump drive pulley is pressed
into the opposite end. The pump shaft is supported on
i sealed double-row combination radial and thrust ball
tearing. Coolant is prevented from creeping along the
haft toward the bearing by a seal. The shaft and
tearing constitute an assembly and are serviced as
uch, since the shaft serves as the inner race of the ball
tearing.
"he sealed water pump shaft ball bearing is filled with
ubricant when assembled. No further lubrication is
equired.
Contact an authorized Detroit Diesel Allison Service
Outlet if more information is needed.
law Water Pump
lie raw water pump (Figs. 20 and 21) is a positive
lisplacement pump, used for circulating raw water
hrough the heat exchanger to lower the temperature
>f the engine coolant. It is driven by a coupling from
he end of the camshaft.
leal failure is readily noticed by a flow of water
isible at the openings in the raw water pump housing,
ocated between the pump mounting flange and the
CAM DOWEL IMPELLER SEAL SLINGER GASKET
SEAL RING
PUMP
ADAPTOR
HOUSING PLATE SPACER SHAFT BEARING
Fig. 20 • Raw Water Pump Used on In-Line
Engine
inlet and outlet ports. These openings must remai
open at all times.
The impeller, cam and wear plate assembly, and wate
seal assembly may be serviced without removing th
pump from the engine as outlined below.
1 . Remove the cover and gasket.
2. Note the position of the impeller blades to aid i
the reassembly. Then grasp a blade on each side of th
impeller with pliers and pull the impeller off of th
shaft.
3. The neoprene spline seal(s) can be removed froi
the impeller by pushing a screw driver through ih
impeller from the open end.
HOUSING CAM DOWEL SLINGER BEARING GASKET
SEAL
COVER
/ IMPELLER WEAR
GASKET SEAL ASSY. PLATE SHAFT BEARING
Fig. 21 - Raw Water Pump Used on V-Type
Engine
Engine Systems
DETROIT Dl
CAUTION: If the impeller is reuseable, exercise
care to prevent damage to the splined surfaces.
4. Remove the cam retaining screw and withdraw the
cam and wear plate assembly.
5. Remove the seal assembly from the pump used on a
V-type engine by inserting two wires with hooked ends
between the pump housing and seal with the hooks
over the edge of the carbon seal. Remove the seal seat
and gasket in the same way.
6. The seal may be removed from the pump used on
the In-line engine by drilling two holes in the seal case
and placing metal screws in the holes so that they may
be grasped and pulled with pliers. Then remove the
rubber seal ring.
7. Clean and inspect the impeller, cam and wear plate
assembly and water seal. The impeller must have a
good bond between the neoprene and the metal. If the
impeller blades are damaged, worn or have taken a
permanent set, replace the impeller. Reverse the wear
plate if it is worn excessively and remove any burrs.
Replace the seal, if necessary.
8. Install the seal assembly in the pump used on a
V-type engine as follows:
a. If the seal seat and gasket were removed, place the
gasket and seal seat over the shaft, and press them
into position in the seal cavity.
b. Place the seal ring securely in the ferrule, and with
the carbon seal and washer correctly positioned
against the ferrule, slide the ferrule over the shaft
and against the seal seat. Use care to ensure that
the seal ring is contained within the ferrule so
that it grips the shaft.
c. Install the flat washer and then the marcel washer.
A new seal may be installed in the pump used <
In-Line engine by placing the rubber seal ring
groove, starting the seal (with the lip facin
impeller cavity) over the shaft and tapping i
place against the seal spacer.
9. Install the cam and wear plate assembly.
NOTE: The wear plate is round and is dowel
to the cam. The wear plate must be install
with the cam in the pump housing as
assembly.
10. Apply a non-hardening sealant to the
retaining screw and the hole in the pump be
prevent any leakage. Then hold the cam wil
tapped hole aligned and secure it with the screw.
11. Compress the impeller blades to clear the
cam and press the impeller on the splined shaf
blades must be correctly positioned to folio
direction of rotation.
12. Install the neoprene splined seal(s) in the b
the impeller.
13. Turn the impeller several revolutions in the n
direction of rotation to position the blades.
14. Affix a new gasket and install the pump covei
The Jabsco raw water pump is equipped v
synthetic rubber impeller. Since synthetic rubbe:
its elasticity at low temperatures, impellers mi
natural rubber should be installed when it is nee
to pump raw water that has a temperature below
The natural rubber impeller can be identified
stripe of green paint between two of the in
blades.
ENGINE EQUIPMENT
INSTRUMENT PANEL, INSTRUMENTS AND CONTROLS
Die instruments (Fig. 1) generally required in the
>peration of a diesel engine consist of an oil pressure
>age, a water temperature gage, an ammeter and a
mechanical tachometer. Also, closely related and
asually installed in the general vicinity of these
instruments are certain controls consisting of an
;ngine starter switch, an engine stop knob, an
jmergency stop knob and, on certain applications, the
engine hand throttle.
Forqmatic converters are equipped with an oil
pressure gage and, in some instances, an oil
:emperature gage. These instruments are mounted on
a separate panel.
Oil Pressure Gage
rhe oil pressure gage registers the pressure of the
lubricating oil in the engine. As soon as the engine is
started, the oil pressure gage should start to register. If
the oil pressure gage does not register at least the
minimum pressure listed under Running in the Engine
Operating Instructions, the engine should be stopped
and the cause of low oil pressure determined and
:orrected before the engine is started again.
Water Temperature Gage
The engine coolant temperature is registered on the
^ater temperature gage.
Fig. 1 • Typical Instrument Panel
Ammeter
An ammeter is incorporated into the electrical circui
to show the current flow to and from the battery. Afte
starting the engine, the ammeter should register a hig]
charge rate at rated engine speed. This is the rate o
charge received by the battery to replenish the curren
used to start the engine. As the engine continues t
operate, the ammeter should show a decline in charg
rate to the battery. The ammeter will not show zer<
charge rate since the regulator voltage is set highe
than the battery voltage. The small current registerei
prevents rapid brush wear in the battery-chargin,
alternator. If lights or other electrical equipment ar
connected into the circuit, the ammeter will sho\
discharge when these items are operating or th
engine speed is reduced.
Tachometer
The tachometer is driven by the engine and register
the speed of the engine in revolutions per minut
(rpm).
Engine Starting Motor Switch
The starting switch is mounted on the instrumen
panel with the contact button extending through th
front face of the panel. The switch is used to energiz
the starting motor. As soon as the engine starts, releas
the switch.
Stop Knob
A stop knob is used on most applications to shut th
engine down. When stopping an engine, the spec
should be reduced to idle and the engine allowed t
operate at idle, for a few minutes to permit the coolar
to reduce the temperature of the engine's movin
parts. Then the stop knob should be pulled and hel
until the engine stops. Pulling on the stop kno
manually places the injector racks in the "no-fuel
position. The stop knob should be returned to ii
original position after the engine stops.
Emergency Stop Knob
In an emergency or if after pulling the stop knob, th
may be pulled to stop the engine. The emergency stop opened for restarting after the malfunction h
knob, when pulled, will trip the air shut-off valve corrected,
located between the air inlet housing and the blower
and shut off the air supply to the engine. Lack of air
will prevent further combustion of the fuel and stop Throttle Control
the engine. Tlie engine throttie is connected to the governc
control shaft through linkage. Movement of t'h
The emergency stop knob must be pushed back in control shaft changes the speed setting of the g
after the engine stops so the air shut-off valve can be and thus the engine speed.
ENGINE PROTECTIVE SYSTEMS
MANUAL SHUT-DOWN SYSTEM
fhe manually operated emergency engine shut-down
levice, mounted in the air inlet housing, is used to
top the engine in the event an abnormal condition
hould arise. If the engine continues to run after the
mgine throttle is placed in the no-fuel position, or if
ombustible liquids or gases are accidentally intro-
luced into the combustion chamber causing over-
peeding of the engine, the shut-down device will
>reye'nt damage to the engine by cutting off the air
upply and thus stopping the engine.
The shut-down device consists of an air shut-off valv
mounted in the air inlet housing which is retained ii
the open position by a latch. A cable assembly is use<
to remotely trip the latch. Pulling the emergency shut
down knob all the way out will stop the engine. Afte
the engine stops, the emergency shut-down knob mus
be pushed all the way in and the air shut-off valv
manually reset before the engine can be started again.
AUTOMATIC MECHANICAL SHUT-DOWN SYSTEM
Phe automatic mechanical shut-down system illus-
rated in Fig. 2 is designed to stop the engine if there
s a loss of oil pressure, loss of engine coolant,
iverheating of the engine coolant, or overspeeding of
he engine. Engine oil pressure is utilized to activate
he components of the system.
V coolant temperature-sensing valve and an adaptor
ind copper plug assembly are mounted on the exhaust
manifold outlet. The power element of the tempera
ture-sensing valve is placed against one end of tru
copper plug, and the other end of the plug extend
into the exhaust manifold. Engine coolant is directe<
through the adaptor and passes over the powe
element of the valve. Engine oil, under pressure, i
directed through a restricted fitting to the temperature
sensing valve and to an oil pressure actuated bellow
located on the air inlet housing.
.055"
RESTRICTED
ELBOW
OIL FROM
OIL GALLERY.
WATER TO
WATER PUMP
INLET
OIL PRESSURE
ADJUSTMENT
SCREW
TEMPERATURE
SENSING
VALVE
AIR
SHUTDOWN
VALVE
PLUG AND
ADAPTOR
ASSEMBLY
WATER FROM
CYLINDER BLOCK
WATER INLET E^LBOW
12228
Fig. 2 - Mechanical Shut-Down System Schematically Illustrated
The pressure of the oil entering the bellows overcomes
the tension of the bellows spring and permits the latch
to retain the air shut-off valve in the open position. If
the oil pressure drops below a predetermined value,
the spring in the bellows will release the latch and
permit the air shut-off valve to close and thus stop the
engine.
The overspeed governor, used on certain applications,
consists of a valve actuated by a set of spring-loaded
weights. Engine oil is supplied to the valve through a
connection in the oil line between the bellows and the
temperature-sensing valve. An outlet in the governor
valve is connected to the engine oil sump. Whenever
the engine speed exceeds the overspeed governor
setting, the valve (actuated by the governor weights) is
moved from its seat and permits the oil to flow to the
engine sump. This decreases the oil pressure to the
bellows, thus actuating the shut-down mechanism and
stopping the engine.
A restricted fitting, which will permit a drop in oil
pressure great enough to actuate the shut-down
mechanism, is required in the oil line between the
cylinder block oil gallery and the shut-down sensing
devices.
To be sure the protective system will function properly
if an abnormal engine condition occurs, have the
system checked periodically by your local Detroit
Diesel Allison Service Outlet.
Also make sure the air shut-off valves close each time
the engine is shut down.
Operation
To start an engine equipped with a mechanical
down system, first manually open the air shut-ofl
and then press the engine starting switch. As sc
the engine starts, the starting switch may be re]
but the air shut-off valve must be held in the
position until the engine oil pressure inc
sufficiently to permit the bellows to retain the la
the open position.
During operation, if the engine oil pressure
below the setting of the pressure sensitive bellov
spring within the bellows will release the late
permit the air shut-off valve to close, thus stoppi
engine.
If the engine coolant overheats, the tempei
sensing valve will open and permit the oil :
protective system to flow to the engine crankcas
resulting decrease in oil pressure will actuate the
down mechanism and stop the engine. Also
engine loses its coolant, the copper plug will be ]
up by the hot exhaust gases passing over it and
the temperature-sensing valve to open and actui
shut-down mechanism.
Whenever the engine speed exceeds the ove
governor (if used) setting, the oil in the line fl
the sump, resulting in a decrease in oil pressur
oil pressure bellows then releases the latch and p
the air shut-off valve to close.
When an engine is stopped by the action of th<
down system, the engine cannot be started agaii
the particular device which actuated the shul
mechanism has returned to its normal positio;
abnormal condition which caused the engine to sto
be corrected before attempting to start it again.
AUTOMATIC ELECTRICAL SHUT-DOWN SYSTEM
The automatic electrical shut-down system shown in
Fig. 3 protects the engine against a loss of coolant,
overheating of the coolant, loss of oil pressure, or
overspeeding. In the event one of the foregoing
conditions arises, a switch will close the electrical
circuit and energize the solenoid switch, causing the
shut-down solenoid to release the air shut-down latch
and stop the engine.
Operation
The electrical circuit is de-energized under normal
operating conditions. When the engine is started, the
oil pressure switch opens when the oil pressure reaches
approximately 10 psi (69 kPa) and the fuel oil pressure
switch closes at approximately 20 psi (138 kP?
pressure. The water temperature switch remains
If the oil pressure drops below 10 psi (69 kPa),
pressure switch will close the circuit and energi
shut-down solenoid. This will activate the shui
mechanism and stop the engine.
A loss of coolant or an increase in coolant tempt
to approximately 203 ° F (95 ° C) will close the c<
in the water temperature switch, thus closir
electrical circuit and activating the shul
mechanism.
The water temperature switch consists of a tei
ture-sensing valve and a micro-switch. The
contacts a copper plug (heat probe) which exten
OVERSPEED
GOVERNOR
LUBE OIL
PRESSURE
SWITCH
STARTING
MOTOR 12224
Fig. 3 - Automatic Electrical Shut-Down System
Diagram
ic exhaust manifold outlet. Engine water is directed
VCT the power element of the valve and should the
ater temperature exceed approximately 203 ° F
)5 ° C), the valve will close the contacts in the micro-
vitch and energize the shut-down circuit. If a loss of
ater occurs, the heat of the exhaust gases will be
•ansmitted through the copper plug to the tempera-
ire-sensing valve and cause the shut-down circuit to
e activated.
' the engine speed exceeds the high speed setting of
ic overspeed governor, the governor switch will close
nd activate the shut-down mechanism.
/hen the engine is shut-down, the decrease in speed
ill open the governor switch, and the decrease in oil
nd fuel pressures will close the oil pressure switch and
pen the fuel pressure switch, thus de-energizing the
ircuit
he cause of the abnormal conditions must then be
etermined and corrected before the engine is started
gain. Also, the air shut-off valve must be manually
;set in the open position before the engine can be
arted.
FUEL OIL PRESSURE
SWITCH
TO BATTERY
LUBE OIL
PRESSURE
SWITCH
HO WIRE
RELAY
3ZI — WATER
TEMPERATURE
SWITCH
SHUT- DOWN
SOLENOID
12225
Fig. 4 - Automatic Electrical Shut-Down System
Incorporating Hot Wire Relay
Some engines are equipped with an electrically
operated automatic shut-down system which incorpo-
rates a hot wire relay (Fig. 4).
Since the fuel pressure builds up rapidly, the fuel oil
pressure switch could close before the lubricating oil
pressure switch opens, and effect a shut-down of the
engine. The hot wire relay, however, delays the closing
of the fuel oil pressure switch for several seconds to
enable the lubricating oil pressure to build up and
open the oil pressure switch contacts.
When the lubricating oil pressure falls below 10 ±2 psi
(69 ±14 kPa), the contacts in the oil pressure switch
used in this system will close and current will flow
through the hot wire relay to the solenoid. The few
seconds required to heat the hot wire relay provides
sufficient delay to avoid an engine shut-down when low
oil pressure is caused by a temporary condition such as
an air bubble or a temporary overlap in the operation
of the oil pressure switch and the fuel oil pressure
switch when starting or stopping the engine.
The water temperature switch, which remains open
during normal engine operation, is installed in the side
of the thermostat housing. The switch contacts close
when the water temperature reaches approximately
205 ° F (96 ° C) and activate the shut-down solenoid.
Engine Equipment
DETROIT
ALARM SYSTEM
ALARM
OIL
PRESSURE
SWITCH
WATER TEMP
SWITCH
WIRING NOT FURNISHED
WITH ENGINE.
USE #14 STRANDED
WIRE.
ALARM BELL
TAP BATTERY 12227
12 TO 16 VOLTS
Fig. 5 - Alarm System Wiring Diagram
The alarm system shown in Fig. 5 is simi
automatic electrical shut-down system, bi
warning bell in place of the air shut-off valv<
The bell warns the engine operator if t]
coolant overheats or the oil pressure drops
safe operating limit.
When the engine is started and the oil p
sufficient to open the oil pressure switct
(opening pressure is stamped on the switch <
alarm switch must be turned on manually
system in operation. The water temperature
normally open. Should the engine coola
205 °± 5°F (96°±~15°C), the water te
switch will close the electrical circuit and
alarm bell. Likewise, if the oil pressure dr
the setting of the oil pressure switch, the s
close and cause the bell to ring. The bell wil
to ring until the engine operator turns i
switch off. The alarm switch must also be
before a routine stop since the decreasing oi
will close the oil pressure switch and cause i
ring.
If the alarm bell rings during engine open
the engine immediately and determine the
the abnormal condition. Make the necessary i
before starting the engine again.
STARTING SYSTEMS
ELECTRICAL STARTING SYSTEM
The electrical system on the engine generally consists
of a battery-charging alternator, a starting motor,
voltage regulator, storage battery, starter switch and
the necessary wiring. Additional electrical equipment
may be installed on the engine unit at the option of
the owner.
Starting Motor
The starting motor has a Sprag overrunning clutch.
Pressing the starting switch engages the starting motor
pinion with the teeth of the flywheel ring gear and
energizes the starting motor. The starting motor drives
the pinion and rotates the crankshaft. When the
engine begins to operate, the Sprag clutch permits the
pinion to overrun on its shaft, until the starting switch
is released, and prevents overspeeding the starting
motor.
Starter Switch
To start the engine, a switch is used to energize the
starting motor. Release the switch immediately after
the engine starts.
Alternator
The battery-charging alternator provides the electrical
current required to maintain the storage battery in a
charged condition and to supply sufficient current to
carry any other electrical load requirements up to the
rated capacity of the alternator.
Regulator
A voltage regulator is introduced into the electrical
system to regulate the voltage and current output of
the battery-charging alternator and to maintain a fully
charged storage battery.
Storage Battery
The lead-acid storage battery is an electroch
device for converting chemical energy into ele
energy.
The battery has three major functions:
1. It provides a source of electrical power for si
the engine.
2. It acts as a stabilizer to the voltage in the ele
system.
3. It can, for a 'limited time, furnish current wh
electrical demands of the unit exceed the output
alternator.
The battery is a perishable item which re
periodic servicing. A properly cared for battej
give long and trouble-free service.
1. Check the level of the electrolyte regularly
water if necessary, but do not overfill. Overfillii
cause poor performance or early failure.
2. Keep the top of the battery clean. When neci
wash with a baking soda solution and rinse with
water. Do not allow the soda solution to enter the
3. Inspect the cables, clamps and hold-down b
regularly. Clean and re-apply a light coating of
when needed. Replace corroded, damaged parts.
4. Use the standard, quick in-the-unit battery i
the regular service test to check battery condition
5. Check the electrical system if the battery be
discharged repeatedly.
If the engine is to be stored for more than 30
remove the battery. The battery should be store
cool, dry place. Keep the battery fully charge
check the level of the electrolyte regularly.
The Lubrication and Preventive Maintenance sect
this manual covers the servicing of the starting
and alternator.
Consult an authorized Detroit Diesel Allison i
Outlet for information regarding the electrical sy
HYDRAULIC STARTING SYSTEM (HYDROSTARTER)
The Hydrostarter System schematically illustrated in
Fig. 6 is a complete hydraulic system for starting
internal combustion engines. The system is automati-
cally recharged after each start, and can be manually
recharged. The starting potential remains during long
periods of inactivity, and continuous exposure to hot
or cold climates has no detrimental effect upon the
Hydrostarter system. Also, the Hydrostarter torque for
a given pressure remains substantially the same
regardless of the ambient temperature.
The Hydrostarter system consists of a reservoir, an
engine-driven charging pump, a hand pump, a piston
type accumulator, a starting motor and connecting
hoses and fittings.
Operation
Hydraulic fluid flows by gravity, or a slight vacuum,
from the reservoir to either the engine-driven pump or
the hand pump inlet. Fluid discharging from either
pump outlet at high pressure flows into the
accumulator and is stored at 3250 psi (22 383 kPa)
under the pressure of compressed nitrogen gas.
When the starter is engaged with the engine flywheel
ring gear and the control valve is opened, fluic
pressure is forced out of the accumulator,
expanding nitrogen gas, and flows into the :
motor which rapidly accelerates the engine to
cranking speed. The used fluid returns directl)
reservoir from the starter.
The engine-driven charging pump runs conti:
during engine operation and automatically re
the accumulator. When the required pres:
attained in the accumulator, a valve within thi
body opens and the fluid discharged by the p
by-passed to the reservoir. The system can 1
down and the pressure in the accumulator
maintained.
The precharge pressure of the accumulator
pressure of the nitrogen gas with whii
accumulator is initially charged. This pressure ]
checked before the system pressure is raised
initial engine start. To check the precharge p
open the relief valve, on the side of the hand
approximately 1/2 turn, allowing the pressure
return to zero. Close the relief valve and pump
strokes on the hand pump. The gage should
rapid pressure rise from zero to the r
precharge pressure, where it will remain
change for several additional strokes of the pur
STARTER
ENGINE INLET
PUMP ELBOW
HAND
PUMP
PRESSURE
GAGE
SUPPLY [
PRESSURE "
RETURN
12221
Fig. 6 - Schematic Diagram of Hydrostarter System Showing Oil Flow
DETROIT DIESEL
Engine Equipmei
I Initial Engine Start
Use the hand pump to raise the accumulator pressure.
An accumulator pressure of 1500 psi (10 335 kPa)
when the ambient temperature is above 40 °F (4°C)
will provide adequate cranking to start the engine.
Between 40 °F (4°C) and 0°F (-18 °C), 2500 psi
(17 225 kPa) should be sufficient. Below 0 ° F (-18° C),
the accumulator should be charged to the maximum
recommended pressure. Although the Hydrostarter
cranks the engine faster than other starting systems,
starting aids should be used in cold weather.
NOTE: Use the priming pump to make sure the
filters, lines, manifolds and injectors are full of
fuel before attempting to start the engine.
For ambient temperatures below 40 ° F (4 ° C), use a
fluid starting aid. Add the starting fluid just prior to
moving the Hydrostarter lever and during the
cranking cycle as required. Do not wait to add the
starting fluid after the engine is turning over,
otherwise the accumulator charge may be used up
before the engine can start. In this case, the
accumulator charge must be replaced with the hand
pump.
With the engine controls set for start (throttle at least
half-open), push the Hydrostarter control lever to
simultaneously engage the starter pinion with the
flywheel ring gear and to open the control valve. Close
the valve quickly when the engine starts, to conserve
the accumulator pressure and prevent excessive
overrunning of the starter drive clutch assembly.
Three different basic types of flywheel ring gears are
used; no chamfer, Bendix chamfer, or Dyer chamfer
on the gear teeth. Some difficulty may be encountered
in engaging the starter pinion with the Dyer
chamfered ring gears. When this happens, it is
necessary to disengage and re-engage until the starter
pinion is cammed in the opposite direction enough to
allow the teeth to mesh.
ADJUST TO GIVE
1.3) ' MAXIMUM
TRAVEL AT "A"
PEDAL RETURN
SPRING
(INITIAL TENSION 1 S LBS.)
TO RESERVOIR
" COPP6R OR STEEl
TOM
FROM
ACCUMULATOR
STARTER
CONTROL VALVE
n STARTER CONTROL
LEVER RETURN
SPRING
(INITIAL TENSION 15 LiS.)
12216
Fig. 7 - Hydrostarter Remote Control System
flywheel ring gear. Release the pedal as soon as
engine starts.
The Hydrostarter motor is equipped with a conl
valve that incorporates a threaded valve housing p
with a 1/8 "-27 tapped hole in the center
installation of the flexible hose. A 1/8 "-27 pipe p
is installed when the remote control system is not us
Springs are used to return the master cylinder pe
and the Hydrostarter control lever to the off positior
Remote Control System
The Hydrostarter remote control system (Fig. 7)
consists of a master cylinder, a pedal, a lever arm, two
springs and a flexible hose. It is an independent
hydraulic system using diesel fuel oil as a hydraulic
fluid to actuate the Hydrostarter control valve by
Filling
Remove the filler cap from the reservoir and ad<
sufficient quantity of hydraulic fluid (a mixture of 1
diesel fuel and 25% SAE 10 or 30 lubricating oil]
fill the system.
Equipment
DETROIT DIESEL
litres) capacity reservoir, add approximately 8
8 litres) of hydraulic fluid, 10 quarts (9 litres)
quart (11 litres) reservoir, 14 quarts (13 litres)
quart (15 litres) reservoir or 21 quarts (20
L a 23 quart (22 litres) reservoir.
'E: When the accumulator is charged to
psi (20 670 kPa) and all hoses are filled,
; should be enough hydraulic fluid remain-
in the reservoir to completely cover the
:n in the bottom of the reservoir.
ss valve is located on the inlet side of the hand
Loosen the lock nut and rotate this valve
mately one turn counterclockwise with a screw
Dperate the hand pump for 12 to 15 complete
Do not pump too rapidly. Close the by-pass
;htly and tighten the lock nut.
the starter control lever to engage the pinion
5 flywheel and open the control valve. While
the lever in this position, operate the hand
ntil the starter has turned several revolutions.
ie control valve. Loosen the swivel hose fitting
ischarge side of the engine-driven pump about
is. Operate the hand pump to force air out
begins to appear at the loose fitting. Tighten
rel hose fitting and pressurize the system with
1 pump sufficiently to start the engine.
arm the initial starting instructions under
fion for Starting Engine First Time. Then, with
ine running at least 1500 rpm, purge the
Iriven pump of air. Break the hose connection
ischarge side of the engine driven-pump until
tream of oil is discharged from the pump.
the hose to the pump and alternately loosen
iten the swivel fitting on the discharge hose
e oil leaking out, when the fitting is loose,
to be free of air bubbles. Tighten the fitting
and observe the pressure gage. The pressure
rise rapidly to the accumulator precharge
(1250 psi or 10 413 kPa at 70 °F or 21 °C),
rease slowly, reaching 2900 to 3300 psi (19 981
7 kPa).
the pressure has stabilized near 3000 psi
kPa), examine all of the high pressure hoses,
ons and fittings for leaks.
the open reservoir filler spout. An occasional spurt of
oil may be emitted from the hose prior to by-passing.
When the by-pass valve opens, a full and continuous
stream of oil will flow from the hose. Reconnect the
hose to the reservoir and install the filler cap.
5. Fill the reservoir to the proper level.
The Hydrostarter remote control system may be
purged of air as follows:
1 . Fill the master cylinder with fuel oil.
2. Loosen the hose fitting at the Hydrostarter control
valve.
3. Actuate the master cylinder pedal until all of the air
is discharged from the system and a solid stream of
fuel oil is being discharged with each stroke.
NOTE: Replenish the
cylinder as required
operation.
fluid in the master
during the purging
4. Tighten the hose fitting and check for leaks.
LUBRICATION AND PREVENTIVE
MAINTENANCE
Inspect the system periodically for leaks. Primarily,
examine the high pressure hoses, connections, fittings
and the control valve on the starter. Make certain that
the oil level in the reservoir is sufficient to completely
cover the screen at the bottom of the tank. Make this
check after the accumulator is charged and the engine
driven pump is by-passing oil to the reservoir.
Every 2000 hours, or as conditions warrant, drain the
reservoir and remove the screen. Flush out the
reservoir and clean the screen and filler cap. Then
reinstall the screen.
Remove the bowl and element from the filter in the
engine-driven pump supply hose. Wash the bowl and
element in clean fuel oil and reassemble the filter.
Release the pressure and drain the remaining
hydraulic fluid from the system by disconnecting the
hoses from the Hydrostarter components. Then
reconnect all of the hydraulic hoses.
CAUTION: The oil pressure in the system must
be released prior to servicing the Hydrostarter
motor or other components to prevent possible
DETROIT DIESEL
Engine Equipmc
Lubrication
Remove the Hydrostarter from the engine every 2000
hours for lubrication. Before removing the Hydro-
starter, release the pressure in the system by means of
the relief valve in the hand pump. Then remove the
three bolts which retain the starting motor to the
flywheel housing. Remove the starting motor without
disconnecting the hydraulic oil hoses. This will prevent
dirt and air from entering the hydraulic system.
Apply a good quality, lightweight grease on the drive
clutch pinion to make sure the clutch will slide freely
while compressing the spring. Also apply grease to the
fingers of the clutch fork and on the spool of the
clutch yoke engaged by the fork. This lubrication
period may be reduced or lengthened according to the
severity of service.
Remove the pipe plug from the starting motor drive
housing and saturate the shaft oil wick with engine oil.
Then reinstall the plug.
After lubricating, install the starting motor on the
flywheel housing and recharge the accumulator with
the hand pump.
On engines equipped with a hydraulic remote control
system, lubricate the shaft in the master cylinder
through the pressure grease fitting every 2000 hours.
Cold Waather Operation
Occasionally, when an engine is operated in regions of
very low temperatures, the starter drive clutch
assembly may slip when the starter is engaged. If the
clutch slips, proceed as follows:
1. Release the oil pressure in the system by opening
the relief valve in the hand pump.
CAUTION: The oil pressure in the system must
be released prior to servicing the Hydrostarter
motor or other components to prevent possible
injury to personnel or equipment.
2. Disconnect the hydraulic hoses from the star
motor.
3. Remove the three retaining bolts and lock was
and withdraw the, starting motor from the flyw
housing.
4. Disassemble the starting motor.
5. Wash the Hydrostarter drive clutch assembh
clean fuel oil to remove the old lubricant.
6. When the clutch is free, apply SAE 5W lubrica
oil.
7. Reassemble the starting motor and reinstall il
the engine. Then attach a tag to the starter noting
lubricant used in the clutch.
8. Recharge the accumulator with the hand pump.
Marine Application
In addition to the normal Hydrostarter lubrication
maintenance instructions, the following special pre<
tions must be taken for marine installations or o
cases where equipment is subject to salt spray and
or other corrosive atmospheres:
1 . Clean all exposed surfaces and apply a coat of 2
chromate primer, followed by a coat of suitable pai
2. Apply a liberal coating of Lubriplate, type 130-
or equivalent, to the following surfaces.
a. The exposed end of the starter control valve
around the control shaft where it passes thrc
the clutch housing.
b. The exposed ends of the hand pump cam pin.
3. Operate all of the moving parts and check
protective paint and lubrication every week.
Consult an authorized Detroit Diesel Allison Sei
Outlet for any information relating to the Hydros^
system.
COLD WEATHER STARTING AIDS
In a diesel engine, the fuel injected into the
combustion chamber is ignited by the heat of the air
compressed into the cylinder. However, when starting
necessary to use an air heater or a starting flui
assist ignition of the fuel.
Engine Equipment
DETROIT DIESEL
the heat of compression to ignite the fuel-air
mixture.
FLUID STARTING AID
The fluid starting aid (Fig. 8) is designed to inject a
highly volatile fluid into the air intake system at low
ambient temperatures to assist in igniting the fuel oil
injected. The fluid is contained in suitable capsules to
facilitate handling.
The starting aid consists of a cylindrical capsule
container with a screw cap, inside of which a sliding
piercing shaft operates. A tube leads from the capsule
container to a hand operated pump and another tube
leads to the atomizing nozzle threaded into a tapped
hole in the air inlet housing.
The capsule container should be mounted in a vertical
position and away from any heat.
Start the engine, using the fluid starting aid, as
follows:
1 . Remove the threaded cap and insert a fluid capsule
in an upright position within the container.
PUMP
INLET
TUBE
wpim,^.*
. VV.'V-PUJG
Fig. 8 • Typical Fluid Starting Aid
CAUTION: The starting fluid is toxic and
inflammable. Use caution when handling.
2. Pull the piercing shaft all the way out and install
and tighten the cap on the container.
3. Push the piercing shaft all the way down. This will
rupture the capsule and fill the container with the
starting fluid.
4. Move the engine throttle to the maximum speed
position.
5. Engage the starter and at the same time pull the
pump plunger all the way out. Push the plunger in
slowly, forcing the starting fluid through the atomizing
nozzle into the air intake. Continue to push the pump
in until the engine starts. If the plunger is not all the
way in when the engine starts, push it in slowly until it
locks in the IN position.
6. Unscrew the cap and remove the capsule. Do not
leave the empty capsule in the container.
7. Replace the cap on the capsule container and make
sure the piercing shaft is all the way down.
Service
The cold weather fluid starting aid will require very
little service. Replace the piston seal packing if the
pump leaks. If there is an excessive resistance to
pumping, the nozzle may be plugged. Remove the
nozzle and clean it.
PRESSURIZED CYLINDER STARTING AID
Start the engine during cold weather, using the "Quick
Start" starting aid system (Fig. 9) as follows:
1 . Press the engine starter button.
2. Pull out the "Quick Start" knob for one or two
seconds, then release it.
3. Repeat the procedure if the engine does not start on
the first attempt.
CAUTION: Do not crank the engine more than
30 seconds at a time when using an electric
starting motor. Always allow one minute
intervals between cranking attempts to allow
the starting motor to cool.
Page 42
DETROIT DIESEL
Engine Equipment
FUND
CYUNDER
VALVE
LEVER
Fig. 9 - Quick-Start Assembly
Service
Periodically perform the following service items to
assure good performance:
1. Remove the fluid cylinder and lubricate the valve
around the pusher pin under the gasket with a few
drops of oil.
2. Lubricate the actuator cable.
3. Actuate the valve with the cable to distribute the oil
on the cable and allow the oil to run down through the
valve.
4. Remove any dirt from the orifice by removing the
air inlet housing fitting, the orifice block and the
screen. Then blow air through the orifice end only.
5. Assemble and tighten the air inlet housing fitting to
the actuator valve and tube.
6. Check for leakage of fluid (fogging) on the outside
of the engine air inlet housing by actuating the
starting aid while the engine is stopped. If fogging
occurs, disassemble and retighten the air inlet housing
fitting to the housing.
CAUTION: Do not actuate the starting aid more
than once with the engine stopped. Over-loading
the engine air box with this high volatile fluid
could result in a minor explosion.
1. Check the fluid cylinder for hand tightness.
Page 43
Engine Equipment
DETROIT DIESEL
GOVERNORS
Horsepower requirements of an engine may vary
continually due to the fluctuating loads; therefore,
some means must be provided to control the amount
of fuel required to hold the engine speed reasonably
constant during such load fluctuations. To accomplish
this control, one of three types of governors is used on
the engines. Installations requiring maximum and
minimum speed control, together with manually
controlled intermediate speeds, ordinarily use a
limiting speed mechanical governor. Applications
requiring a near constant engine speed under varying
load conditions, that may be changed by the operator,
are equipped with a variable speed mechanical
governor. The hydraulic governor is used where
uniform engine speed is required under varying load
conditions with a minimum speed droop.
Lubrication
The mechanical governors are lubricated by oil splash
from the engine gear train. Oil entering the governor
is directed by the revolving governor weights to the
various moving parts requiring lubrication.
The hydraulic governor is lubricated by oil under
pressure from the engine.
Service
Governor difficulties are usually indicated by speed
variations of the engine. However, speed fluctuations
are not necessarily caused by the governor and,
therefore, when improper speed variations become
evident, the unit should be checked for excessive load,
misfiring or bind in the governor operating linkage. If
none of these conditions are contributing to faulty
governor operation, contact an authorized Detroit
Diesel A llison Service Outlet.
TRANSMISSIONS
POWER TAKE-OFF ASSEMBLIES
The front and rear power take-off units are basically
similar in design, varying in clutch size to meet the
requirements of a particular application. The power
take-off unit is attached to either an adaptor (front
power take-off) or the engine flywheel housing (rear
power take-off).
Clutch Adjustment
These instructions refer to field adjustment for clutch
facing wear. Frequency of adjustment depends upon
the amount and nature of the load. To ensure a long
clutch facing life and the best performance, the clutch
should be adjuste<i~before slippage occurs.
When the clutch is properly adjusted, a heavy pressure
is required at the outer end of the hand lever to move
the throwout linkage to the "over center" or locked
position.
Adjust the clutch as follows:
1. Disengage the clutch with the hand lever.
2. Remove the inspection hole cover to expose the
clutch adjusting ring. Rotate the clutch, if necessary, to
bring the adjusting ring lock within reach.
Page 44
3. Remove the clutch adjusting ring spring lock screw
and lock from the inner clutch pressure plate and
adjusting ring. Then, while holding the clutch drive
shaft to prevent the clutch from turning, turn the
clutch adjusting ring counterclockwise as shown in
Fig. 10 and tighten the clutch until the desired
pressure on the outer end of the hand lever, or at the
Fig. 10 • Adjusting Clutch
DETROIT DIESEL
Engine Equipment
.Clutch
Hand Lever
Pressure
Torque
Diameter
Length
PSI
kPa
Ib-ft
Nm
8"
15 1/2"
55
379
56-63
76-85
10"
15 1/2"
80
552
87-94
113-127
Ml 1/2"
153/8"
TOO
689
129
175
11 1/2"
20"
105
724
112-120
152-163
*Twin Disc Clutch
TABLE 1
clutch release shaft (Fig. 11), is obtained as shown in
Table 1.
When properly adjusted, the approximate pressure
required at the outer end of the hand lever to engage
the various diameter clutches is shown in the table.
These specifications apply only with the hand lever
which is furnished with the power take-off.
A suitable spring scale may be used to check the
pounds pressure required to engage the clutch.
However, a more* accurate method of checking the
clutch adjustment is with a torque wrench as shown in
Fig. 11.
To fabricate an adaptor, saw the serrated end off of a
clutch hand lever and weld a 1-1/8" nut (across the
hex) on it as shown in Fig. 11. Then saw a slot
through the nut.
When checking the clutch adjustment with a torque
wrench, engage the clutch slowly and note the amount
of torque immediately before the clutch engages (goes
over center). The specified torque is shown in Table 1 .
CAUTION: The thrust load on the bronze clutch
release bearing should be kept at an absolute
minimum. Therefore, the hand lever should be
positioned on the shaft as near the 12 o'clock or
6 o'clock position as possible. The 9 and 3
o'clock positions are to be avoided.
Fig. 11 - Checking Clutch Adjustment with a
Torque Wrench and Adaptor
Make a final clutch adjustment with the engine
running as follows:
1. Start the engine and operate it at idling speed
(approximately 500 rpm) with the clutch disengaged.
The speed will be sufficient to move the segments out
to the operating position.
2. Check the pressure required to engage the clutch.
The engagement pressure should be the same as that
following the adjustment. If the clutch engages at a
lower pressure, the adjustment was probably made
against the unworn portion of the facing.
3. Stop the engine and readjust the clutch, making sure
all disc segments are properly positioned. Install the
inspection hole cover.
TORQMATIC CONVERTERS
ft
The Torqmatic converter is a self contained unit which
transfers and multiplies the torque of the prime
mover. This unit transmits the power through the
action of oil instead of through gears and in addition
to multiplying the torque also acts as a fluid coupling
between the engine and the equipment to be powered.
The converter will automatically adjust the output
torque to load requirements.
There are various combinations of Torqmatic
converters with features such as: an automotive or
industrial flange on the shaft, a hydraulically operated
lock-up clutch, a manual input disconnect clutch, and
an accessory drive for either a governor or tachometer.
Check the oil level daily. If the converter is equipped
with an input disconnect clutch, additional checks and
service will be necessary daily or at intervals
determined by the type of operation.
Adjust the disconnect clutches as outlined under power
take-off clutch adjustment.
Contact an authorized Detroit Diesel Allison Service
Outlet for service on Torqmatic converters.
Page 45
Engine Equipment
DETROIT DIESEL
WARNER MARINE GEAR
The Warner hydraulic marine gear assembly consists
of a hydraulically operated multiple disc clutch in
combination with a hydraulically actuated reversing
gear train, an oil pressure regulator, an oil sump
independent of the engine oil system and an oil cooler
mounted on the engine.
Oil pressure for the operation of the marine gear is
provided by an oil pump incorporated within the gear
housing and driven continuously while the engine is
running. The oil is delivered under pressure from the
pump to a combination marine gear control valve and
pressure regulator valve.
The pressure regulator valve maintains constant
pressure over a wide speed range and the control valve
directs the oil under pressure to either the forward or
reverse piston cylinder. The operating oil pressure
range for the marine gear at operating speed is 120 to
140 psi (827 to 965 kPa) and the maximum oil
temperature is 225 °F (107°C). Minimum oil pressure
is 100 psi (689 kPa) at idle speed (600 rpm).
Shifting from forward to reverse drive through neutral
may be made at any speed; however, it is advisable to
shift at low speeds, below 1000 engine rpm, to avoid
damage to the engine, reverse gear or shaft.
The marine reverse and reduction gear is lubricated by
pressure and splash. The quantity of oil in the marine
gear will vary with the inclination of the engine and
must be properly maintained to the full mark on the
dipstick to ensure satisfactory operation.
It is recommended that vessels utilizing a marine gear
have a suitable locking device or brake to prevent
rotation of the propeller shaft when the vessel is not
under direct propulsion. If the marine gear is not in
operation and the forward motion of the vessel causes
the propeller shaft to rotate, lubricating oil will not be
circulated through the gear because the oil pump is
not in operation. Overheating and damage to the
marine gear may result unless rotation of the propeller
shaft is prevented.
Consult an authorized Detroit Diesel Allison Service
Outlet for major repairs or reconditioning of the
marine gear.
Page 46
DETROIT DIESEL
OPIHAT9NG INSTRUCTIONS
ENGINE OPERATING INSTRUCTIONS
I
PREPARATION FOR STARTING ENGINE
FIRST TIME
Before starting an engine for the first time, carefully
read and follow these instructions. Attempting to run
the engine before studying these instructions may
result in serious damage to the engine.
NOTE: When preparing to start a new or
overhauled engine or an engine which has been
in storage, perform all of the operations listed
below. Before a routine start (at each shift), see
Daily Operations in the Lubrication and
Preventive Maintenance Chart.
Cooling System
Install all of the drain cocks or plugs in the cooling
system (drain cocks are removed for shipping).
Open the cooling system vents, if the engine is so
equipped.
Remove the filler cap and fill the cooling system with
clean, soft water or a protective solution consisting of
high boiling point type antifreeze, if the engine will be
exposed to freezing temperatures. Refer to Engine
Coolant. Keep the liquid level about two inches below
the filler neck to allow for fluid expansion.
Use a quality rust inhibitor if only water is used in the
cooling system.
Close the vents, if used, after filling the cooling
system.
On marine installations, prime the raw water cooling
system and open any sea cocks in the raw water pump
intake line. Prime the raw water pump by removing
the pipe plug or electrode provided in the pump outlet
elbow and pour water in the pump.
CAUTION: Failure to prime the raw water pump
may result in damage to the pump impeller.
Lubrication System
The lubricating oil film on the rotating parts and
bearings of a new or overhauled engine, or one which
has been in storage, may be insufficient for proper
lubrication when the engine is started for the first
time.
It is recommended that the engine lubricating system
be charged with a pressure prelubricator, set to supply
a minimum of 25 psi (172 kPa) oil pressure, to ensure
an immediate flow of oil to all bearings at the initial
engine start-up. The oil supply line should be attached
to the engine so that oil under pressure is supplied to
the main oil gallery.
With the oil pan dry, use the prelubricator to prime
the engine with sufficient oil to reach all bearing
surfaces. Use heavy-duty lubricating oil as specified
under Lubricating Oil Specifications. Then remove the
dipstick, wipe it with a clean cloth, insert and remove
it again to check the oil level in the oil pan. Add
sufficient oil, if necessary, to bring it to the full mark
on the dipstick. Do not overfill.
If a pressure prelubricator is not available, fill the
crankcase to the proper level with heavy-duty
lubricating oil as specified. Then pre-lubricate the
upper engine parts by removing the valve rocker
covers and pouring lubricating oil, of the same grade
and viscosity as used in the crankcase, over the rocker
arms.
Turbocharger
Disconnect the turbocharger oil inlet line and pour
approximately one pint of clean engine oil in the line,
thus making sure the bearings are lubricated for the
initial start. Reconnect the oil line.
Air Cleaner
If the engine is equipped with oil bath air cleaners, fill
the air cleaner oil cups to the proper level with clean
engine oil. Do not overfill.
Transmission
Fill the transmission case, marine gear or torque
converter supply tank to the proper level with the
lubricant specified under Lubrication and Preventive
Maintenance.
Fuel System
Fill the fuel tank with the fuel specified under Diesel
Fuel Oil Specifications.
Page 47
Operating Instructions
DETROIT DIESEL
If the unit is equipped with a fuel valve, it must be
opened.
To ensure prompt starting, fill the fuel system between
the pump and the fuel return manifold with fuel. If
the engine has been out of service for a considerable
length of time, prime the filter between the fuel pump
and the injectors. The filter may be primed by
removing the plug in the top of the filter cover and
slowly filling the filter with fuel.
In addition to the above, on an engine equipped with
a Hydrostarter, use a priming pump to make sure the
fuel lines and the injectors are full of fuel before
attempting to start the engine.
NOTE: The fuel system is filled with fuel before
leaving the factory. If the fuel is still in the
system when preparing to start the engine,
priming should be unnecessary.
Lubrication Fittings
Fill all grease cups and lubricate at all fittings with an
all purpose grease. Apply lubricating oil to the throttle
linkage and other moving parts and fill the hinged cap
oilers with a hand oiler.
Drive Belts
Adjust all drive belts as recommended under
Lubrication and Preventive Maintenance.
Storage Battery
Check the battery. The top should be clean and dry,
the terminals tight and protected with a coat of
petroleum jelly and the electrolyte must be at the
proper level.
NOTE: When necessary, check the battery with
a hydrometer; the reading should be 1.265 or
higher. However, hydrometer readings should
always be corrected for the temperature of the
electrolyte.
Generator Set
Where applicable, fill the generator end bearing
housing with the same lubricating oil as used in the
engine.
A generator set should be connected and grounded in
accordance with the applicable local electrical codes.
Page 48
CAUTION: The base of a generator set must be
grounded.
Clutch
Disengage the clutch, if the unit is so equipped.
STARTING
Before starting the engine for the first time, perform
the operations listed under Preparation For Starting
Engine First Time.
Before a routine start, see Daily Operations in the
Lubrication and Preventive Maintenance Chart.
If a manual or an automatic shut-down system is
incorporated in the unit, the control must be set in the
open position before starting the engine.
The blower will be seriously damaged if operated with
the air shut-off valve in the closed position.
Starting at air temperatures below 40 °F (4°C)
requires the use of a cold weather starting aid. See
Cold Weather Starting.
The instructions for the use of a cold weather fluid
starting aid will vary dependent on the type being
used. Reference should be made to these instructions
before attempting a cold weather start.
CAUTION: Starting fluid used in capsules is
highly inflammable, toxic and possesses anes-
thetic properties.
Initial Engine Start (Electric)
Start an engine equipped with an electric starting
motor as follows: Set the speed control lever at part
throttle, then bring it back to the desired no-load
speed. In addition, on mechanical governors, make
sure the stop lever on the governor cover is in the run
position. Then press the starting motor switch firmly.
If the engine fails to start within 30 seconds, release
the starting switch and allow the starting motor to cool
a few minutes before trying again. If the engine fails
to start after four attempts, an inspection should be
made to determine the cause.
CAUTION: To prevent serious damage to the
starter, if the engine does not start, do not press
the starting switch again while the starting
motor is running.
Initial Engine Start (Hydrostarter)
DETROIT DIESEL
Operating Instructions
Ambient Temperature
Pressure Gage Reading
Above 40° F (4°C)
40°FtoO°F (4°C to -18°C)
Below 0°F (-18° C)
1500 PSI (10 335 kPa)
2500 PSI (17 225 kPa)
3300 PSI (22 737 kPa)
Table 1
An engine equipped with a Hydrostarter may be
started as follows:
Clutch
Do not engage the clutch at engine speeds over 1000
rpm.
Inspection
While the engine is running at operating temperature,
check for coolant, fuel or lubricating oil leaks. Tighten
the line connections where necessary to stop leaks.
Raise the Hydrostarter accumulator pressure with the
hand pump until the gage reads as indicated in
Table 1.
Set the engine controls for starting with the throttle at
least half open.
NOTE: During cold weather add starting fluid at
the same time the Hydrostarter motor lever is
moved. Do not wait to add the fluid after the
engine is turning over.
Push the Hydrostarter control lever to simultaneously
engage the starter pinion with the flywheel ring gear
and to open the control valve . Close the valve as soon
as the engine starts to conserve the accumulator
pressure and to avoid excessive over-running of the
starter drive clutch assembly.
Engine Temperature
Normal engine coolant temperature is 160-185°F (71-
85 ° C).
Crankcase
If the engine crankcase was refilled, stop the engine
after normal operating temperature has been reached,
allow the oil to drain back into the crankcase for
approximately twenty minutes and check the oil level.
Add oil, if necessary, to bring it to the proper level on
the dipstick.
Use only the heavy duty lubricating oil specified under
Lubricating Oil Specifications.
RUNNING
Oil Pressure
Observe the oil pressure gage immediately after
starting the engine. If there is no pressure indicated
within 10 to 15 seconds, stop the engine and check the
lubricating oil system. The minimum oil pressure
should be at least 18 psi (124 kPa) at 1200 rpm. The
oil pressure at normal operating speed should be 40-60
psi (276-414 kPa).
Cooling System
Remove the radiator or heat exchanger tank cap slowly
after the engine has reached normal operating
temperature and check the engine coolant level. The
coolant level should be near the top of the opening. If
necessary, add clean soft water or a high boiling point
type antifreeze (refer to Engine Coolant).
Marine Gear
ft
Warm-Up
Run the engine at part throttle and no-load for
approximately five minutes, allowing it to warm-up
before applying a load.
If the unit is operating in a closed room, start the
room ventilating fan or open the windows, as weather
conditions permit, so ample air is available for the
engine.
Check the marine gear oil pressure. The operating oil
pressure range for the marine gear at operating speed
is 120 to 160 psi (827 to 1103 kPa) and minimum oil
pressure is 100 psi (689 kPa) at idle speed (600 rpm).
Turbocharger
Make a visual inspection of the turbocharger for leaks
and excessive vibration. Stop the engine immediately
if there is an unusual noise in the turbocharger.
Page 49
Operating Instructions
DETROIT DIESEL
Avoid Unnecessary Engine Idling
During long engine idling periods, the engine coolant
temperature will fall below the normal operating
range. The incomplete combustion of fuel in a cold
engine will cause crankcase dilution, formation of
lacquer or gummy deposits on the valves, pistons and
rings and rapid accumulation of sludge in the engine.
NOTE: When prolonged engine idling
necessary, maintain at least 800 rpm.
STOPPING
is
Exhaust System
Drain the condensation from the exhaust line or
silencer.
Cooling System
Drain the cooling system if it is not protected with
antifreeze and freezing temperatures are expected.
Leave the drains open. Open the raw water drains of a
heat exchanger cooling system.
Normal Stopping
1. Release the load and decrease the engine speed. Put
all shift levers in the neutral position.
2. Allow the engine to run at half speed or slower with
no load for a short time, then move the stop lever to
stop to shut down the engine.
Emergency Stopping
If the engine does not stop after using the normal
stopping procedure, pull the "Emergency Stop" knob
all the way out. This control cuts off the air to the
engine. Do not try to restart again until the cause for
the malfunction has been found and corrected.
CAUTION: The emergency shut-down system
should never be used except in an emergency.
Use of the emergency shut-down can cause oil
to be sucked past the oil seals and into the
blower housing.
The air shut-off valve, located on the blower air inlet
housing, must be reset by hand and the "Emergency
Stop" knob pushed in before the engine is ready to
start again.
Fuel System
If the unit is equipped with a fuel valve, close it. Fill
the fuel tank; a full tank minimizes condensation.
Crankcase
If the engine crankcase was refilled, stop the engine
after normal operating temperature has been reached,
allow the oil to drain (approximately 20 minutes) back
into the crankcase and check the oil level. Add oil, if
necessary, to bring it to the proper level on the
dipstick.
Use only the heavy-duty lubricating oil specified under
Lubricating Oil Specifications.
Transmission
Check and, if necessary, replenish the oil supply in the
transmission.
Clean Engine
Clean and check the engine thoroughly to make
certain it will be ready for the next run.
Refer to Lubrication and Preventive Maintenance and
perform all of the daily maintenance operations. Also
perform the operations required for the number of
hours or miles the engine has been in operation.
Make the necessary adjustments and minor repairs to
correct difficulties which became apparent to the
operator during the last run.
Page 50
DETROIT DIESEL
Operating Instructions
ALTERNATING CURRENT POWER GENERATOR SET OPERATING
INSTRUCTIONS
These instructions cover the fundamental procedures
for operating an alternating current power generator
set (Fig. 1). The operator should read these instruc-
tions before attempting to operate the generator set.
Never operate a generator set for a short (15 minute)
interval - the engine will not reach normal operating
temperature in so short a period.
Avoid operating the set for extended periods at no-
load.
Ideally, operate the set for one hour with at least 40%
load (generator rating).
When a test must be made with a line load of less than
40% of the generator rating, add a supplementary
load.
Connect the supplementary load to the load terminals
of the control cabinet circuit breaker so that the
generator can be "loaded" whenever the breaker is
closed.
it can be controlled to permit a reduction in the load
should a normal load increase occur while the set is
operating. Locate the supplementary load outside the
engine room, if desirable, to provide adequate cooling.
Loading the generator set to 40% of the generator
rating and operating it for one-hour intervals will
bring the engine and generator to normal operating
temperatures and circulate the lubricants properly.
Abnormal amounts of moisture, carbon and sludge are
due primarily to low internal operating temperatures
which are much less likely to occur when the set is
tested properly.
PREPARATION FOR STARTING
Before attempting to start a new or an overhauled
engine or an engine which has been in storage,
perform all of the operations listed under Preparation
for Starting Engine First Time. Before a routine start,
see Daily Operations in the Lubrication and Preventive
Maintenance Chart.
Make certain that the supplementary load is such that In addition to the Engine Operating Instructions, the
°;*v , i
"i,, SWITCH
>»••• • A*«
'' SI1UV DOWN V
m r.nnnai. •-..£•!»
., "•'. < 5fe-"«
Fig. 1 - Location of Controls on Power Generator Set
Page 51
Operating Instructions
DETROIT DIESEL
following instructions also apply when operating an
alternating current power generator set.
1. Before the first start, check the generator main
bearing oil reservoir. If necessary, add sufficient
lubricating oil, of the same grade as used in the engine
crankcase, to bring it to the proper level on the sight
gage.
2. Check the interior of the generator for dust or
moisture. Blow out dust with low pressure air (25 psi or
172 kPa maximum). If there is moisture on the interior
of the generator, it must be dried before the set is
started. Refer to the appropriate Delco Products
Maintenance bulletin.
3. The air shut-off valve located in the air inlet
housing must be in the open or reset position.
4. Refer to Fig. 1 and place the circuit breaker in the
off position.
5. If the generator set is equipped with synchronizing
lamps, place the lamp switch in the off position.
6. Turn the voltage regulator rheostat knob counter-
clockwise to its lower limit.
7. Make sure the power generator set has been cleared
of all tools or other objects which might interfere with
its operation.
STARTING
If the generator set is located in a closed space, start
the ventilating fan or open the doors and windows, as
weather permits, to supply ample air to the engine.
The engine may require the use of a cold weather
starting aid if the ambient temperature is below 40 ° F
(4°C). Refer to Cold Weather Starting Aids.
Press the throttle button and turn the throttle control
(Fig. 1) counterclockwise to a position midway
between run and stop. Then press the starting switch
firmly.
If the engine fails to start within 30 seconds, release
the starting switch and allow the starting motor to cool
a few minutes before trying again. If the engine fails
to start after four attempts, an inspection should be
made to determine the cause.
CAUTION: To prevent serious damage to the
starter, if the engine does not start, do not press
the starting switch again while the starting
motor is rotating.
Page 52
RUNNING
Observe the engine oil pressure gage immediately
after starting the engine. If there is no oil pressure
indicated within 10 to 15 seconds, stop the engine and
check the engine lubricating system.
If the oil pressure is observed to be normal, increase
the throttle setting to cause the engine to run at its
synchronous speed.
PREPARING GENERATOR FOR LOAD
After the engine is warmed up (or the oil pressure has
stabilized) prepare the generator set for load as
follows:
1. Bring the engine up to the rated speed.
2. Turn the instrument switch to the desired position.
3. Turn the voltage regulator rheostat knob slowly in a
clockwise direction to raise the voltage, while watching
the voltmeter, until the desired voltage is attained.
4. If the generator set is equipped with a frequency
meter, adjust the engine speed with the vernier throttle
knob until the desired frequency is indicated on the
meter.
5. Make sure all power lines are clear of personnel,
then place the circuit breaker control in the on
position.
NOTE: Perform Step 5 only if the generator set
is not being paralleled with an existing power
source. If it is being paralleled with a power
source already on the line, read and follow the
instructions under Paralleling before turning
the circuit breaker control to the on position.
PARALLELING
If the load conditions require an additional unit to be
placed on the line, the following instructions will apply
to power generator sets of equal capacity, with one
generator set in operation on the line.
1. Prepare the generator set to be paralleled as
outlined under Preparation For Starting, Starting,
Running and Items 1 through 4 under Preparing
Generator for Load.
2. Check the voltmeter (Fig. 1); the voltage must be
the same as the line voltage. Adjust the voltage
regulator rheostat control if the voltages are not the
same.
3. Place the synchronizing lamp switch, of
generator set to be paralleled, in the on position.
the
DETROIT DIESEL
Operating Instructions
4. Turn the vernier throttle knob until both units are
operating at approximately the same frequency as
indicated by the slow change in the brilliancy of the
synchronizing lamps.
5. When the synchronizing lamps glow and then go
out at a very slow rate, time the dark interval. Then, in
the middle of this interval, turn the circuit breaker
control to the on position. This places the incoming
generator set on the line, with no load. The proper
share of the existing load must now be placed on this
generator.
6. The division of the kilowatt load between the
alternating current generators operating in parallel
depends on the power supplied by the engines to the
generators as controlled by the engine governors and
is practically independent of the generator excitation.
Divide the kilowatt load between the generators by
turning the vernier throttle knob counterclockwise on
the incoming generator and clockwise on the generator
that has been carrying the load (to keep the frequency
of the generators constant) until both ammeters read
the same, indicating that each generator is carrying its
proper percentage of the total K.W. load.
7. The division of the reactive KVA load depends on
the generator excitation as controlled by the voltage
regulator. Divide the reactive load between the
generators by turning the voltage regulator rheostat
control on the incoming generator (generally clockwise
to raise the voltage) until the ammeters read the same
on both generator sets and the sum of the readings is
minimum.
NOTE: The generator sets are equipped with a
resistor and current transformer connected in
series with the voltage coil of the regulator
(cross-current compensation) which equalizes
most but not all of the reactive KVA load
between the generators.
8. When the load is 80 per cent power factor lagging
(motor and a few lights only), turn the vernier throttle
knob on the incoming generator until the ammeter on
that unit reads approximately 40 per cent of the total
current load.
9. Rotate the voltage regulator rheostat control on the
incoming generator clockwise to raise the voltage until
the ammeters read the same on both units.
NOTE: If a load was not added during
paralleling, the total of the two ammeter
readings should be the same as the reading
before paralleling. Readjust the voltage regula-
tor rheostat on the incoming generator, if
necessary.
10. To reset the load voltage, turn the voltage regulator
rheostat controls slowly on each unit. It is necessary to
turn the controls the same amount and in the same
direction to keep the reactive current equally divided.
Power generator sets with different capacities can also
be paralleled by dividing the load proportionately to
their capacity.
STOPPING
The procedure for stopping a power generator set or
taking it out of parallel is as follows:
1. Turn off all of the load on the generator when
stopping a single engine unit.
2. Shift the load from the generator when taking it out
of parallel operation by turning the vernier throttle
knob until the ammeter reads approximately zero.
3. Place the circuit breaker control in the off position.
4. Turn the voltage regulator rheostat control in a
counterclockwise direction to the limit of its travel.
5. Press the throttle button and turn the throttle
control to stop to shut-down the engine.
NOTE: When performing a tune-up on a
generator set that will be operated in parallel
with another unit, adjust the speed droop as
specified in Engine Tune-Up.
ft
Page S3
DETROIT DIESEL
LUBRICATION AND PREVENTIVE MAINTENANCE
To obtain the best performance and long life from a Detroit Diesel
engine, the Operator must adhere to the following schedule and
instructions on lubrication and preventive maintenance.
The daily instructions pertain to routine or daily starting of an
engine and not to a new engine or one that has not been operated for
a considerable period of time. For new or stored engines, carry out
the instructions given under Preparation for Starting Engine First
Time under Operating Instructions.
The time intervals given in the chart on the following page are actual
operating hours or miles of an engine. If the lubricating oil is
drained immediately after an engine has been run for some time,
most of the sediment will be in suspension and, therefore, will drain
readily.
All authorized Detroit Diesel Allison Service Outlets are prepared to
service engines with the viscosity and grade of lubricants
recommended on the following pages.
Page 55
r
Preventive Maintenance
DETROIT DIESEL
LUBRICATION AND PREVENTIVE
MAINTENANCE CHART Hours
Item Operation Miles
Time Interval 1
8
50
100
200
300
500
1,000
2,000 ^
1
Daily
240
1,500
3,000
6,000
9,000
15,000
30,000
60,000
1. Engine Oil
X
2. Oil Filter*
3. Coolant and Filter
X
X
X
4. Hoses
X
5. Radiator
X
6. Heat Exchanger1 Electrodes and Core
X
X
7. Raw Water Pump
X
8. Fuel Tank
X
X
9. Fuel Strainer and Filter
X
10. Air Cleaners
X
X
1 1. Air Box Drains
X
X
12. Ventilating System
X
13. Blower Screen
X
14. Starting Motor*
15. Battery-Charging Alternator
X
X
X
16. Battery
X
17. Tachometer Drive and Clutch Controls
X
18. Throttle Controls
X
19. Engine Tune-Up*
20. Drive Belts
X
X
21. Overspeed Governor
X
22. Fan Hub Bearings*
23. Shut-Down System
X
24. Hydrostarter System*
25. Air Compressor Air Strainer
X
26. Turbocharger*
27. Power Generator
X
X
28. Power Take-Off
X
X
X
29. Torqmatic Converter
X
X
X
L
30. Marine Gear
X
X
X**
f
*See items on following pages "Twin Disc Marine Gear
Page 56
DETROIT DIESEL
Preventive Maintenance
Item 1
Check the oil level daily before starting the engine.
Add oil, if necessary, to bring it to the proper level on
the dipstick.
Select the proper grade of oil in accordance with the
instructions in the Lubricating Oil Specifications.
It is recommended that new engines be started with
100 hour oil change periods. The drain interval may
then be gradually increased, or decreased, following
the recommendations of an independent oil analysis
laboratory or the oil supplier (based upon the oil
sample analysis) until the most practical oil change
period has been established.
Item 2
Install new engine oil filter elements and gaskets each
time the engine oil is changed. Check for oil leaks
after starting the engine. If the engine is equipped
with a governor oil filter, change the element every
1,000 hours.
Item 3
Check the coolant level daily and maintain it near the
Items 1 and 2
Items 3 and 4
top of the heat exchanger tank or the radiator upper
tank.
Clean the cooling system every 1,000 hours or 30,000
miles using a good radiator cleaning compound in
accordance with the instructions on the container.
After the cleaning operation, rinse the cooling system
thoroughly with fresh water. Then fill the system with
soft water, adding a good grade of rust inhibitor or a
high boiling point type antifreeze (refer to Engine
Coolant). With the use of a proper antifreeze or rust
inhibitor, this interval may be lengthened until,
normally, this cleaning is done only in the spring or
fall. The length of this interval will, however, depend
upon an inspection for rust or other deposits on the
internal walls of the cooling system. When a thorough
cleaning of the cooling system is required, it should be
reverse-flushed.
If the cooling system is protected by a coolant filter
and conditioner, the filter element should be changed
every 500 hours or 15,000 miles.
Item 4
Inspect all of the cooling system hoses at least once
every 500 hours or 15,000 miles for signs of
deterioration. Replace the hoses if necessary.
Page 57
Preventive Maintenance
DETROIT DIESEL
Item 5
Inspect the exterior of the radiator core every 1,000
hours or 30,000 miles and, if necessary, clean it with a
quality grease solvent such as Oleum and compressed
air. Do not use fuel oil, kerosene or gasoline. It may be
necessary to clean the radiator more frequently if the
engine is being operated in extremely dusty or dirty
areas.
Item 6
Every 500 hours drain the water from the heat
exchanger raw water inlet and outlet tubes. Then
remove the zinc electrodes from the inlet side of the
Item 5
'•'("•s.j'.;»i,vV£V1 fitful '••,-. ?•'•
"' ' Jftfr'W •••''•• -' fas-
Item 6
Item 7
raw water pump and the heat exchanger. Clean the
electrodes with a wire brush or, if worn excessively,
replace with new electrodes. To determine the
condition of a used electrode, strike it sharply against
a hard surface; a weakened electrode will break.
Drain the cooling system, disconnect the raw water
pipes at the outlet side of the heat exchanger and
remove the retaining cover every 1,000 hours and
inspect the heat exchanger core. If a considerable
amount of scale or deposits are present, contact an
authorized Detroit Diesel Allison Service Outlet.
Item 7
Check the prime on the raw water pump; the engine
should not be operated with a dry pump. Prime the
pump, if necessary, by removing the pipe plug
provided in the pump inlet elbow and adding water.
Reinstall the plug.
Item 8
Keep the fuel tank filled to reduce condensation to a
minimum. Select the proper grade of fuel in
accordance with the Diesel Fuel Oil Specifications.
Open the drain at the bottom of the fuel tank every
500 hours or 15,000 miles to drain off any water or
sediment.
Item 9
Install new elements every 300 hours or 9,000 miles or
when plugging is indicated.
A method of determining when elements are plugged
Page 58
DETROIT DIESEL
Preventive Maintenance
to the extent that they should be changed is based on
the fuel pressure at the cylinder head fuel inlet
manifold and the inlet restriction at the fuel pump. In
a clean system, the maximum pump inlet restriction
must not exceed 6 inches of mercury. At normal
operating speeds (1800-2800 rpm), the fuel pressure is
45 to 70 psi (310 to 483 kPa). Change the fuel filter
elements whenever the inlet restriction (suction ) at the
fuel pump reaches 12 inches of mercury at normal
operating speeds and whenever the fuel pressure at the
inlet manifold falls to 45 psi (310 kPa).
Item 10
Remove the dirty oil and sludge from the oil bath-type
Item 9
air cleaner cups and center tubes every 8 hours or less
if operating conditions warrant. Wash the cups and
elements in clean fuel oil and refill the cups to the
level mark with the same grade of heavy duty oil as
used in the engine. The frequency of servicing may be
varied to suit local dust conditions.
It is recommended that the body and fixed element in
the heavy-duty oil bath type air cleaner be serviced
every 500 hours, 15,000 miles or as conditions warrant.
Clean or replace the element in the dry-type air
cleaner when the restriction indicator instrument
indicates high restriction or when a water manometer
reading at the air inlet housing indicates the
maximum allowable air inlet restriction (refer to the
Air Inlet Restriction chart in the Trouble Shooting
section). Refer to the instructions in the Air System
section for servicing the dry-type air cleaner.
Item 11
With the engine running, check for flow of air from
the air box drain tubes every 1,000 hours or 30,000
miles. If the tubes are clogged, remove, clean and
reinstall the tubes. The air box drain tubes should be
cleaned periodically even though a clogged condition
is not apparent. If the engine is equipped with an air
box drain tank, drain the sediment periodically. If the
engine is equipped with an air box drain check valve,
replace the valve every 500 hours or 15,000 miles.
Item 12
Clean the externally mounted crankcase breather
assemblies every 1,000 hours or 30,000 miles. This
cleaning period may be reduced or lengthened
according to severity of service. Clean the internally
Item 10
Item 11
Page 59
Preventive Maintenance
DETROIT DIESEL
mounted breather pads at time of engine overhaul, or
sooner if excessive crankcase pressure is observed.
Remove the crankcase breather from the engine and
wash the steel mesh pad (element) in fuel oil and dry
it with compressed air. Reinstall the breather
assembly.
Clean the breather cap, mounted on the valve rocker
cover, in clean fuel oil every time the engine oil is
changed.
Item 13
Inspect the blower screen and gasket assemblies every
1,000 hours or 30,000 miles and, if necessary, clean the
screens in fuel oil and dry them with compressed air.
Item 12
it
I;
Reinstall the screen and gasket assemblies with the
screen side of the assemblies toward the blower.
Inspect for evidence of blower seal leakage.
Item 14
The electrical starting motor is lubricated at the time
of original assembly. Oil can be added to the oil wicks,
which project through each bushing and contact the
armature shaft, by removing the pipe plugs on the
outside of the motor. The wicks should be lubricated
whenever the starting motor is taken off the engine or
disassembled.
The Sprag overrunning clutch drive mechanism should
be lubricated with a few drops of light engine oil
whenever the starting motor is overhauled.
Item 15
Lubricate the alternator bearings or bushings with 5 or
6 drops of engine oil at the hinge cap oiler every 200
hours or 6,000 miles.
Some alternators have a built-in supply of grease,
while others use sealed bearings. In these latter two
cases, additional lubrication is not necessary.
The slip rings and brushes of an alternator can be
inspected through the end frame assembly. If the slip
rings are dirty, they should be cleaned with 400 grain
or finer polishing cloth. Never use emery cloth to clean
slip rings. Hold the polishing cloth agqinst the slip
rings with the alternator in operation and blow away
Sfc*
o
Item 13
Item 14
Page 60
DETROIT DIESEL
Preventive Maintenance
I
Item 15
all dust after the cleaning operation. If the slip rings
are rough or out of round, replace them.
Inspect the terminals for corrosion and loose
connections and the wiring for frayed insulation.
Item 16
Check the specific gravity of the electrolyte in each cell
of the battery every 100 hours or 3,000 miles. In warm
weather, however, it should be checked more
frequently due to a more rapid loss of water from the
electrolyte. The electrolyte level should be maintained
in accordance with the battery manufacturer's
recommendations.
Item 17
Lubricate the tachometer drive every 100 hours or
3,000 miles with an all purpose grease at the grease
fitting. At temperatures above +30°F (— 1°C), use a
No. 2 grade grease. Use a No. 1 grade grease below
this temperature.
Item 18
Lubricate the throttle control mechanism every 200
hours or 6,000 miles with an all purpose grease. At
Item 17
temperatures above +30°F (— 1°C), use a No. 2
grade grease. Use a No. 1 grade grease below this
temperature. Lubricate all other control mechanisms,
as required, with engine oil.
Item 19
There is no scheduled interval for performing an
engine tune-up. As long as the engine performance is
satisfactory, no tune-up should be needed. Minor
adjustments in the valve and injector operating
mechanisms, governor, etc. should only be required
periodically to compensate for normal wear on parts.
Item 20
New drive belts will stretch after the first few hours of
operation. Run the engine for 15 seconds to seat the
belts and readjust the tension. Then check the belts
and retighten the fan drive, pump drive and battery-
charging alternator drive belts after 1/2 hour or 15
miles and again after 8 hours or 140 miles of
operation. Thereafter, check the tension of the drive
Page 61
Preventive Maintenance
DETROIT DIESEL
belts every 200 hours or 6,000 miles and adjust, if
necessary. Too tight a belt is destructive to the
bearings of the driven part; a loose belt will slip.
BELT TENSION CHART (Ibs/belt)
Fan Drive
Generator Drive
Model
2 or 3
belts
Single
belt
Two 3/8"
1/2" belts
One 1/2"
belt
One 9/16"
belt
3,4-53
6V-53
40-50
60-80
80-100
40-50
40-50
50-70
50-70
40-50
40-50
All
For 3-point or triangular drive use a tension of
90-120.
Replace all belts in a set when one is worn. Single belts
of similar size should not be used as a substitute for a
matched belt set; premature belt wear can result
because of belt length variation. All belts in a matched
set are within .032 " of their specified center distances.
NOTE: When installing or adjusting an acces-
sory drive belt, be sure the bolt at the accessory
adjusting pivot point is properly tightened, as
well as the bolt in the adjusting slot.
Adjust the belt tension so that a firm push with the
thumb, at a point midway between the two pulleys,
will depress the belt 1/2 "to 3/4". If a belt tension
gage such as BT-33-73FA or equivalent is available,
adjust the belt tension as outlined in the chart.
Item 21
Lubricate the overspeed governor, if it is equipped
with a hinge-type cap oiler or oil cup, with 5 or 6
drops of engine oil every 500 hours. Avoid excessive
lubrication and do not lubricate the governor while the
:ngine is running.
Item 22
f the fan bearing hub assembly is provided with a
rease fitting, use a hand grease gun and lubricate the
earings with one shot of Texaco Premium RB grease,
r an equivalent Lithium base multi-purpose grease,
/ery 20,000 miles (approximately 700 hours).
very 75,000 miles or 2500 hours, clean, inspect and
pack the fan bearing hub assembly with the above
commended grease.
a major engine overhaul, remove and discard the
arings in the fan hub assembly. Pack the hub
sembly, using new bearings, with Texaco
emium RB grease or an equivalent Lithium base
ilti-purpose grease.
Check the shut-down system every 300 operating hours
or each month to be sure it will function when needed.
Item 24
On engines equipped with a Hydrostarter, refer to the
Hydraulic Starting System in the section on Engine
Equipment for preventive maintenance and
lubrication.
item 25
To clean either the hair or polyurethane type air
compressor air strainer element, saturate and squeeze
it in fuel oil, or any other cleaning agent that would
not be detrimental to the element, until dirt free. Then
dip it in lubricating oil and squeeze it dry before
placing it back in the air strainer.
For replacement of the air strainer element, contact
the nearest Bendix Westinghouse dealer; replace with
the polyurethane element, if available.
Item 26
There is no scheduled interval for performing an
inspection on the Airesearch turbocharger. As long as
the turbocharger is operating satisfactorily and there
VP 'mf**'*^
^w
ige 62
DETROIT DIESEL
Preventive Maintenance
Item 25
inspection is necessary. When service is required,
contact an authorized Detroit Diesel Allison Service
Outlet.
Item 17
The power generator requires lubrication at only one
point - the ball bearing in the end frame.
If the bearing is oil lubricated, check the oil level in
the sight gage every 300 hours; change the oil every
six months. Use the same grade of oil as specified for
the engine. Maintain the oil level to the line in the
sight gage. Do not overfill. After adding oil, recheck
the oil level after running the generator for several
minutes.
If the bearing is grease lubricated, a new generator
has sufficient grease for three years of normal service.
Thereafter, it should be lubricated at one year
intervals. To lubricate the bearing, remove the filler
and relief plugs on the side and the bottom of the
bearing reservoir. Add grease until new grease appears
at the relief plug opening. Run the generator a few
minutes to vent the excess grease; then reinstall the
plugs.
The following greases, or their equivalents, are
recommended:
Keystone 44H Keystone Lubrication Co.
BRB Lifetime Socony Vacuum Oil Co.
NY and NJ F926 or F927 ... NY and NJ Lubricant Co.
After 100 hours on new brushes, or brushes in
generators that have not been in use over a long
period, remove the end frame covers and inspect the
brushes, commutator and collector rings. If there is no
appreciable wear on the brushes, the inspection
interval may be extended until the most practicable
period has been established (not to exceed six months).
To prevent damage to the commutator or the collector
rings, do not permit the brushes to become shorter
than 3/4 inch.
Keep the generator clean inside and out. Before
removing the end frame covers, wipe off the loose dirt.
The loose dirt and dust may be blown out with low
pressure air (25 psi or 172 kPa maximum). Remove all
greasy dirt with a cloth.
Item 27
is no appreciable loss of power, no vibration or
unusual noise and no oil leaks, only a periodic
Item 28
Lubricate all of the power take-off bearings with an all
purpose grease such as Shell Alvania No. 2, or
Page 63
equivalent. Lubricate sparingly to avoid getting grease
on the clutch facing.
Open the cover on the side of the clutch housing
(8 " and 10 " diameter clutch) and lubricate the clutch
release sleeve collar through the grease fitting every 8
hours. On the 11-1/2" diameter clutch, lubricate the
collar through the fitting on the side of the clutch
housing every 8 hours.
Lubricate the clutch drive shaft pilot bearing through
the fitting in the outer end of the drive shaft (8 " and
10" diameter clutch power take-offs) every 50 hours of
operation. One or two strokes with a grease gun should
be sufficient. The clutch drive shaft pilot bearing used
with the 11-1/2" diameter clutch power take-off is
prelubricated and does not require lubrication.
Lubricate the clutch drive shaft roller bearings
through the grease fitting in the clutch housing every
50 hours under normal operating conditions (not
continuous) and more often under severe operating
conditions or continuous operation.
Lubricate the clutch release shaft through the fittings
at the rear of the housing every 500 hours of
operation.
Lubricate the clutch levers and links sparingly with
engine oil every 500 hours of operation. Remove the
inspection hole cover on the clutch housing and
lubricate the clutch release levers and pins with a hand
oiler. To avoid getting oil on the clutch facing, do not
over lubricate the clutch release levers and pins.
Check the clutch facing for wear every 500 hours.
Adjust the clutch if necessary.
Item 29
Check the oil level in the Torqmatic converter and
supply tank daily. The oil level must be checked while
the converter is operating, the engine idling and the
oil is up to operating temperature (approximately
200 °F). If the converter is equipped with an input
disconnect clutch, the clutch must be engaged.
Check the oil level after running the unit a few
minutes. The oil level should be maintained at the
proper level on the dipstick. If required, add hydraulic
transmission fluid type "C-2" (Table 1). Do not overfill
the converter as too much oil will cause foaming and
high oil temperature.
The oil should be changed every 500 hours of
operation. Also, the oil should be changed whenever it
shows traces of dirt or effects of high operating
temperature as evidenced by discoloration or strong
odor. If the oil shows metal contamination, contact an
Page 64
Item 28
OIL RECOMMENDATIONS
Prevailing
Ambient
Temperature
Recommended Oil
Specification
Above
-10°F(-23°C)
Hydraulic Transmission Fluid, Type C-2.
Below
-100F(-23°C)
Hydraulic Transmission Fluid, Type C-2. Aux-
iliary preheat required to raise temperature
in the sump to a temperature above — 10°F.
(-23°C)
TABLE 1
authorized Detroit Diesel Allison Service Outlet as this
usually requires disassembly. Under severe operating
conditions, the oil should be changed more often.
The converter oil breather, located on the oil level
indicator (dipstick), should be cleaned each time the
converter oil is changed. This can be accomplished by
allowing the breather to soak in a solvent, then drying
it with compressed air.
DETROIT DIESEL
Preventive Maintenance
Item 30
The full-flow oil filter element should be removed, the
shell cleaned and a new element and gasket installed
each time the converter oil is changed.
Lubricate the input clutch release bearing and ball
bearing every 50 hours with an all purpose grease
through the grease fittings provided on the clutch
housing. This time interval may vary depending upon
the operating conditions. Over-lubrication will cause
grease to be thrown on the clutch facing, causing th
clutch to slip.
Item 30
WARNER MARINE GEAR:
Check the oil level daily. Start and run the engine a
idle speed for a few minutes to fill the lubricatio
system. Stop the engine. Then immediately afte
stopping the engine, check the oil level in the marin
gear. Bring the oil level up to the proper level on th
dipstick. Use the same grade of lubricating oil that i
used in the engine. Do not overfill.
Change the oil every 200 hours. After draining the oi
from the unit, clean the removable oil screer
thoroughly before refilling the marine gear with oil.
TWIN DISC MARINE GEAR:
Check the marine gear oil level daily. Check the oi
level with the engine running at low idle speed and thi
gear in neutral. Keep the oil up to the proper level 01
the dipstick. Use oil of the same heavy-duty grade an<
viscosity that is used in the engine.
Change the oil every 200 hours. Remove and clean thi
oil inlet strainer screen after draining the oil an<
before refilling the marine gear. The strainer is locatec
in the sump at the lower end of the pump suction line
When refilling after an oil drain, bring the oil up t<
the proper level on the dipstick (approximately :
quarts or 4.74 litres).
I
Page €
Fel, Oil and Coolant Specifications
DETROIT DIESEL
FUEL OBL SPECIFICATIONS
GENERAL CONSIDERATIONS SPECIFICATIONS
The quality of fuel oil used for high-speed diesel engine
pperation is a very important factor in obtaining
satisfactory engine performance, long engine life, and
acceptable exhaust.
Fuel selected should be completely distilled material.
Fuels marketed to meet Federal Specification VV-F-800
[grades DF-1 and DF-2) and ASTM Designation
D-975 (grades 1-D and 2-D) meet the completely dis-
tilled criteria. Some of the general properties of
VV-F-800 and ASTM D-975 fuels are shown below.
FEDERAL SPECIFICATION ft ASTM
! DIESEL FUEL PROPERTIES
SpeclHcaliMi or
dauiflcidoB Grade
VV-F-
800
DF-1
ASTM
D47S
1-D
VV-F-
800
DF-2
ASTM
D-975
2-D
Flash Pt., °F min.
104
(40'C)
100
(38"C)
122
(50'C)
125
(52'C)
Carbon Residue (10%
residuum), % max.
0.15
0.15
0.20
0.35
Water & Sediment, % by
vol., max.
0.01
trace
0.01
0.05
Ash, % by wt., max.
0.005
0.01
0.005
0.01
Distillation Temperature,
90% by vol. recovery, min.
max.
End Point, max.
572°F
(300°C>
626°F
(330"C)
550«F
(288°C)
626-F
(330'C)
671' F
(355«C)
540°F
<282*C)
640"F
(338°C)
Viscosity lOO'FOS'C)
Kinematic, cs, min.
Saybolt, SUS, min.
Kinematic, cs, max.
Saybolt, SUS, max.
1.4
3.0
1.4
2.5
34.4
2.0
4.3
2.0
32.6
4.3
40.1
Sulfur, % by wt., max.
0.50
0.50
0.50
0.50
Cetane No.
45
40
45
40
Residual fuels and domestic furnace oils are not con-
sidered satisfactory for Detroit Diesel engines; how-
ever, some may be acceptable. (See "DETROIT
DIESEL FUEL OIL SPECIFICATIONS").
NOTE: Detroit Diesel Allison does not rec-
ommend the use of drained lubricating oil as a
diesel fuel oil.
All diesel fuel oil contains a certain amount of sulfur.
Too high a sulfur content results in excessive cylinder
wear due to acid build-up in the lubricating oil. For
most satisfactory engine life, fuels containing less
than 0.5% sulfur should be used.
Fuel oil should be clean and free of contamination.
Storage tanks should be inspected regularly for dirt,
water or water-emulsion sludge, and cleaned if con-
taminated. Storage instability of the fuel can lead to
jthe formation of varnish or sludge in the tank. The
presence of these contaminants from storage instability
must be resolved with the fuel supplier.
Detroit Diesel Allison designs, develops, and man-
ufactures commercial diesel engines to operate on die-
sel fuels classified by the ASTM as Designation
D-975 (grades 1-D and 2-D). These grades are very sim-
ilar to grades DF-1 and DF-2 of Federal Specification
VV-F-800. Residual fuels and furnace oils, generally,
are not considered satisfactory for Detroit Diesel
engines. In some regions, however, fuel suppliers may
distribute one fuel that is marketed as either diesel fuel
(ASTM D-975) or domestic heating fuel {ASTM
D-396) sometimes identified as furnace oil. In this case,
the fuel should be investigated to determine whether
the properties conform with those shown in the "FUEL
OIL SELECTION CHART" presented in this
specification.
The "FUEL OIL SELECTION CHART" also will serve
as a guide in the selection of the proper fuel for various
applications. The fuels used must be clean, completely
distilled, stable, and non-corrosive. DISTILLATION
RANGE, CETANE NUMBER, and SULFUR CON-
TENT are three of the most important properties of
diesel fuels that must be controlled to insure optimum
combustion and minimum wear. Engine speed, load,
and ambient temperature influence the selection of
fuels with respect to distillation range and cetane
number. The sulfur content of the fuel must be as low
as possible to avoid excessive deposit formation, pre-
mature wear, and to minimize the sulfur dioxide ex-
hausted into the atmosphere.
To assure that the fuel you use meets the required
properties, enlist the aid of a reputable fuel oil supplier.
The responsibility for clean fuel lies with the fuel
supplier as well as the operator.
During cold weather engine operation, the cloud point
(the temperature at which wax crystals begin to form
in diesel fuel) should be 10° F (6°C) below the lowest
expected fuel temperature to prevent clogging of the
fuel filters by wax crystals.
At temperatures below — 20° F ( — 29°C), consult
an authorized Detroit Diesel Allison service outlet,
since particular attention must be given to the cooling
system, lubricating system, fuel system, electrical sys-
tem, and cold weather starting aids for efficient en-
gine starting and operation.
FUEL OIL SELECTION CHART
Typical
Application
General Fuel
ClawiflcatkM
Final
BolHng
Point
Cetane
No.
Sulfur
Content
City Buses
No. 1-D
(Max)
550" F
(288°C)
(Min)
45
(Max)
0.30%
All Other
Applications
Winter No. 2-D
Summer No. 2-D
67 5" F
67 5° F
(357'C)
45
40
0.50%
0.50%
NOTE: When prolonged idling periods or cold
weathrer conditions below 32° F (0°C) are en-
countered, the use of lighter distillate fuels may be
more practical. The same consideration must be
made when operating at altitudes above 5,000 ft.
:e 66
DETROIT DIESEL
Fuel, Oil and Coolant Specifications
LUBRICATING OIL SPECIFICATIONS
I
GENERAL CONSIDERATIONS
All diesel engines require heavy-duty lubricating oils.
Basic requirements of such oils are lubricating quality,
high heat resistance, control of contaminants.
LUBRICATING QUALITY. The reduction of friction
and wear by maintaining an oil film between moving
parts is the primary requisite of a lubricant. Film
thickness and its ability to prevent metal-to-metal
contact of moving parts is related to oil viscosity. The
optimums for Detroit Diesel engines are SAE 30 or 40
weight.
HIGH HEAT RESISTANCE. Temperature is the most
important factor in determining the rate at which
deterioration or oxidation of the lubricating oil will
occur. The oil should have adequate thermal stability
at elevated temperatures, thereby precluding forma-
tion of harmful carbonaceous and/or ash deposits.
CONTROL OF CONTAMINANTS. The piston and
compression rings must ride on a film of oil to minimize
wear and prevent cylinder seizure. At normal rates of
consumption, oil reaches a temperature zone at the
upper part of the piston where rapid oxidation and
carbonization can occur. In addition, as oil circulates
through the engine, it is continuously contaminated by
soot, acids, and water originating from combustion.
Until they are exhausted, detergent and dispersant
additives aid in keeping sludge and varnish from
depositing on engine parts. But such additives in
excessive quantities can result in detrimental ash
deposits. If abnormal amounts of insoluble deposits
form, particularly on the piston in the compression
ring area, early engine failure may result.
Oil that is carried up the cylinder liner wall is normally
consumed during engine operation. The oil and addi-
tives leave carbonaceous and/or ash deposits when
subjected to the elevated temperatures of the com-
bustion chamber. The amount of deposits is influenced
by the oil composition, additive content, engine tem-
perature, and oil consumption rate.
SPECIFICATIONS
OIL QUALITY
OIL QUALITY is the responsibility of the oil supplier.
(The term oil supplier is applicable to refiners, blend-
ers, and rebranders of petroleum products, and does
not include distributors of such products.)
There are hundreds of commercial crankcase oils mar-
keted today. Obviously, engine manufacturers or users
cannot completely evaluate the numerous commercial
oils. The selection of a suitable lubricant in consultation
with a reliable oil supplier, observance of his oil drain
recommendations (based on used oil sample analysis
and experience) and proper filter maintenance, will
provide the best assurance of satisfactory oil
performance.
Detroit Diesel Allison lubricant recommendations are
based on general experience with current lubricants of
various types and give consideration to the commer-
cial lubricants presently available.
RECOMMENDATION
Detroit Diesel engines have given optimum perform-
ance and experienced the longest service life with the
following oil performance levels having the ash and
zinc limits shown:
Former Mflttiry uid
Commercial Lube
Identification
New API
Utter Code
Service Classification
SAE Gride t
MIL-L-2104B/1964 MS
Supplement 1
cc/sc
CB
30 or 40
30 or 40
1 SAE 40 grade oil has performed satisfactorily and
is recommended in Detroit Diesel engines. Ob-
viously, the expected ambient temperatures and
engine cranking capability must be considered by
the engine owner/operator when selecting the
proper grade of oil. Only when the ambient tem-
peratures and engine cranking capabilities result in
difficult starting should SAE 30 grade oil be used.
ASH LIMIT
The sulfated ash limit (ASTM D-874) of the above
lubricants shall not exceed 1.000% by weight, except
lubricants that contain only barium detergent-disper-
sant salts where 1.500% by weight is allowed. The ma-
jority of lubricants marketed under the performance
levels shown above have a sulfated ash content be-
tween 0.55 to 0.85% by weight.
ZINC CONTENT
The zinc content, as zinc diorganodithiophosphate,
shall be a minimum of 0.07% by weight.
RECOMMENDATIONS REGARDING THE USE OF
CURRENT OIL PERFORMANCE LEVEL PRODUCTS
MEETING PRESENT MILITARY LUBRICANT
SPECIFICATIONS
The petroleum industry is currently marketing engine
crankcase oils that may be identified as follows:
MOhary or
Commercial
Identification
API teller
Code Service
Clanlff cation
Comment on
Application
ind Performance
MIL-L-21MC
CD/SC
Supersedes M1L-L-45199B
(Series 3) intended for
diesel service.
M1L-L-46152
CC/SE
Supersedes MIL-L-2104B
intended for gasoline
engine passenger cars.
Universal
Numerous
Meets the performance
criteria of all industry-
accepted tests and all
current military specifications
including MIL-L-2104C and
MIL-M6I52.
Detroit Diesel Atlision does not have sufficient exper-
ience with any of the above described lubricants to re-
commend their use. Some oil suppliers have reported
satisfactory performance of the above identified prod-
ucts marketed by them. If an owner/operator intends
to use any of the above described products, it is rec-
ommended he obtain evidence from the oil supplier
that the lubricant has performed satisfactorily in
Detroit Diesel engines. The above products may be
satisfactory for use in Detroit Diesel engines under
the following conditions:
Page 67
Fuel, Oil and Coolant Specifications
DETROIT DIESEL
1 . The sulfated ash ( ASTM D-874) limit of the above
lubricants shall not exceed 1.000% by weight, ex-
cept lubricants that contain only barium detergent-
dispersant salts where 1 .500% by weight is allowed.
2. The zinc content, as zinc diorganodithiophosphate,
shall be a minimum of 0.07% by weight.
3. Sufficient evidence of satisfactory performance in
Detroit Diesel engines has been provided to Detroit
Diesel Allison and/or the customer.
LUBRICANTS NOT RECOMMENDED
The following lubricants are NOT recommended be-
cause of a history of poor performance in Detroit
Diesel engines:
Military or
Commercial
Identification
API teller
Code Service
Class (flea lion
Comment
on
Performance
M1L-L-2104B/1968 MS
• CC/SD
Excessive ash
deposits formed
MIL-L-45199B
(Series 3)
CD
Excessive ash
deposits formed
Multigrade oils
Numerous
History of poor
performance in
most heavy-duty
diesel engines
COLD WEATHER OPERATION
Cold weather starting will be facilitated when immer-
sion type electrical coolant heaters can be used. Other
practical considerations, such as the use of batteries,
cables and connectors of adequate size, generators
or alternators of ample capacity, proper setting of vol-
tage regulators, ether starting aids, oil and coolant
heater systems, and proper fuel selection will accom-
plish starting with the use of SAE 30 or SAE 40 oils.
For complete cold weather starting information, con-
sult an authorized Detroit Diesel Allison service out-
let. Ask for Engineering Bulletin No. 38 entitled,
Cold Weather Operation of Detroit Diesel Engines.
MIL-L-461 67 ARCTIC LUBE OILS FOR
NORTH SLOPE & OTHER EXTREME SUB-ZERO
OPERATIONS
The MIL-L-46167 specification was published by the
Military on 15 February, 1974. Federal Test Method
354 of Federal Test Standard 791 is an integral test
requirement of MIL-L-46167. Lubricants that have
passed the oil performance requirement limits of
Method 354 may be used where continuous sub-zero
temperatures prevail and where engines are shut down
for periods longer than eight (8) hours. The lubricants
that have shown the best performance when subjected
to Method 354 evaluation may be described as multi-
grades having a synthetic base stock and low volatil-
ity characteristics. These lubricants are not comparable
to the performance of SAE 30 or 40 oils after the en-
gine has started and is operating at elevated engine
temperature conditions. For this reason, MIL-L-46167
lubricants should be considered only as a last resort
when engine cranking is a severe problem and auxiliary
heating aids are not available.
OIL CHANGES
The oil change period is dependent on the operating
conditions (e.g. load factor, etc.) of an engine that will
vary with the numerous service applications. It is rec-
ommended that new engines be started with 150 hour
oil change periods. For highway vehicles this corre-
sponds to approximately 4,500 miles, and for "city"
service vehicles, approximately 2,500 miles. The drain
interval may then be gradually increased or decreased
with experience on a specific lubricant while also con-
sidering the recommendations of the oil supplier
(analysis of the drained oil can be helpful here) until
the most practical oil drain period for the particular
service has been established.
Solvents should not be used as flushing oils in running
engines. Dilution of the fresh refill oil supply can occur,
which may be detrimental.
Full flow oil filtration systems have been used in
Detroit Diesel engines since they have been manufac-
tured. For the best results, the oil filter element should
be replaced each time the oil is changed.
NEW ENGINE OIL CLASSIFICATION SYSTEM
A relatively new engine oil classification system has
been introduced to industry that describes the criteria
required to meet each performance level. A simpli-
fied cross-reference of oil and current commercial and
military specifications is shown below.
CROSS-REFERENCE OF LUBE OIL CLASSIFICATION SYSTEMS
API
Code
Utters
CA
CB
CC
CD
t
•
SA
SB
SC
SD
SE
Comparable MHhary or Commercial Industry Spec.
MIL-L-2104A
Supplement I
MIL-L-2104B (see Note below)
MIL-L-45199B (Series 3)
MIL-L-46152 (supersedes MIL-L-2104B for Military only)
MIL-L-2104C (supersedes MIL-L-45199B for Military only)
none
none
19M MS oils — Auto passenger car
1958 MS oils — Auto passenger car
1972 MS oils — Auto passenger car
t Oil performance meets or exceeds that of CC and SE oils.
• Oil performance meets or exceeds that of CD and SC oils.
NOTE: MIL-L-2104B lubricants are currently marketed and
readily avilable for commercial use. MIL-L-2I04B lubricants
are obsolete for Military service applications only.
Consult the following publications for complete
descriptions:
1. Society of Automotive Engineers (SAE) Technical
Report J-183a.
2. Federal Test Method Standard 791a.
PUBLICATION AVAILABLE SHOWING
COMMERCIAL "BRAND" NAME LUBRICANTS
A list of "brand" name lubricants distributed by the
majority of worldwide oil suppliers can be purchased
from the Engine Manufacturers Association (EMA).
The publication is titled, EMA Lubricating Oils Data
Book for Heavy-Duty Automotive and Industrial En-
gines. The publication shows the brand names, oil
performance levels, viscosity grades, and sulfated ash
contents of most "brands" marketed.
ENGINE MANUFACTURERS ASSOCIATION
111 EAST WACKER DRIVE
CHICAGO, ILLINOIS 60601
Page 68
DETROIT DIESEL
Fuel, Oil and Coolant Specifications
STATEMENT OF POLICY ON FUEL AND
LUBRICANT ADDITIVES
In answer to requests concerning the use of fuel and
lubricating oil additives, the following excerpts have
been taken from a policy statement of General Motors
Corporation:
"It has been and continues to be General Motors
policy to build motor vehicles that will operate
satisfactorily on the commercial fuels and lubri-
cants of good quality regularly provided by the
petroleum industry through retail outlets. It is
accordingly contrary to the policy of General
Motors to recommend the regular and continued
use of supplementary additives in such fuels and
lubricants.
"This policy should not be confused with the fact
that certain supplementary additives may effec-
tively and economically solve specific operating
problems which occasionally arise in some
vehicles. In such instances, supplementary addi-
tives may be developed on the basis of suitable
tests to remedy such problems without otherwise
causing harm to vehicles. These selected products
are then given official GM part numbers and
made available for use in appropriate service
applications.
"While General Motors Corporation assumes
responsibility for the additives selected by it to
remedy specific operating problems, it cannot,
of course, accept responsibility for the many
other additives which are constantly being
marketed. "
Although the stated Corporation policy is self-ex-
planatory, the following is emphasized: Detroit Diesel
Allison does not recommend or support the use of any
supplementary fuel or lubricant additives. These
include all products marketed as fuel conditioners,
smoke suppressants, masking agents, reodorants, tune-
up compounds, top oils, break-in oils, graphitizers
and friction-reducing compounds.
NOTE: The manufacturer's warranty applicable
to Detroit Diesel engines provides in part that
the provision* of such warranty shall not apply
to my engine unit which has been subject to
misuse, negligence or accident. Accordingly,
malfunctions attributable to neglect or failure
to follow the manufacturer's fuel or lubricating
recommendations may not be within the coverage
of the warranty.
SERVICE AND INSPECTION INTERVALS
Generally, operating conditions will vary for each
engine application, even with comparable mileage or
hours and, therefore, maintenance schedules can vary.
A good rule of thumb for piston, ring, and liner inspec-
tions, however, would be at 45,000 miles or 1500 hours
for the first such inspection and at 30,000 miles or
1000 hour intervals thereafter.
A suggested preventive maintenance practice is a
regularly scheduled testing of fuel and lubricating oils
by either the oil supplier or an independent testing
laboratory. Since the oil supplier knows the physical
properties of his products best and maintains labor-
atories to determine practical oil drain intervals, take
advantage of this service and request him to check
drained oil samples frequently and report the results
to you.
Page 69
Fuel, Oil and Coolant Specifications
DETROIT DIESEL
INGINE COOLANT
Engine coolant is considered as any solution which is
circulated through the'engine to provide the means for
heat transfer from the different engine components. In
general, water containing various materials in solution
is used for this purpose.
The function of the coolant is basic to the design and
to the successful operation, of the engine. Therefore,
coolant must be carefully selected and properly
maintained.
deposits, corrosion or a combination of these.
Chlorides, sulfates, magnesium and calcium are
among but not necessarily all the materials which
make up dissolved solids. Water, within the limits
specified in Tables 1 and 2 of Fig. 1, is satisfactory as
an engine coolant when proper inhibitors are added.
CORROSION INHIBITORS
COOLANT REQUIREMENTS
A suitable coolant solution must meet the following
basic requirements:
1 . Provide for adequate heat transfer.
2. Provide a corrosion resistant environment within the
cooling system.
3. Prevent formation of scale or sludge deposits in the
cooling system.
4. Be compatible with the cooling system hose and seal
materials.
5. Provide adequate freeze protection during cold
weather operation.
The first four requirements are satisfied by combining
a suitable water with reliable inhibitors. When
operating conditions dictate the need for freeze
protection, a solution of suitable water and a
permanent antifreeze containing adequate inhibitors
will provide a satisfactory coolant.
WATER
Any water, whether of drinking quality or not, will
produce a corrosive environment in the cooling system.
Also, scale deposits may form on the internal surfaces
of the cooling system due to the mineral content of the
water. Therefore, water selected as a coolant must be
properly treated with inhibitors to control corrosion
and scale deposition.
To determine if a particular water is suitable for use
as a coolant when properly inhibited, the following
characteristics must be considered: the concentration
of chlorides, sulfates, total hardness and dissolved
solids. Chlorides and/or sulfates tend to accelerate
corrosion, while hardness (percentage of magnesium
and calcium present) causes deposits of scale. Total
dissolved solids may cause scale deposits, sludge
A corrosion inhibitor is a water soluble chemical
compound which protects the metallic surfaces of the
cooling system against corrosive attack. Some of the
TABLE 1
Chlorides (Maximum!
Sulfates (Maximum!
Total Dissolved Solids (Maximum)
Total Hardness (Maximum I
PARTS PER
MILLION
40
100
340
170
GRAINS PER
GALLON
2.5
5.8
20
10
Refer 10 Table 2 for evaluation of water intended for use in a
coolant solution.
TABLE 2
Determine The Concentrations
Of Chlorides, Sulfates. And
Total Dissolved Solids
In The Water
_L
Chlorides Under 40 ppm
And
Sulfales Under 100 ppm
And
Total Dissolved Solids
Under 340 ppm
_L
Chlorides Over 40 ppm
Or
Sulfates Over 100 ppm
Or
Total Dissolved Solids
Over 340 ppm
Determine Total
Hardness Of The Water
Distill, De-mineralize
Or De-ionize The Water
Water Suitable For
Use in Coolant
Plus Inhibitors
Fig. 1 • Water Characteristics
Page 70
DETROIT DIESEL
Fuel, Oil and Coolant Specifications
more commonly used corrosion inhibitors are chro-
mates, borates, nitrates, nitrites and soluble oil.
Depletion of all types of inhibitors occurs through
normal operation. Therefore, strength levels must be
maintained by the addition of inhibitors at prescribed
intervals. Always follow the supplier's recommenda-
tions on inhibitor usage and handling.
Chromates
Sodium chromate and potassium dichromate are two
of the best and most commonly used water system
corrosion inhibitors. However, the restrictive use >of
these materials, due to ecology considerations, has de-
emphasized their use in favor of non-chromates. Care
should be exercised in handling these materials due to
their toxic nature.
Chromate inhibitors should not be used in permanent
type antifreeze solutions. Chromium hydroxide,
commonly called "green slime", can result from the
use of chromate inhibitors with permanent type
antifreeze. This material deposits on the cooling
system passages, reducing the heat transfer rate
(Fig. 2) and results in engine overheating. Engines
which have operated with a chromate-inhibited water
must be chemically cleaned before the addition of
permanent antifreeze. A commercial heavy-duty de-
sealer should be used in accordance with the
manufacturer's recommendation for this purpose.
*•• 1 " fr
CAST
•MM
CAST
IRON
•\
IRON
\ 1/16"
MINERAL DEPOSIT 11730
1" CAST IRON PLUS 1/16" MINERAL DEPOSIT =
4 1/4" CAST IRON IN HEAT TRANSFERABILITY
Fig. 2 • Heat Transfer Capacity
chemical compounds which provide corrosion protec-
tion, pH control and water softening ability. Corrosion
protection is discussed under the heading Corrosion
Inhibitors. The pH control is used to maintain an acid-
free solution. The water softening ability deters
formation' of mineral deposits. Inhibitor systems are
available in various forms such as coolant filter
elements, liquid and dry bulk inhibitor additives, and
as an integral part of permanent antifreeze.
I
Soluble Oil
Soluble oil has been used as a corrosion inhibitor for
many years. It has, however, required very close
attention relative to the concentration level due to
adverse effects on heat transfer if the concentration
exceeds 1% by volume. For example: 1 1/4% of soluble
oil in the cooling system increases fire deck
temperature 6% and a 2 1/2% concentration raises fire
deck temperature up to 15%. Soluble oil is not
recommended as a corrosion inhibitor.
Non-chromates
Non-chromate inhibitors (borates, nitrates, nitrites,
etc.) provide corrosion protection in the cooling system
with the basic advantage that they can be used with
either water or a water and permanent antifreeze
solution.
INHIBITOR SYSTEMS
An inhibitor system (Fig. 3) is a combination of
Coolant Filter Elements
Replaceable elements are available with various
chemical inhibitor systems. Compatibility of the
element with other ingredients of the coolant solution
cannot always be taken for granted.
Problems have developed from the use of the
magnesium lower support plate used by some
manufacturers in their coolant filters. The magnesium
plate will be attacked by solutions which will not be
detrimental to other metals in the cooling system. The
dissolved magnesium will be deposited in the hottest
zones of the engine where heat transfer is most
critical. The use of an aluminum or zinc support plate
in preference to magnesium is recommended to
eliminate the potential of this type of deposit. High
chloride coolants will have a detrimental effect on the
water softening capabilities of systems using ion-
exchange resins. Accumulations of calcium and
magnesium ions removed from the coolant and held
captive by the zeolite resin can be released into the
coolant by a regenerative process caused by high
chloride content solutions.
Page 71
Fuel, Oil and Coolant Specifications
DETROIT DIESEL
Inhibitor or
Inhibitor System
Corrosion
Inhibitor
Type
Inhibitor
Compatability
Complete
Inhibitor
System
Water
Ethylene
Glycol
Base
Antifreeze
*Methoxy
Propanol
Base
Antifreeze
Sodium chromate
Chromate
No
Yes
No
No
Potassium dichromate
Chromate
No
Yes
No
No
Perry filter elements:
5020 (type OS)
Chromate
Yes
Yes
No
No
S-453 (Spin-on)
Chromate
Yes
Yes
No
No
5030 (type OS)
@Non-chromate
Yes
Yes
Yes
No
S-331 (Spin-on)
@Non-chromate
Yes
Yes
Yes
No
5070 (type OS)
# Non-chromate
Yes
Yes
Yes
No
S-473 (Spin-on)
# Non-chromate
Yes
Yes
Yes
No
Lenroc filter element
Non-chromate
Yes
Yes
Yes
No
Fleetguard filter elements:
DCA (canister)
Non-chromate
Yes
Yes
Yes
No
DCA (Spin-on)
Non-chromate
Yes
Yes
Yes
No
AC filter elements:
DCA (canister)
Non-chromate
Yes
Yes
Yes
No
DCA (Spin-on)
Non-chromate
Yes
Yes
Yes
No
Luber-Finer filter elements:
LW-4739 (canister)
Non-chromate
Yes
Yes
Yes
No
LFW-4744 (spin-on)
Non-chromate
Yes
Yes
Yes
No
Nalcool 2000 (liquid)
Non-chromate
Yes
Yes
Yes
No
Perry LP-20 (liquid)
Non-chromate
Yes
Yes
Yes
No
Lubercool (liquid)
Non-chromate
Yes
Yes
Yes
No
Dowtherm cooling sys-
tem conditioner
Non-chromate
Yes
Yes
Yes
Yes
*Dowtherm 209, or equivalent.
@Perry "Year Around" formula.
# Perry "Universal" formula.
Fig. 3 - Coolant Inhibitor Chart
Bulk Inhibitor Additives
Commercially packaged inhibitor systems are availa-
ble which can be added directly to the engine coolant
or to bulk storage tanks containing coolant solution.
Both chromate and non-chromate systems are
available and care should be taken regarding inhibitor
compatibility with other coolant constituents.
use in Detroit Diesel engines. These systems can be used
with either water or permanent antifreeze solutions
and provide corrosion protection, pH control and
water softening. Some non-chromate inhibitor systems
offer the additional advantage of a simple on-site test
to determine protection level and, since they are added
directly to the coolant, require no additional hardware
or plumbing.
Non-chromate inhibitor systems are recommended for All inhibitors become depleted through normal
Page 72
DETROIT DIESEL
Fuel, Oil and Coolant Specifications
operation and additional inhibitor must be added to
the coolant at prescribed intervals to maintain original
strength levels. Always follow the supplier's recom-
mendations on inhibitor usage and handling.
NOTE: Methoxy propanol base permanent
antifreeze (such as Dowtherm 209, or equiva-
lent) must be re-inhibited only with compatible
corrosion inhibitor systems.
ANTIFREEZE
When freeze protection is required, a permanent
antifreeze must be used. An inhibitor system is
included in this type of antifreeze and no additional
inhibitors are required on initial fill if a minimum
antifreeze concentration of 30% by volume is used.
Solutions of less than 30% concentration do not
provide sufficient corrosion protection. Concentrations
over 67% adversely affect freeze protection and heat
transfer rates.
Ethylene glycol base antifreeze is recommended for
use in Detroit Diesel engines. Methyl alcohol
antifreeze is not recommended because of its effect on
the non-metallic components of the cooling system and
because of its low boiling point. Methoxy propanol
base antifreeze may be used for freeze protection in
Detroit Diesel Series 53 engines. Before installing
methoxy propanol base antifreeze in a unit, the entire
cooling system should be drained, flushed with clean
water and examined for rust, scale, contaminants, etc.
If deposits are present, the cooling system must be
chemically cleaned with a commercial grade heavy-
. duty de-sealer.
The inhibitors in permanent antifreeze should be
replenished at approximately 500 hour or 20,000 mile
intervals with a non-chromate inhibitor sytem.
Commercially available inhibitor systems may be used
to re-inhibit antifreeze solutions.
Sealer Additives
Several brands of permanent antifreeze are available
with sealer additives. The specific type of sealer varies
with the manufacturer. Antifreeze with sealer
additives is not recommended for use in Detroit Diesel
engines due to possible plugging throughout various
areas of the cooling system.
GENERAL RECOMMENDATIONS
320
300
280
260
240
220
200
T
E 180
M
E 160
R
A MO
T
U 120
R
e 100
(°F)
80
60
40
20
0
20
40
160
149
138
127
116
104
93
82 M
- E
60 A
T
49 U
R
39 E
(°a
27
16
4
-7
-18
-29
40
51
62
-68
73
0
\\731A
t
i
f
4
t
>
/
,-*
-•>
--H
• — 1
• «• •
M
MMMH
-
- FREEZING POINTS
i
•
-BOI
LING
POIK
ITS
"•"x
*^
RECOMMENDED
i CONCENTRATION
^^V
N
RANGE 30-67%
^N
^
/
^
/
/
-60
-80
Qfl
\
4
/
^
t
^
/
[/
\ •
If
100
(
/
) 10 20 30 40 50 60 70 80 90 10
•iNTIFREEZE CONCENTRATION (% BY VOLUME)
Fig. 4 - Coolant Freezing and Boiling
Temperatures vs. Antifreeze Concentration (Sea
Level)
essential that these systems be kept clean and leak-
free, that filler caps and pressure relief mechanisms be
correctly installed at all times and that coolant levels
be properly maintained.
WARNING: Use extreme care when removing a
radiator pressure control cap from an engine.
The sudden release of pressure from a heated
cooling system can result in a loss of coolant
and possible personal injury (scalding) from the
hot liquid.
All Detroit Diesel engines incorporate pressurized
cooling systems which normally operate' at tempera-
tures higher than non-pressurized systems. It is 1 . Always use a properly inhibited coolant.
Page 73
Fuel, Oil and Coolant Specifications
DETROIT DIESEL
2. Do not use soluble oil.
3. Maintain the prescribed inhibitor strength.
4. Always follow the manufacturer's recommendations
on inhibitor usage and handling.
5. If freeze protection is required, always use a
permanent antifreeze.
6. Re-inhibit antifreeze with a recommended non-
chromate inhibitor system.
7. Do not use a chromate inhibitor with permanent
antifreeze.
8. DO NOT mix ethylene glycol base antifreeze with
methoxy propanol base antifreeze in the cooling
system.
9. Do not use an antifreeze containing sealer additives.
10. Do not use methyl alcohol base antifreeze.
11. Use extreme care when removing the radiator
pressure control cap.
A ; J
i^^Rx ™|!P^B
'Page 74
DETROIT DIESEL
I
ENGINi TUNE-UP PROCEDURES
There is no scheduled interval for performing an
engine tune-up. As long as the engine performance is
satisfactory, no tune-up should be needed. Minor
adjustments in the valve and injector operating
mechanisms, governor, etc. should only be required
periodically to compensate for normal wear on parts.
Three types of governors are used. Since each
governor has different characteristics, the tune-up
procedure varies accordingly. The three types are:
1. Limiting speed mechanical.
2. Variable speed mechanical.
3. Hydraulic.
The mechanical engine governors are identified by a
name plate attached to the governor housing. The
letters D.W.-L.S. stamped on the name plate denote a
double-weight limiting speed governor. A single-
weight variable speed governor name plate is stamped
S.W.-V.S.
Normally, when performing a tune-up on an engine in
service, it is only necessary to check the various
adjustments for a possible change in the settings.
However, if the cylinder head, governor or injectors
have been replaced or overhauled, then certain
preliminary adjustments are required before the
engine is started.
The preliminary adjustments consist of the first four
items in the tune-up sequence. The procedures are the
same except that the valve clearance is greater for a
cold engine.
To tune-up an engine completely, all of the
adjustments are made by following the applicable
tune-up sequence given below after the engine has
reached the normal operating temperature. Since the
adjustments are normally made while the engine is
stopped, it may be necessary to run the engine
between adjustments to maintain normal operating
temperature.
Tune-Up Sequence for Mechanical Governor
CAUTION: Before starting an engine after an
engine speed control adjustment or after
removal of the engine governor cover, the
serviceman must determine that the injector
racks move to the no-fuel position when the
governor stop lever is placed in the stop
position. Engine overspeed will result if the
injector racks cannot be positioned at no fuel ';
with the governor stop lever.
1. Adjust the exhaust valve clearance.
2. Time the fuel injectors.
3. Adjust the governor gap.
4. Position the injector rack control levers.
5. Adjust the maximum no-load speed.
6. Adjust the idle speed.
7. Adjust the buffer screw.
8. Adjust the throttle booster spring (variable spd
governor only).
9. Adjust the supplementary governing device f
used).
Tune-Up Sequence for Hydraulic Governor
1. Adjust the exhaust valve clearance.
2. Time the fuel injectors.
3. Adjust the fuel rod.
4. Position the injector rack control levers.
5. Adjust the load limit screw.
6. Adjust the speed droop.
7. Adjust the maximum no-load speed.
NOTE: Use new valve rocker cover gasket(s)
after each tune-up.
PageS
Engine Tune-Up
DETROIT DIESEL
EXHAUST VALVE CLEARANCE ADJUSTMENT
The correct exhaust valve clearance at normal engine
Derating temperature is important for smooth,
:fficient operation of the engine.
nsufficient valve clearance can result in loss of
;ompression, misfiring cylinders, and eventually
>urned valve seats and valve seat inserts. Excessive
'alve clearance will result in noisy operation,
jspecially in the low speed range.
Whenever the cylinder head is overhauled, the exhaust
Valves reconditioned or replaced, or the valve
operating mechanism is replaced or disturbed in any
way, the valve clearance must first be adjusted to the
cold setting to allow for normal expansion of the
engine parts during the engine warm-up period. This
will ensure a valve setting which is close enough to the
specified clearance to prevent damage to the valves
when the engine is started.
All of the exhaust valves may be adjusted, in firing
order sequence, during one full revolution of the
crankshaft. Refer to the General Specifications at the
front of the manual for the engine firing order.
TWO VALVE CYLINDER HEADS
Fig. 1 - Adjusting Valve Clearance (Two-Valve
Cylinder Head)
Cold Engine
. Place the speed control lever in the idle speed
position. If a stop lever is provided, secure it in the no-
ruel position.
2. Remove the loose dirt from the valve rocker cover(s)
and remove the cover(s).
3. Rotate the crankshaft, manually or with the starting
motor, until the injector follower is fully depressed on
he cylinder to be adjusted.
CAUTION: If a wrench is used on the crankshaft
bolt, do not turn the engine in a left-hand
direction of rotation as the bolt will be
loosened.
4. Loosen the exhaust valve rocker arm push rod lock
nut.
5. Place a .012" feeler gage, J 9708, between the valve
stem and the rocker arm (Fig. 1). Adjust the push rod
to obtain a smooth pull on the feeler gage.
6. Remove the feeler gage. Hold the push rod with a
5/16 "wrench and tighten the lock nut with a
1/2 "wrench.
7. Recheck the clearance. At this time, if the
adjustment is correct, the .010 "gage will pass freely
between the end of the valve stem and the rocker arm
and the .012" gage will not pass through.
8. Check and adjust the remaining valves in the same
manner as outlined above.
Hot Engine
Maintaining normal engine operating temperature is
particularly important when making the final valve
clearance adjustment. If the engine is allowed to cool
off before setting any of the valves, the clearance,
when running at full load, may become insufficient.
1. With the engine at normal operating temperature
(160-185 °F or 71-85 °C), recheck the exhaust valve
clearance with feeler gage J 9708. At this time, if the
valve clearance is correct, the .00 8 "gage will pass
freely between the end of the valve stem and the
rocker arm and the .010 "gage will not pass through.
Readjust the push rod, if necessary.
2. After the exhaust valve clearance has been adjusted,
check the fuel injector timing.
DETROIT DIESEL
Engine Tune-Up
FOUR VALVE CYLINDER HEADS
Fig. 2 - Adjusting Valve Clearance (Four-Valve
Cylinder Head)
Cold Engine
1. Place the speed control lever in the idle speed
position. If a stop lever is provided, secure it in the no-
fuel position.
2. Remove the loose dirt from the valve rocker cover(s)
and remove the cover(s).
3. Rotate the crankshaft until the injector follower is
fully depressed on the cylinder to be adjusted.
CAUTION: If a wrench is used on the crankshaft
bolt, do not turn the engine in a left-hand
direction of rotation as the bolt will be
loosened.
4. Loosen the exhaust valve rocker arm push rod lock
nut.
5. Place a .027 "feeler gage, J 9708, between the end
of one valve stem and the rocker arm bridge (Fig. 2).
Adjust the push rod to obtain a smooth pull on the
feeler gage.
6. Remove the feeler gage. Hold the push rod with a
5/16 "wrench and tighten the lock nut with a
1/2 "wrench.
7. Recheck the clearance. At this time, if the
adjustment is correct, the .025 " gage will pass freely
between the end of one valve stem and the rocker arm
bridge and the .027 " gage will not pass through.
Readjust the push rod if necessary.
8. Check and adjust the remaining exhaust valves, in
the same manner as above.
Hot Engine
Maintaining normal engine operating temperature is
particularly important when making the final valve
clearance adjustment. If the engine is allowed to cool
off before setting any of the valves, the clearance,
when running at full load, may become insufficient.
1. With the engine at normal operating temperature
(160-185°F or 71-85°C), recheck the exhaust valve
clearance with gage J 9708. At this time, if the valve
clearance is correct, the .023 " gage should pass freely
between the end of one valve stem and the rocker arm
bridge and the .025 " feeler gage should not. Readjust
the push rod, if necessary.
2. After the exhaust valve clearance has been adjusted,
check the fuel injector timing.
I
Page 77
Engine Tune-Up
DETROIT DIESEL
TIMING FUEL INJECTOR
Injector
Timing
Dimension
Tool
Number
*35
.508
J 8909
35
.484
J 1242
40
.484
J 1242
45
.484
J 1242
S40
.460
J 1853
S45
.460
J 1853
S50
.460
J 1853
L40
.460
J 1853
N40
.460
J 1853
N45
1.460
J 1853
N50
1.460
J 1853
*R«eferCor
To time a fuel injector properly, the injector follower
must be adjusted to a definite height in relation to the
injector body.
All of the injectors can be timed, in firing order
sequence, during one full revolution of the crankshaft.
Time Fuel Injector
After the exhaust valve clearance has been adjusted,
time the fuel injector as follows:
1. Place the speed control lever in the idle speed
position. If a stop lever is provided, secure it in the no-
fuel position.
2. Rotate the crankshaft, manually or with the starting
motor, until the exhaust valves are fully depressed on
the particular cylinder to be timed.
CAUTION: If a wrench is used on the crankshaft
bolt at the front of the engine, do not turn the
crankshaft in a left-hand direction of rotation
or the bolt will be loosened.
Fig. 3 - Timing Fuel Injector
3. Place the small end of the injector timing gage (see
table for correct timing gage) in the hole provided in ^^
the top of the injector body, with the flat of the gage
toward the injector follower as shown in Fig. 3. W ' '
4. Loosen the push rod lock nut.
5. Turn the push rod and adjust the injector rocker
arm until the extended part of the gage will just pass
over the top of the injector follower.
6. Hold the push rod and tighten the lock nut. Check
the adjustment and readjust, if necessary.
7. Time the remaining injectors as outlined above.
8. If no further engine tune-up is required, use a new
gasket(s) and install the valve rocker cover(s).
Page 78
DETROIT DIESEL
Engine Tune-Up
LIMITING MECHANICAL GOVERNOR AND INJECTOR RACK
CONTROL ADJUSTMENT
IN-LINE ENGINES
The double-weight limiting speed governor is mounted
on the rear end plate of the engine and is driven by a
gear that extends through the end plate and meshes
with either the camshaft gear or the balance shaft
gear, depending upon the engine model.
After adjusting the exhaust valves and timing the fuel
injectors, adjust the governor and position the injector
rack control levers.
NOTE: Before proceeding with the governor and
injector rack adjustments, disconnect any
supplementary governing device. After the
adjustments are completed, re-connect and
adjust the supplementary governing device.
Adjust Governor Gap
With the engine stopped and at operating tempera-
ture, adjust the governor gap as follows:
1 . Remove the high-speed spring retainer cover.
2. Back out the buffer screw (Fig. 8) until it extends
approximately 5/8" from the lock nut.
INJECTOR CONTROL
TUBE LEVER
3. Start the engine and adjust the idle speed screw
(Fig. 7) to obtain the desired engine idle speed. Hold
the screw and tighten the lock nut to hold the
adjustment.
NOTE: The recommended idle speed for non-
EPA certified engines is 500-600 rpm, but may
vary with special engine applications.
4. Stop the engine, clean and remove the governor
cover and the valve rocker cover. Discard the gaskets.
5. Start and run the engine, between 800 and 1000 rpm
by manual operation of the injector control tube lever.
CAUTION: Do not overspeed the engine.
6. Check the gap between the low-speed spring cap
and the high-speed spring plunger with a .0015" feeler
gage. If the gap setting is incorrect, reset the gap
adjusting screw (Fig. 1). If the setting is correct, the
.0015" movement can be seen by placing a few drops
of oil into the governor gap and pressing a screw
driver against the gap adjusting screw. Movement of
Fig. 1 - Adjusting Governor Gap
Fig. 2 • Positioning the Rear Injector Rack
Control Lever
Page 79
gine Tune-Up
DETROIT DIESEL
cap toward the plunger will force the oil from the
> in the form of a small bead.
Hold the gap adjusting screw and tighten the lock
lecheck the gap and readjust if necessary.
stop the engine and, using a new gasket, install the
'ernor cover. The governor cover should be placed
the housing with the pin of the speed control lever
ijecting into the slot of the differential lever.
Install the screws and lock washers finger tight. Pull
cover away from the engine and tighten the
zws. This step will properly locate the cover on the
'ernor housing.
sition Injector Rack Control Levers
e position of the injector racks must be correctly set
relation to the governor. Their position determines
amount of fuel injected into each cylinder and
;ures equal distribution of the load. Properly
iitioned injector rack control levers with the engine
full-load will result in the following:
5peed control lever at the full-fuel position,
jrovernor low-speed gap closed.
High-speed spring plunger on the seat in the
'ernor control housing.
injector racks in the full-fuel position.
just the rear injector rack control lever first to
11609
Fig. 3 - Checking Rotating Movement of
Injector Control Rack
ge 80
establish a guide for adjusting the remaining injector
rack control levers.
1 . Disconnect any linkage attached to the speed control
lever.
2. Turn the idle speed adjusting screw until 1/2 "of
the threads (12-14 threads) project from the lock nut,
when the nut is against the high-speed plunger.
CAUTION: A false fuel rack setting may result
if the idle speed adjusting screw is not backed
out as noted above.
NOTE: This adjustment lowers the tension of
the low-speed spring so it can be easily
compressed. This permits closing the low speed
gap without bending the fuel rods or causing
the yield mechanism springs to yield or stretch.
3. Back out the buffer screw approximately 5/8" , if it
has not already been done.
4. Loosen all of the inner and outer injector rack
control lever adjusting screws (Fig. 2). Be sure all of
the levers are free on the injector control tube.
5. Move the speed control lever to the maximum speed
position. Turn the inner adjusting screw down on the
rear injector rack control lever until a step-up in effort
is noted. This will place the rear injector rack in the
full-fuel position. Turn down the outer adjusting screw
until it bottoms lightly on the injector control tube.
Then alternately tighten both the inner and outer
adjusting screws. This should result in placing the
governor linkage and control tube assembly in the
SCREWDRIVER
11610
INJECTOR
CONTROL
RACK
Fig. 4 - Checking Injector Rack "Spring"
UCIKVJII LMCOCL
engine lune-Up
same positions that they will attain while the engine is
running at full-load.
6. To be sure of the proper rack adjustment, hold the
speed control lever in the full-fuel position and press
down on the injector rack with a screw driver or finger
tip and note "rotating" movement of the injector
control rack (Fig. 3) when the speed control lever is in
the maximum speed position. Hold the speed control
lever in the maximum speed position and, using a
screw driver, press downward on the injector control
rack. The rack should tilt downward (Fig. 4) and when
the pressure of the screw driver is released, the control
rack should "spring" back upward.
If the rack does not return to its original position, it is
too loose. To correct this condition, back off the outer
adjusting screw slightly and tighten the inner adjusting
screw slightly.
The setting is too tight if, when moving the speed
control lever from the no-speed to the maximum speed
position, the injector rack becomes tight before the
speed control lever reaches the end of its travel (as
determined by the stop under the governor cover).
This will result in a step-up in effort required to move
the speed control lever to the end of its travel. To
correct this condition, back off the inner adjusting
screw slightly and tighten the outer adjusting screw
slightly.
NOTE: Overtightening of the injector rack
control lever adjusting screws during installa-
tion or adjustment can result in damage to the
injector control tube. The recommended torque
of the adjusting screws is 24-36 in-lbs (3-4 Nm).
IMPORTANT: The above step should result in
placing the governor linkage and control tube
assembly in the same position that they will
attain while the engine is running at full load.
7. To adjust the remaining injector rack control levers,
remove the clevis pin from the fuel rod and the
injector control tube lever, hold the injector control
racks in the full-fuel position by means of the lever on
the end of the control tube. Turn down the inner
adjusting screw on the injector rack control lever of
the adjacent injector until the injector rack has moved
into the full-fuel position and the inner adjusting
screw is bottomed on the injector control tube. Turn
the outer adjusting screw down until it bottoms lightly
on the injector control tube. Then alternately tighten
both the inner and outer adjusting screws.
8. Recheck the rear injector rack to be sure that it has
remained snug on the ball end of the injector rack
control lever while adjusting the adjacent injector. If
the rack of the rear injector has become loose, back off
the inner adjusting screw slightly on the adjacent
injector rack control lever. Tighten the outer adjusting
screw. When the settings are correct, the racks of both
injectors must be snug on the ball end of their
respective rack control levers.
GAP A-PJUSTING HIGH SPEED IDLE SPEED
SCREW SPRING RETAINER ADJUSTING SCREW
IDLE SPEED
ADJUSTING SCREW
TYPE B
11746
Fig. 5 - Adjusting Maximum No-Load Engine
Speed (Type A)
Fig. 6 - Governor Spring Assemblies
Engine Tune-Up
DETROIT DIESEL
9. Position the remaining injector rack control levers
as outlined in Steps 6 and 7.
10. Connect the fuel rod to the injector control tube
lever.
11. Turn the idle speed adjusting screw in until it
projects 3/16 " from the lock nut to permit starting the
engine. Tighten the lock nut.
12. Use a new gasket and replace the valve rocker
. cover.
Adjust Maximum No-Load Engine Speed
All governors are properly adjusted before leaving the
factory. However, if the governor has been recondi-
tioned or replaced, and to ensure the engine speed will
not exceed the recommended no-load speed as given
on the engine option plate, set the maximum no-load
speed as follows:
TYPE A GOVERNOR SPRINGS (Fig. 6):
1. Loosen the lock nut (Fig. 5) and back off the high-
speed spring retainer approximately five turns.
2. With the engine at operating temperature and no-
load on the engine, place the speed control lever in the
full-fuel position. Turn the high-speed spring retainer
IN until the engine is operating at the recommended
no-load Speed.
The best method of determining the engine speed is
with an accurate tachometer.
3. Hold the high-speed spring retainer and tighten the
lock nut.
TYPE B GOVERNOR SPRINGS (Fig. 6):
1. Start the engine and after it reaches normal
operating temperature, remove the load from the
engine.
2. Place the speed control lever in the maximum speed
position and note the engine speed.
3. Stop the engine and, if necessary, adjust the no-load
speed as follows:
a. Remove the high-speed spring retainer, high-
speed spring and plunger.
CAUTION: To prevent the low-speed spring and
cap from dropping into the governor, be careful
not to jar the assembly while it is being
removed.
;' Page 82
b. Remove the high-speed spring from the high-
speed spring plunger and add or remove shims
(Fig. 6) as required to establish the desired
engine no-load speed.
NOTE: For each .010 "shim added, the engine
speed will be increased approximately 10 rpm.
c. Install the high-speed spring on the plunger and
install the spring assembly in the governor
housing. Install the spring retainer in the
governor housing and tighten it securely.
d. Start the engine and recheck the engine no-load
speed. Repeat the procedure as necessary to
establish the no-load speed.
Adjust Idle Speed
With the maximum no-load speed properly adjusted,
adjust the idle speed as follows:
1. With the engine running at normal operating
temperature and with the buffer screw backed out to
avoid contact with the differential lever, turn the idle
speed adjusting screw (Fig. 7) until the engine is
operating at approximately 15 rpm below the
recommended idle speed.
NOTE: The recommended idle speed for non-
EPA certified engines is 500-600 rpm, but may
vary with special engine applications.
2. Hold the idle speed adjusting screw and tighten the
lock nut.
Fig. 7 • Adjusting Engine Idle Speed
i
DETROIT DIESEL
Engine Tune-Up
Fig. 8 - Adjusting Buffer Screw
3. Install the high-speed spring cover and tighten the
two bolts.
Adjust Buffer Screw
With the idle speed properly set, adjust the buffer
screw as follows:
1. With the engine running at normal operating
temperature, turn the buffer screw in (Fig, 8) so it
contacts the differential lever as lightly as possible and
still eliminates engine roll.
NOTE: Do not increase the engine idle speed
more than 15 rpm with the buffer screw.
2. Recheck the maximum no-load speed. If it has
increased more than 25 rpm, back off the buffer screw
until the increase is less than 25 rpm.
3. Hold the buffer screw and tighten the lock nut.
I
Page S3
engine lune-up
UClK\J\l UICOCL
LIMITING SPEED MECHANICAL GOVERNOR AND INJECTOR RACK
CONTROL ADJUSTMENT
6V-53 ENGINE
The limiting speed mechanical governor is mounted at
the rear of the engine, between the flywheel housing
and the blower (Fig. 1). The governor is driven by the
right blower rotor drive gear. The left blower rotor
drive gear is driven by a shaft, that passes through the
governor housing, from the engine gear train. There
are two types of limiting speed governor assemblies.
The difference in the two governors is in the spring
mechanism (Fig. 7). One has a long spring mecha-
nism, the other has a short spring mechanism.
After adjusting the exhaust valves and timing the fuel
injectors, adjust the governor and position the injector
rack control levers.
NOTE: Before proceeding with the governor and
injector rack adjustments, disconnect any
supplementary governing device. After the
adjustments are completed, re-connect and
adjust the supplementary governing device.
Adjust Governor Gap
With the engine stopped and at operating tempera-
ture, adjust the governor gap as follows:
1 . Remove the high-speed spring retainer cover.
Fig. 1 - Limiting Speed Governor Mounting
Page 84
2. Back out the buffer screw (Fig. 9) until it extends
approximately 5/8 " from the lock nut.
CAUTION: Do not back the buffer screw out
beyond the limits given, or the control link
lever may disengage the differential lever.
3. Start the engine and loosen the idle speed adjusting
screw lock nut. Then adjust the idle screw (Fig. 8) to
obtain the desired engine idle speed. Hold the screw
and tighten the lock nut to hold the adjustment.
NOTE: The recommended idle speed for non-
EPA certified engines is 500-600 rpm, but may
vary with special engine applications.
4. Stop the engine, clean and remove the governor
cover and the valve rocker covers. Discard the gaskets.
5. Start and run the engine, between 800 and 1000
rpm, by manual operation of the differential lever.
CAUTION: Do not overspeed the engine.
6. Check the gap between the low-speed spring cap,
and the high-speed spring plunger with a .0015 " feeler
gage. If the gap setting is incorrect, reset the gap
f. Q •
.-S~. I ••• \
GOVERNOR/ FEELER GAP ADJUSTING
BOSS GAGE SCREW
Fig. 2 - Adjusting Governor Gap
DETROIT DIESEL
Engine Tune-Up
I
adjusting screw (Fig. 2). If the setting is correct, the
.0015 " movement can be seen by placing a few drops
of oil into the governor gap and pressing a screw
driver against the gap adjusting screw. Movement of
the cap toward the plunger will force the oil from the
gap in the form of a small bead.
7. Hold the gap adjusting screw and tighten the lock
nut.
8. Recheck the gap and readjust if necessary.
9. Stop the engine and, using a new gasket, install the
governor cover.
Position Injector Rack Control Levers
The position of the injector racks must be correctly set
in relation to the governor. Their position determines
the amount of fuel injected into each cylinder and
ensures equal distribution of the load.
Properly positioned injector rack control levers with
the engine at full-load will result in the following:
1. Speed control lever at the maximum speed position.
2. Governor low -speed gap closed.
3. High-speed spring plunger on the seat in the
governor control housing.
4. Injector fuel control racks in the full-fuel position.
OUTEK ADJUSTING?;.
SCREW
»'
The letters R or L indicate the injector location in the
right or left cylinder bank, viewed from the rear of the
engine. Cylinders are numbered starting at the front
of the engine on each cylinder bank. Adjust the
No. 3L injector rack control- lever first to establish a
guide for adjusting the remaining injector rack control
levers.
1 . Disconnect any linkage attached to the speed control
lever.
2. Turn the idle speed adjusting screw until 1/2 "of
the threads (12-14 threads) project from the lock nut
when the nut is against the high-speed plunger.
CAUTION: A false fuel rack setting may result
if the idle speed adjusting screw is not backed
out as noted above.
NOTE: This adjustment lowers the tension of
the low-speed spring so it can be easily
compressed. This permits closing the low speed
gap without bending the fuel rods or causing
the yield mechanistn springs to yield or stretch.
3. Back out the buffer screw approximately 5/8" , if it
has not already been done.
4. Remove the clevis pin from the fuel rod and the
right cylinder bank injector control tube lever.
5. Loosen all of the inner and outer injector rack
control lever adjusting screws on both injector control
tubes. Be sure all of the injector rack control levers are
free on the injector control tubes.
6. Move the speed control lever to the maximum speed
position; hold it in that position with light finger
pressure. Turn the inner adjusting screw on the
11609
Fig. 3 - Positioning No. 3L Injector Rack
Control Lever
Fig. 4 • Checking Rotating Movement of
Injector Control Rack
Page 85
Engine Tune-Up
DETROIT DIESEL
•lo. 3L injector rack control lever down as shown in
rig. 3 until a slight movement of the control tube
;ver is observed or a step-up in effort to turn the
crew driver is noted. This will place the No. 3L
njector in the full-fuel position. Turn down the outer
djusting screw until it bottoms lightly on the injector
ontrol tube. Then alternately tighten both the inner
nd outer adjusting screws.
NOTE: Overtightening of the injector rack
control lever adjusting screws during installa-
tion or adjustment can result in damage to the
injector control tube. The recommended torque
of the adjusting screws is 24-36 in-Ibs (3-4 Nm).
IMPORTANT: The above step should result in
placing the governor linkage and control tube
assembly in the same position that they will
attain while the engine is running at full-load.
. To be sure of the proper rack adjustment, hold the
peed control lever in the maximum speed position
nd press down on the injector rack with a screw
river or finger tip and note "rotating" movement of
ic injector control rack (Fig. 4) when the speed
ontrol lever is in the maximum speed position. Hold
le speed control lever in the maximum speed position
nd, using a screw driver, press downward on the
ijector control rack. The rack should tilt downward
Fig. 5) and when the pressure of the screw driver is
jleased, the control rack should "spring" back
pward.
* the rack does not return to its original position, it is
>o loose. To correct this condition, back off the outer
SCREWDRIVER
11610
INJECTOR
CONTROL
RACK
Fig. 5 - Checking Injector Control Rack
"Spring1
adjusting screw slightly and tighten the inner adjusting
screw slightly.
The setting is too tight if, when moving the speed
control lever from the no-speed to the maximum speed
position, the injector rack becomes tight before the
speed control lever reaches the end of its travel (as
determined by the stop under the governor cover).
This will result in a step-up in effort required to move
the speed control lever to the end of its travel. To
correct this condition, back off the inner adjusting
screw slightly and tighten the outer adjusting screw
slightly.
8. Remove the clevis pin from the fuel rod and the left
bank injector control tube lever.
9. Insert the clevis pin in the fuel rod and the right
cylinder bank injector control tube lever and position
the No. 3R injector rack control lever as previously
outlined in Step 6 for the No. 3L injector rack control
lever.
10. Insert the clevis pin in the fuel rod and the left
cylinder bank injector control tube lever. Repeat the
check on the 3L and 3R injector rack control levers as
outlined in Step 7. Check for and eliminate any
deflection which may occur at the bend in the fuel rod
where it enters the cylinder head.
11. To adjust the remaining injector rack control
levers, remove the clevis pin from the fuel rods and
the injector control tube levers, hold the injector
control racks in the full-fuel position by means of the
lever on the end of the control tube, and proceed as
follows:
a. Turn down the inner adjusting screw of the
injector rack control lever until the screw bottoms
(injector control rack in the full-fuel position).
b. Turn down the outer adjusting screw of the
injector rack control lever until it bottoms on the
injector control tube.
c. While still holding the control tube lever in the
full-fuel position, adjust the inner and outer
adjusting screws to obtain the same condition as
outlined in Step 7. Tighten the screws.
CAUTION: Once the No. 3L and No. 3R
injector rack control levers are adjusted, do not
try to alter their settings. All adjustments are
made on the remaining control racks.
NOTE: Overtightening of the injector rack
control tube lever adjusting screws during
installation or adjustment can result in damage
to the injector control tube. The recommended
age 86
r
DETROIT DIESEL
Engine Tune-Up
, r
13. Insert the clevis pin in the fuel rod
control tube levers,
-
*h • •
the mJector
new gaskets and replace the valve rocker
Adjust Maximum No-Load Engine Speed
3- Hold the spring retainer and tighten the lock
TYPE B GOVERNOR SPRINGS (Fig. 7):
nut.
BUFFER LOCK
SCREW NUT
TYPE A GOVERNOR SPRINGS (Fig. 7).
HIGH SPEED
SPRING RETAINER
Fig. 6 - Adjusting Maximum No-Load Engine
Speed
Fig. 7 - Governor Spring Assemblies
Page 87
Engine Tune-Up
DETROIT DIESEL
3. Stop the engine and, if necessary, adjust the no-load
speed as follows:
a. Remove the high-speed spring retainer with tool
J 5895 and withdraw the high-speed spring and
plunger assembly.
CAUTION: To prevent the low-speed spring and
cap from dropping into the governor, be careful
not to jar the assembly while it is being
removed.
b. Remove the high-speed spring from the high-
speed spring plunger and add or remove shims as
required to establish the desired engine no-load
speed.
NOTE: For each .010 "in shims added, the
engine speed will be increased approximately
10 rpm.
c. Install the high-speed spring on the plunger and
install the spring assembly in the governor
housing. Install the spring retainer in the
governor housing and tighten it securely. The
maximum no-load speed varies with the full-load
operating speed desired.
d. Start the engine and recheck the no-load speed.
Repeat the procedure as necessary to establish the
no-load speed required.
Adjust Idle Speed
With the maximum no-load speed properly adjusted,
adjust the idle speed as follows:
1. With the engine running at normal operating
temperature and with the buffer screw backed out to
IDLE SPEED
ADJUSTING
SCREW
ADJUSTING
SCREW LOCK NUT
avoid contact with the differential lever, turn the idle
speed adjusting screw (Fig. 8) until the engine is
operating at approximately 15 rpm below the
recommended idle speed.
NOTE: The recommended idle speed for non-
EPA certified engines is 500-600 rpm, but may
vary with special engine applications.
If the engine has a tendency to stall during
deceleration, install a new buffer screw. The current
buffer screw uses a heavier spring and restricts the
travel of the differential lever to the off (no-fuel)
position.
2. Hold the idle screw and tighten the lock nut.
3. Install the high-speed spring retainer cover and
tighten the two bolts.
Adjust Buffer Screw
With the idle speed properly set, adjust the buffer
screw as follows:
1. With the engine running at normal operating
temperature, turn the buffer screw in (Fig. 9) so it
contacts the differential lever as lightly as possible and
still eliminates engine roll.
NOTE: Do not increase the engine idle speed
more than 15 rpm with the buffer screw.
2. Recheck the maximum no-load speed. If it has
increased more than 25 rpm, back off the buffer screw
until the increase is less than 25 rpm.
3. Hold the buffer screw and tighten the lock nut.
Fig. 8 - Adjusting Engine Idle Speed
Fig. 9 • Adjusting Buffer Screw
88
UtIKUII UICOCL
engine iune-up
VARIABLE SPEED MECHANICAL GOVERNOR (OPEN LINKAGE) AND
INJECTOR RACK CONTROL ADJUSTMENT
IN-LINE ENGINES
After adjusting the exhaust valves and timing the fuel
injectors, adjust the governor (Fig. 1) and the injector
rack control levers.
Preliminary Governor Adjustments
1. Clean the governor linkage and lubricate the ball
joints and bearing surfaces with clean engine oil.
2. Back out the buffer screw until it projects
9/16" from the boss on the control housing.
3. Back out the booster spring eye bolt until it is flush
with the outer lock nut.
Adjust Variable Speed Spring Tension
1. Adjust the variable speed spring eye bolt until
1/8 "of the threads project from the outer lock nut
(Fig. 2).
2. Tighten both lock nuts to retain the adjustment.
NOTE: This setting of the eye bolt will produce
approximately 7% droop in engine speed from
no-load to full-load.
Position Injector Rack Control Levers
The position of the injector control racks must be
correctly set in relation to the governor. Their position
Fig. 1 - Variable Speed Open Linkage Governor
Mounted on Engine
Fig. 2 - Adjusting Governor Spring Eye Bolt
Page 89
Engine Tune-Up
DETROIT DIESEL
determines the amount of fuel injected into each
cylinder and ensures equal distribution of the load.
Adjust the rear injector rack control lever first to
establish a guide for adjusting the remaining levers.
1. Clean and remove the valve rocker cover. Discard
the gasket.
2. Disconnect the fuel rod at the stop lever.
3. Loosen all of the inner and outer injector rack
control lever adjusting screws. Be sure all of the
injector rack control levers are free on the injector
control tube.
4. Move the speed control lever to the maximum speed
position.
5. Adjust the rear cylinder injector rack control lever
adjusting screws (Fig. 3) until both screws are equal in
height and tight on the injector control tube.
6. Move the rear injector control rack into the full-fuel
position and note the clearance between the fuel rod
and the cylinder head bolt. The clearance should be
1/32 "or more. If necessary, readjust the injector rack
adjusting screws until a clearance of at least 1 /32 " to
1/16 " exists. Tighten the adjustment screws.
INNER
ADJUSTING
SCREW
ar
Fig. 3 • Adjusting Injector Rack Control Lever
Adjusting Screws
7. Loosen the nut which locks the ball joint on the fuel
rod. Hold the fuel rod in the full-fuel position and
adjust the ball joint until it is aligned and will slide on
the ball stud on the stop lever (Fig. 4). Position the
shutdown cable clip and tighten the fuel rod lock nut
to retain the adjustment.
8. Check the adjustment by pushing the fuel rod
toward the engine and make sure the injector control
rack is in the full-fuel position. If necessary, readjust
the fuel rod.
9. Manually hold the rear injector rack in the full-fuel
position, with the lever on the injector control tube,
and turn the inner adjusting screw 'of the adjacent
injector rack control lever down until the injector rack
moves into the full-fuel position. Turn the outer
adjusting screw down until it bottoms lightly on the
injector control tube. Then alternately tighten both the
inner and outer adjusting screws.
NOTE.- Overtightening of the injector rack
control lever adjusting screws during installa-
tion or adjustment can result in damage to the
injector control tube. The recommended torque
of the adjusting screws is 24-36 in-Ibs (3-4 Nm).
10. Recheck the rear injector rack to be sure that it has
remained snug on the ball end of the rack control
lever while adjusting the adjacent injector rack. If the
rack of the rear injector has become loose, back off the
inner adjusting screw slightly on the adjacent injector
rack control lever and tighten the outer adjusting
screw. When the settings are correct, the racks of both
injectors must be snug on the ball end of their
respective control levers.
r
Fig. 4 - Adjusting Fuel Rod Length
Page 90
11. Position the remaining injector rack control levers
as outlined in Steps 9 and 10.
Adjust Maximum No-Load Speed
1. With the engine running, move the speed control
lever to the maximum speed position. Use an accurate
tachometer to determine the no-load speed of the
engine.
NOTE: Do not overspeed the engine.
2. Loosen the lock nut and adjust the maximum speed
adjusting screw (Fig. 5) until the required no-load
speed is obtained.
3. Hold the adjusting screw and tighten the lock nut.
Adjust Engine Idle Speed
1. Make sure the stop lever is in the run position and
place the speed control lever in the idle position.
2. With the engine running at normal operating
temperature, loosen the lock nut and turn the idle
speed adjusting screw (Fig. 6) until the engine idles at
the recommended speed. The recommended idle speed
, v, MAXIMUM SPEED
*: '"ADJUSTING SCREW
Fig. 5 • Adjusting Maximum No-Load Engine
Speed
is 500 rpm. However, the idle speed may vary with
special engine applications.
3. Hold the idle speed adjusting screw and tighten the
lock nut.
Adjust Buffer Screw
1. With the engine running at idle speed, turn the
buffer screw in (Fig. 1) so that it contacts the stop
lever as lightly as possible and still eliminates engine
roll.
NOTE: Do not raise the engine idle speed more
than 20 rpm with the buffer screw. Check the
maximum no-load speed to make sure it has not
increased over 25 rpm by the buffer screw
setting.
Adjust Governor Booster Spring
The governor booster spring is used on some engines
to reduce the force necessary to move the speed
control lever from the idle speed position to the
maximum speed position. Adjust the booster spring as
follows:
1. Move the speed control lever to the idle speed
position.
2. Reduce the tension on the booster spring, if not
Fig. 6 • Adjusting Idle Speed
Page 91
Engine Tune-Up
DETROIT DIESEL
Fig. 7 - Adjusting Buffer Screw
previously performed, to the minimum by backing off
the outer lock nut (Fig. 8) until the end of the booster
spring eye bolt is flush with the end of the nut.
3. Adjust the eye bolt in the slot in the bracket so that
an imaginary line through the booster spring will align
with an imaginary center line through the speed
control shaft. Secure the lock nuts on the eye bolt to
retain the adjustment.
4. Move the speed control lever to the maximum speed
position and note the force required. To reduce the
force, back off the inner lock nut and tighten the outer
lock nut to increase the tension on the booster spring.
NOTE: Before tightening the lock nuts, reposi-
tion the booster spring as in Step 3.
The setting is correct when the speed control lever can
be moved from the idle speed position to the
maximum speed position with a constant force, while
the engine is running, and when released it will return
to the idle speed position.
Fig. 8 - Adjusting Booster Spring
Adjust Engine Spaed Droop
The adjustment of the spring tension as outlined under
Adjust Variable Speed Spring Tension will result in
approximately 7% droop from the maximum no-load
speed to the full-load speed. This is the optimum
droop setting for most applications. However, the
droop may be changed as necessary for a particular
engine application.
1. Lower the speed droop by increasing the spring
tension.
2. Raise the speed droop by decreasing the spring
tension.
NOTE: A change in the variable speed spring
tension will change the maximum no-load speed
and the engine idle speed which must also be
readjusted.
VARIABLE SPEED MECHANICAL GOVERNOR (ENCLOSED LINKAGE) AND
INJECTOR RACK CONTROL ADJUSTMENT
IN-LINE ENGINES
The single-weight variable speed governor is mounted
on the rear end plate of the engine and is driven by a
gear that extends through the end plate and meshes
with either the camshaft gear or the balance shaft
gear, depending upon the engine model.
After adjusting the exhaust valves and timing the fuel
injectors, adjust the governor and position the injector
rack control levers.
NOTE: Before proceeding with the governor and
injector rack adjustments, disconnect any
supplementary governing device. After the
adjustments are completed, reconnect and
adjust the supplementary governing device.
Adjust Governor Gap
With the engine stopped and at operating tempera-
ture, adjust the governor gap as follows:
1. Disconnect any linkage attached to the governor
levers.
2. Back out tne buffer screw until it extends
approximately 5/8" from the lock nut.
3. Clean and remove the governor cover and valve
rocker cover. Discard the gaskets.
4. Place the spec control lever (Fig. 1) in the
maximum speed position.
5. Insert a .006 "feeler gage between the spring
plunger and the plunger guide as shown in Fig. 1. If
required, loosen 'the lock nut and turn the gap
adjusting screw in or out until a slight drag is noted on
the feeler gage.
6. Hold the adjusting screw and tighten the lock nut.
Check the gap and readjust if necessary.
7. Use a new gasket and install the governor cover as
follows:
a. Place the cover on the governor housing, with the
OUTER 'fe
ADJUSTING
SCREW , *#•*
Fig. 1 • Checking Governor Gap
Fig. 2 • Positioning the Rear Injector Rack
Control Lever
Page 93
Engine Tune-Up
DETROIT DIESEL
pin in the throttle shaft assembly entering the slot
in the differential lever.
b. Install the four cover screws and lock washers
finger tight.
c. Pull the cover assembly in a direction away from
the engine, to take up the slack, and tighten the
cover screws.
is step is required since no dowels are
used to locate the cover on the housing.
Position Injector Rock Control Lever*
The position of the injector control rack levers must be
correctly set in relation to the governor. Their position
determines the amount of fuel injected into each
cylinder and ensures equal distribution of the load.
Properly positioned injector control rack levers with
the engine at full-load will result in the following:
1 . Speed control lever at the maximum speed position.
2. Stop lever in the RUN position.
3. Injector fuel control racks in the full-fuel position.
Adjust the rear injector rack control lever first to
establish a guide for adjusting the remaining levers.
1.. Loosen all of the inner and outer injector rack
control lever adjusting screws (Fig. 2). Be sure all of
the levers are free on the injector control tube.
2. Move the speed control lever to the maximum speed
position.
INJECTOR
CONTROL
RACK
11 SOS
Fig. 3 • Checking Rotating Movement of
Injector Control Rack
SCREWDRIVER
1161C
INJECTOR
CONTROL
RACK
Fig. 4 • Checking Injector Control Rack
"Spring"
3. Move the stop lever to the RUN position and hold it
in that position with light finger pressure. Turn the
inner adjusting screw of the rear injector rack control
lever down until a slight movement of the control tube
is observed or a step-up in effort to turn the screw
driver is noted. This will place the rear injector rack in
the full-fuel position. Turn the outer adjusting screw
down until it bottoms lightly on the injector control
tube. Then alternately tighten both the inner and outer
adjusting screws. This should result in placing the
governor linkage and control tube in the respective
positions that they will attain while the engine is
running at full load.
NOTE: Overtightening of the injector rack
control lever adjusting screws during installa-
tion or adjustment can result in damage to the
injector control tube. The recommended torque
of the adjusting screws is 24-36 in-lbs (3-4 Nm).
4. To be sure of proper rack adjustment, hold the stop
lever in the RUN position and press down on the
injector rack with a screw driver or finger tip and note
"rotating" movement of the injector control rack
(Fig. 3). Hold the stop lever in the RUN position and,
using a screw driver, press downward on the injector
control rack. The rack should tilt downward (Fig. 4)
and, when the pressure of the screw driver is released,
the control rack should "spring" back upward.
If the rack does not return to its original position, it is
too loose. To correct this condition, back off the outer
adjusting screw slightly and tighten the inner adjusting
screw. The setting is too tight if, when moving the stop
lever from the STOP to the RUN position, the injector
rack becomes tight before the stop lever reaches the
end of its travel. This will result in a step-up in effort
DETROIT DIESEL
Engine Tune-Up
** W
required to move the stop lever to the RUN position
and a deflection in the fuel rod (fuel rod deflection can
be seen at the bend). If the rack is found to be too
tight, back off the inner adjusting screw slightly and
tighten the outer adjusting screw.
5. To adjust the remaining injector rack control levers,
remove the clevis pin from the fuel rod and the
injector control tube lever, hold the injector control
racks in the full-fuel position by means of the lever on
the end of the control tube. Turn down the inner
adjusting screw on the injector rack control lever of
the adjacent injector until the injector rack has moved
into the full-fuel position and the inner adjusting
screw is bottomed on the injector 'control tube.. Turn
the outer adjusting screw down until it bottoms lightly
on the injector control tube. Then alternately tighten
both the inner and outer adjusting screws.
6. Recheck the rear injector rack to be sure that it has
remained snug on the ball end of the rack control
lever while adjusting the adjacent injector rack. If the
rack of the rear injector has become loose, back off the
inner adjusting screw slightly on the adjacent injector
rack control lever and tighten the outer adjusting
screw. When the settings are correct, the racks of both
injectors must be snug on the ball end of their
respective control levers.
7. Position the remaining injector rack control levers
as outlined in Steps 4, 5 and 6.
8. When all of the injector rack control levers are
adjusted, recheck their settings. With the control tube
lever in the full-fuel position, check each control rack
as in Step 4. All of the control racks must have the
same "spring" condition with the control tube lever in
the full-fuel position.
9. Insert the clevis pin in the fuel rod and the injector
control tube levers.
VARIABLE
SPEED SPRING
SOLID
STOP
SPRING
RETAINER
SPLIT SPRING
STOP HOUSING 12215
10. Use a new gasket and replace the valve rockei
cover.
Adjust Maximum No-Load Speed
All governors are properly adjusted before leaving the
factory. However, if the governor has been recondi-
tioned or replaced, and to ensure the engine speed will
not exceed the recommended no-load speed as given
on the option plate, the maximum no-load speed may
be set as follows:
Start the engine and, after it reaches normal operating
temperature, determine the maximuhj no-load speed
of the engine with an accurate tachortieter. Then stop
the engine and make the following adjustments, if
required.
L Refer to Fig. 8 and disconnect the booster spring
and the stop lever retracting spring.
2. Remove the variable speed spring housing and the
variable speed spring retainer located inside of the
housing.
3. Refer to Table 1 and determine the stops or shims
required for the desired full-load speed. Do not use
more than four thick and one thin shim. A split stop
can only be used with a solid stop (Fig. 5).
4. Install the variable speed spring retainer and
housing and tighten the two bolts.
5. Connect the booster spring and stop lever spring.
Start the engine and recheck the maximum no-load
speed.
6. If required, add shims to obtain the necessary
operating speed. For each .001 "in shims added, the
operating speed will increase approximately 2 rpm.
IMPORTANT: If the maximum no-load speed is
raised or lowered more than 50 rpm by the
Full Load Speed
RPM
STOPS
SHIMS
Solid Ring
Split Ring
2575-2800
0
0
At Required
2101-2575
1
0
At Required
1701-2100
1
1
At Required
1200-1700
1
2
At Required
Fig. 5 • Locating of Shims and Stops
TABLE 1
Page 95
DETROIT DIESEL
Engine Tune-Up
Fig. 7 . Adjusting Buffer Screw
Adjust S-'ffer Screw
. With the engine
Fig. 6 - Adjusting Idle Speed
installation or
at normal operating
in (Fig. 7) so that it
s
racks must be rechecked.
n of the sector
Adjust Idle Spaed
adjust the idle speed
1. Place the stop
speed control lever
position and the
the
- outthe
temperature, back out me
with the differential lever.
3. Loosen the lock
adjusting screw (Fig -
at approximately 1
speed.
«t normal operating
to avoid contact
is
2. HoK. the buffer screw .nd ,igh» the lock am.
Booster Spring
me engi«i«sp°edadjus,ed,ad)us1 d. booster
splinj as follows:
,. Move 0. speeo control lever to the idle speed
position.
„. o and -loosen the booster spring
2. Refer »|^tje'£ecd control lever. Loosen the
SSSS on S eye £tt at the opposite end of the
booster spring.
• «- retaining bolt in the slot of the
3. Move the spring reta ^ f the bolt is on or
speed control lever : ««* the *nl rf
sHghtly over owgJ ^ M lever shaft and eye
re&commended idle
4. Start the
the maximum speed
with special engine
4. Hold the idle speed adjusting
the speed control lever to
and release it. The lever
lf u does not,
js
DETROIT DIESEL
Engine Tune-Up
the spring tension until the lever does return to idle
and tighten the lock nuts on the eye bolt. This setting
will result in the minimum force required to operate
the speed control lever.
5. Connect the linkage to the governor levers.
Fig. 8 - Adjusting Booster Spring
Page 97
VARIABLE SPEED MECHANICAL GOVERNOR AND INJECTOR RACK
CONTROL ADJUSTMENT
6V- 53 ENGINE
The variable speed mechanical governor assembly is
mounted at the rear of the 6V engine, between the
flywheel housing and the blower (Fig. 1). The
governor is driven by the right-hand blower rotor
drive gear.
After adjusting the exhaust valves and timing the fuel
injectors, adjust the governor and position the injector
rack control levers.
NOTE: Before proceeding with the governor and
injector rack adjustments, disconnect any
supplementary governing device. After the
adjustments are completed, reconnect and
adjust the supplementary governing device.
Adjust Governor Gap
With the engine stopped and at normal operating
temperature, adjust the governor gap as follows:
1. Disconnect any linkage attached to the governor
levers.
2. Back out the buffer screw until it extends
approximately 5/8" from the lock nut.
GOVERNOR f>.>- STOP i BLOWER
3. Clean and remove the governor cover and the valve
rocker covers. Discard the gaskets.
4. Place the speed control lever in the maximum speed
position.
5. Insert a .006 " feeler gage between the spring
plunger and the plunger guide as shown in Fig. 2. If
required, loosen the lock nut and turn the adjusting
screw in or out until a slight drag is noted on the
feeler gage.
6. Hold the adjusting screw and tighten the lock nut.
Check the gap and readjust if necessary.
7. Use a new gasket and install the governor cover.
Position Injector Rack Control Levers
The position of the injector control racks must be
correctly set in relation to the governor. Their position
determines the amount of fuel injected into each
cylinder and ensures equal distribution of the load.
Properly positioned injector rack control levers with
the engine at full-load will result in the following:
1. Speed control lever at the maximum speed position.
Fig. 1 • Variable Speed Governor Mounting
Fig. 2 • Adjusting Governor Gap
Page 98
LJCIKWII LSICQCL
engine tune-up
Fig. 3 • Positioning No. 3L Injector Rack
Control Lever
2. Stop lever in the RUN position.
3. Injector fuel control racks in the full-fuel position.
The letters R or L indicate the injector location in the
right or left cylinder bank, viewed from the rear of the
engine. Cylinders are numbered starting at the front
of the engine on each cylinder bank. Adjust the
No. 3L injector rack control lever first to establish a
guide for adjusting the remaining levers.
1. Remove the clevis pin from the fuel rod and the
right cylinder bank injector control tube lever.
2. Loosen all of the inner and outer injector rack
control lever adjusting screws on both injector control
tubes. Be sure all of the injector rack control levers are
free on the injector control tubes.
3. Move the speed control lever to the maximum speed
position.
4. Move the stop lever to the run position and hold it
in that position with light finger pressure. Turn the
inner adjusting screw of the No. 3L injector rack
control lever down (Fig. 3) until a slight movement of
the control tube is observed, or a step-up in effort to
turn the screw driver is noted. This will place the
No. 3L injector rack in the full-fuel position. Turn the
outer adjusting screw down until it bottoms lightly on
INJECTOR
CONTROL
RACK
11609
Fig. 4 - Checking Rotating Movement of
Injector Control Rack
the injector control tube. Then alternately tighten both
the inner and outer adjusting screws.
NOTE: Overtightening the injector rack control
lever adjusting screws during installation or
adjustment can result in damage to the injector
control tube. The recommended torque of the
adjusting screws is 24-36 in-lb (3-4 Nm).
The above steps should result in placing the governor
linkage and control tube in the respective positions
that they will attain while the engine is running at full
load.
5. To be sure of proper rack adjustment, hold the stop
SCREWDRIVER
11610
INJECTOR
CONTROL
RACK
Fig. 5 • Checking Injector Control Rack
"Spring"
Page 99
Engine Tune-Up
DETROIT DIESEL
lever in the run position and press down on the
injector rack with a screw driver or finger tip and note
the "rotating" movement of the injector control rack
(Fig. 4). Hold the stop lever in the run position and,
using a screw driver, press downward on the injector
control rack. The rack should tilt downward (Fig. 5)
and when the pressure of the screw driver is released,
the control rack should "spring" back upward. If the
rack does not return to its original position, it is too
loose. To correct this condition, back off the outer
adjusting screw slightly and tighten the inner adjusting
screw. The setting is too tight if, when moving the stop
lever from the stop to the run position, the injector
rack becomes tight before the governor stop lever
reaches the end of its travel. This will result in a step-
up in effort required to move the stop lever to the run
position and a deflection in the fuel rod (fuel rod
deflection can be seen at the bend). If the rack is
found to be too tight, back off the inner adjusting
screw slightly and tighten the outer adjusting screw.
6. Remove the clevis pin from the fuel rod and the left
bank injector control tube lever.
7. Insert the clevis pin in the fuel rod and the right
cylinder bank injector control tube lever and position
the No. 3R injector rack control lever as previously
outlined in Step 4 for the No. 3L control lever.
8. Insert the clevis pin in the fuel rod and the left bank
injector control tube lever. Repeat the check on the 3L
and 3R injector rack control levers as outlined in
Step 5. Check for and eliminate any deflection which
may occur at the bend in the fuel rod where it enters
the cylinder head.
9. To adjust the remaining injector rack control levers,
remove the clevis pin from the fuel rods and the
injector control tube levers, hold the injector control
racks in the full-fuel position by means of the lever on
the end of the control tube and proceed as follows:
a. Turn down the inner adjusting screw of the
injector rack control lever until the screw bottoms
(injector control rack in the full-fuel position).
b. Turn down the outer adjusting screw of the
injector rack control lever until it bottoms on the
injector control tube.
c. While still holding the control tube lever in the
full-fuel position, adjust the inner and outer
adjusting screws to obtain the same condition as
outlined in Step 5. Tighten the screws.
CAUTION: Once the No. 3L and No. 3R
injector rack control levers are adjusted, do not
try to alter their settings. All adjustments are
made on the remaining control racks.
10. When all of the injector rack control levers are
adjusted, recheck their settings. With the control tube
lever in the full-fuel position, check each control rack
as in Step 5. All of the control racks must have the
same "spring" condition with the control tube lever in
the full-fuel position.
11. Insert the clevis pin in the fuel rods and the
injector control tube levers.
12. Use new gaskets and install the valve rocker covers.
Adjust Maximum No-Load Speed
All governors are properly adjusted before leaving the
factory. However, if the governor has been recondi-
tioned or replaced, and to ensure the engine speed will
not exceed the recommended no-load speed as given
on -the engine option plate, the maximum no-load
speed may be set as follows:
Start the engine and after it reaches normal operating
temperature, determine the maximum no-load speed
of the engine with an accurate tachometer. Then stop
the engine and make the following adjustments, if
required.
1. Refer to Fig. 9 and disconnect the booster spring
and the stop lever retracting spring.
2. Remove the variable speed spring housing and the
spring retainer, located inside of the housing, from the
governor housing.
3. Refer to Table 1 and determine the stops or shims
required for the desired full-load speed. A split stop
can only be used with a solid stop (Fig. 6).
4. Install the variable speed spring retainer and
housing and tighten the two bolts.
SHIMS
SPRING
RETAINER
VARIABLE
SOLID SPEED
STOP SPRING
12222
r
Fig. 6 - Location of Shims and Stops
Page 100
DETROIT DIESEL
Engine Tune-Up
a IDLE SPEED
ADJUSTING
SCREW
Fig. 7 • Adjusting Idle Speed
Full -Load Speed
Stops
Shims*
Solid
Split
1200-2100
2100-2500
2500-2800
1
1
0
1
0
0
As Required
As Required
As Required
*Maximum amount of shims .325"
TABLE 1
5. Connect the booster spring and the stop lever
spring. Start the engine and recheck the maximum no-
load speed.
6. If required, add shims to obtain the necessary
operating speed. For each .001 "in shims added, the
operating speed will increase approximately 2 rpm.
IMPORTANT: If the maximum no-load speed is
raised or lowered more than 50 rpm by the
installation or removal of shims, recheck the
governor gap. If readjustment of the governor
gap is required, the position of the injector
racks must be rechecked.
NOTE: Governor stops are used to limit the
compression of the governor spring, which
determines the maximum speed of the engine.
Adjust Idle Speed
With the maximum no-load speed properly adjusted,
adjust the idle speed as follows:
1. Place the stop lever in the run position and the
speed control lever in the idle position.
Fig. 8 • Adjusting Buffer Screw
2. With the engine running at normal operating
temperature, back out the buffer screw to avoid contact
with the differential lever.
3. Loosen the lock nut and turn the idle speed
adjusting screw (Fig. 7) until the engine is operating
at approximately 15 rpm below the recommended idle
speed. The recommended idle speed is 550 rpm, but
may vary with special engine applications.
4. Hold the idle speed adjusting screw and tighten the
lock nut.
Adjust Buffer Screw
1. With the engine running at normal operating
temperature, turn the buffer screw in (Fig. 8) so that it
contacts the differential lever as lightly as possible and
still eliminates engine roll.
NOTE: Do not raise the engine idle speed more
than 15 rpm with the buffer screw.
2. Hold the buffer screw and tighten the lock nut.
Adjust Booster Spring
With the idle speed adjusted, adjust the booster spring
as follows:
1. Move the speed control lever to the idle speed
position.
2. Refer *"
Engine Tune-Up
DETROIT DIESEL
Fig. 9 - Adjusting Booster Spring
retaining nut on the speed control lever. Loosen the
lock nuts on the eye bolt at the opposite end of the
booster spring.
3. Move the spring retaining bolt in the slot of the
speed control lever until the center of the bolt is on or
slightly over center (toward the idle speed position) of
an imaginary line through the bolt, lever shaft and eye
bolt. Hold the bolt and tighten the lock nut.
4. Start the engine and move the speed control lever to
the maximum speed position and release it. The speed
control lever should return to the idle position. If it
does not, reduce the tension on the booster spring. If
the lever does return to the idle position, continue to
increase the spring tension until the point is reached
that it will not return to idle. Then reduce the tension
until it does return to idle and tighten the lock nut on
the eye bolt. This setting will result in the minimum
force required to operate the speed control lever.
5. Connect the linkage to the governor levers.
Page 102
UtIKUII UltbtL
engine lune-Up
SUPPLEMENTARY GOVERNING DEVICE ADJUSTMENT
ENGINE LOAD LIMIT DEVICE
Engines with mechanical governors may be equipped
with a load limit device (Fig. 1) to reduce the
maximum horsepower.
This device consists of a load limit screw threaded into
a plate mounted between two adjacent rocker arm
shaft brackets arid a load limit lever clamped to the
injector control tube.
The load limit device is located between the No. 2 and
No. 3 cylinders of a three or four cylinder engine or
between the No. 1 and No. 2 cylinders of each
cylinder head on a V-type engine. However, when
valve rocker covers with a breather are used, the load
limit device is installed between the No. 1 and No. 2
cylinders on in-line engines and between the No. 2
and No. 3 cylinders on V-type engines to avoid
interference with the rocker cover baffles.
When properly adjusted for the maximum horsepower
desired, this device limits the travel of the injector
control racks and thereby the fuel output of the
injectors.
LOAD LIMIT SCREW
LOAD LIMIT
SCREW SETTING
ADJUSTING SCREW
PLATE
INJECTOR RACK
CONTROL TUBE
MARKINGS ON
ADJUSTING
SCREW PLATE
11732
Fig. 1 - Engine Load Limit Device
Adjustment
After the engine tune-up is completed, make sure the
load limit device is properly installed as shown in
Fig. 1. Make sure the counterbores in the adjusting
screw plate are up. The rocker arm shaft bracket bolts
which fasten the adjusting screw plate to the brackets
are tightened to 50-55 Ib-ft (68-75 Nm) torque. Then
adjust the load limit device, on each cylinder head, as
follows:
1 . Loosen the load limit screw lock nut and remove the
screw.
2. Loosen the load limit lever clamp bolts so the lever
is free to turn on the injector rack control tube.
3. With the screw out of the plate, adjust the load limit
screw lock nut so the bottom of the lock nut is
7/8" from the bottom of the load limit screw (Fig. 1)
for the initial setting.
4. Loosen the load limit lever clamp bolts so the lever
is free to turn on the injector rack control tube.
4. Thread the load limit screw into the adjusting screw
plate until the lock nut bottoms against the top of the
plate.
5. Hold the injector rack control tube in the full-fuel
position and place the load limit lever against the
bottom of the load limit screw. Then tighten the load
limit lever clamp bolts.
6. Check to ensure that the injector racks will just go
into the full-fuel position ~ readjust the load limit
lever if necessary.
7. Hold the load limit screw to keep it from turning,
then set the lock nut until the distance between the
bottom of the lock nut and the top of the adjusting
screw plate corresponds to the dimension (or number
of turns) stamped on the plate. Each full turn of the
screw equals .042", or .007 "for each flat on the
hexagon head.
NOTE: If the plate is not stamped, adjust the
load limit screw while operating the engine on a
dynamometer test stand and note the number
of turns required to obtain the desired
horsepower. Then stamp the plate accordingly.
8. Thread the load limit screw into the plate until the
lock nut bottoms against the top of the plate. Be sure
the nut turns with the screw.
9. Hold the load limit screw to keep it from turning,
then tighten the lock nut to secure the setting.
Page 103
Engine Tune-Up
DETROIT DIESEL
THROTTLE DELAY MECHANISM
The throttle delay mechanism is used to retard full-
fuel injection when the engine is accelerated. This
reduces exhaust smoke and also helps to improve fuel
economy.
The throttle delay mechanism (Fig. 2) is installed
between the No. 1 and No. 2 cylinders on three
cylinder engines, between the No. 2 and No. 3
cylinders on four cylinder engines, or between the
No. 1 and No. 2 cylinders on the right-bank cylinder
head of V-type engines. It consists of a special rocker
arm shaft bracket (which incorporates the throttle
delay cylinder), a piston, throttle delay lever,
connecting link, oil supply plug, ball check valve and
U-bolt.
A yield lever and spring assembly replaces the
standard lever and pin assembly on the rear end of the
injector control tube on In-line engines (Fig. 3). A
yield lever replaces the standard operating lever in the
governor of the 6V-53 engine (Fig. 4).
Opa ration
Oil is supplied to a reservoir above the throttle delay
cylinder through a special plug in the drilled oil
passage in the rocker arm shaft bracket (Fig. 2). As
the injector racks are moved toward the no-fuel
position, free movement of the throttle delay piston is
assured by air drawn into the cylinder through the ball
check valve. Further movement of the piston uncovers
an opening which permits oil from the reservoir to
enter the cylinder and displace the air. When the
ROCKER ARM SHAFT
BRACKET WITH THROTTLE
DELAY CYLINDER
THROTTLE DELAY
LEVER
U-BOLT
OIL SUPPLY OIL
ORIFICE RESERVOIR
CONTROL
TUBE
THROTTLE DELAY PISTON LINK CYLINDER HEAD
Fig. 2 - Throttle Delay Cylinder
d
MJKTOft
TUU
SMINC
p
i
i
vieio
IIVH
11725
Fig. 3 • Throttle Delay Yield Lever (In-Line
Engine)
engine is accelerated, movement of the injector racks
toward the full-fuel position is momentarily retarded
while the piston expels the oil from the cylinder
through a .016 "orifice. To permit full accelerator
travel, regardless of the retarded injector rack position,
a spring loaded yield lever or link assembly replaces
the standard operating lever connecting link to the
governor.
r
OPERATING SHAFT BUFFER SCREW || DIFFERENTIAL LEVER
\
GOVERNOR
HOUSING
GAP
SPRING OPERATING AND THROTTLE DELAY ADJUSTING
YIELD LEVER ASSEMBLY 5/MO SCREW
Fig. 4 - Throttle Delay Yield Lever (6V Engine)
Page 104
UCIKUM UltdtL
Engine Tune-Up
PISTON AND
HOUSING FLUSH
Fig. 5 - Adjusting Throttle Delay Cylinder
Inspection
When inspecting the throttle delay hydraulic cylinder,
it is important that the check valve be inspected for
wear. Replace the check valve if necessary.
To inspect the check valve, fill the throttle delay
cylinder with diesel fuel oil and watch for check valve
leakage while moving the engine throttle from the idle
position to the full fuel position.
Adjustment
Whenever the injector rack control levers are adjusted,
disconnect the throttle delay mechanism by loosening
the U-bolt which clamps the lever to the injector
control tube. After the injector rack control levers have
been positioned, the throttle delay mechanism must be
re-adjusted. With the engine stopped, proceed as
follows:
1. Refer to Fig. 5 and insert gage J 23190 (.454 "set-
ting) between the injector body and the shoulder on
the injector rack. Then exert a light pressure on the
injector control tube in the direction of full fuel.
2. Align the throttle delay piston so it is flush with the
edge of the throttle delay cylinder.
3. Tighten the U-bolt on the injector control tube and
remove the gage.
4. Move the injector rack from the no-fuel to full-fuel
to make sure it does not bind.
Page 105
Engine Tune-Up
DETROIT DIESEL
ADJUSTMENT OF MECHANICAL GOVERNOR SHUTDOWN SOLENOID
When a governor shutdown solenoid is used on an
engine equipped with a mechanical governor, the
governor stop lever must be properly adjusted to
match the shutdown solenoid plunger travel.
The solenoid plunger can be properly aligned to the
governor stop lever as follows:
1. Remove the bolt connecting the rod end eye
(variable speed governor), or the right angle clip
(limiting speed governor) to the stop lever (Figs. 6
and 7). Align and clamp the lever to the shutdown
shaft in such a way that, at its mid-travel position, it is
perpendicular to the solenoid plunger. This assures
that the linkage will travel as straight as possible. The
solenoid plunger has available 1/2 "travel which is
more than adequate to move the injector control racks
from the full-fuel to the complete no-fuel position and
shutdown will occur prior to attaining complete travel.
2. With the stop lever in the run position, adjust the
rod end eye or right angle clip for minimum
engagement on the solenoid plunger when the
connecting bolt is installed. The oversize hole in the
eye or clip will thereby permit the solenoid to start
closing the air gap, with a resultant build-up of pull-in
force prior to initiating stop lever movement.
3. The bolt through the rod end eye or the right angle
clip should be locked to the stop lever and adjusted to
a height that will permit the eye or clip to float
vertically. The clearance above and below the eye or
clip and the bolt head should be approximately
1/32 "minimum.
NOTE: The lock nut can be either on top of or
below the stop lever.
4. Move the lever to the stop position and observe the
plunger for any possible bind. If necessary, loosen the
to" TRAVEL
MID POSITION
BOLT
CLEARANCE 1/32" MIN.
11597
Fig. 6 - Typical Variable Speed Governor Lever Position
Page 106
DETROIT DIESEL
Engine Tune-Up
^^miF
CLAMPING
BOLT
G
C
CLEARANCE 1/32" MIN.
Vi" TRAVEL
MID POSITION
CUP
SOLENOID
Fig. 7 • Typical Limiting Speed Governor Lever Position
mounting bolts and realign the solenoid to provide
free plunger motion.
Page 107
Engine Tune-Up
DETROIT DIESEL
HYDRAULIC GOVERNOR AND INJECTOR RACK CONTROL ADJUSTMENT
IN-LINE ENGINE
The hydraulic governor is mounted on the 3 and 4-53
engines as shown in Fig. 1. The terminal lever return
spring and the fuel rod are attached to an external
terminal shaft lever. The maximum fuel position of
the governor load limit is determined by the internal
governor terminal lever striking against a boss that
projects from the governor cover.
Adjust engines having a hydraulic governor assembly
after adjusting the exhaust valve clearance and timing
the fuel injectors.
Adjust Fuel Rod and Injector Rack Control
Levers
1. Adjust the inner and outer adjusting screws (Fig. 2)
on the rear injector rack control lever until both screws
are equal in height and tight on the control tube.
Check the clearance between the fuel rod and the
cylinder head casting (below the bolt) for at least
1 / 1 6 " clearance when the injector rack is in the full-
fuel position and the rack adjusting screws are tight. If
the fuel rod contacts the bolt or cylinder head casting,
readjust the screws to obtain the 1/16" clearance.
TERMINAL LEVER
RETURN SPRING
NOTE: Overtightening the injector rack control
lever adjusting screws during installation or
adjustment can result in damage to the injector
control tube. The recommended torque of the
adjusting screws is 24-36 in-lbs (3-4 Nm).
2. Remove the governor terminal lever return spring.
3. Remove the fuel rod end bearing or ball joint from
the terminal shaft lever and the terminal lever from
the terminal shaft.
4. Place the terminal lever on the terminal shaft so
that the hole for attaching the fuel rod end bearing or
ball joint is in line vertically above the terminal lever
shaft at one half the arc of travel. Do not tighten the
clamping bolt.
5. Hold the injector rack control tube and the terminal
lever in the full-fuel position and adjust the length of
the fuel rod until the end bearing or ball joint will
slide freely into the hole of the terminal lever as
shown in Fig. 3. Tighten the lock nut to retain the ball
Fig. 1 • Hydraulic Governor Mounted on Engine
Fig. 2 - Adjusting Height of Rack Control Lever
Adjusting Screws
Page 108
LSI. i rvvsi i
engine lune-up
Fig. 3 • Adjusting Length of Fuel Rod
joint or end bearing and the terminal lever clamping
bolt securely.
NOTE: It will be necessary to slide the terminal
lever partially off of the shaft to attach the fuel
rod end bearing or ball joint to the terminal
lever.
6. Hold the terminal lever in the full-fuel position and
loosen the inner adjusting screw 1/8 of a turn and
tighten the outer adjusting screw 1/8 of a turn to
retain the adjustment. This is done to prevent the
governor from bottoming the injector racks, since
there is no load limit screw on this governor.
7. Remove the clevis pin between the fuel rod and the
injector control tube lever.
NOTE: Cover the cylinder head oil drain back
hole, located under the control lever, when
removing the fuel rod clevis pin to prevent its
loss and possible damage to the engine.
8. Manually hold the rear injector in the full-fuel
position and turn down the inner rack control lever
adjusting screw of the adjacent injector until the
injector rack of the adjacent injector has moved into
the full-fuel position and the inner adjusting screw is
bottomed on the injector control tube. Turn the outer
adjusting screw down until it bottoms lightly on the
Fig. 4 - Adjusting Droop Bracket
injector control tube. Then alternately tighten both the
inner and outer rack control lever adjusting screws.
9. Recheck the rear injector fuel rack to be sure that it
has remained snug on the ball end of the rack control
lever while adjusting the adjacent injector. If the rack
of the rear injector has become loose, back off slightly
on the inner adjusting screw on the adjacent injector
rack control lever. Tighten the outer adjusting screw.
When the settings are correct, the racks of both
injectors must be snug on the ball end of their
respective rack control levers.
10. Position the remaining rack control levers
outlined in Steps 8 and 9.
as
1 1 . Insert the clevis pin between the fuel rod and the
injector control tube lever.
12. Install the terminal lever return spring.
Adjust Speed Droop
The purpose of adjusting the speed droop is to
establish a definite engine speed at no load with a
given speed at rated full load.
The governor droop is set at the factory and further
adjustment should be unnecessary. However, if the
governor has had major repairs, the speed droop
should be readjusted.
The best method of determining the engine speed is
with an accurate hand tachometer.
Page 109
engine Tune-Up
DETROIT DIESEL
Full Load
No-Load
50 cycles 1000 rpm
60 cycles 1200 rpm
50 cycles 1500 rpm
60 cycles 1800 rpm
52.5 cycles 1050 rpm
62.5 cycles 1250 rpm
52.5 cycles 1575 rpm
62.5 cycles 1875 rpm
TABLE 1
If a full-rated load can be established on the engine
and the fuel rod, injector rack control levers and load
limit have been adjusted, the speed droop may be
adjusted as follows:
1. Start the engine and run it at approximately one-
half the rated no-load speed until the lubricating oil
temperature stabilizes.
NOTE: When the engine lubricating oil is cold,
the governor regulation may be erratic. The
regulation should become increasingly stable as
the temperature of the lubricating oil increases.
2. Stop the engine and remove the governor cover.
Discard the gasket;
3. Loosen the lock nut and back off the maximum
speed adjusting screw (Fig. 5) approximately 5/8"
4. Refer to Fig. 4 and loosen the droop adjusting bolt.
Move the droop bracket so that the bolt is midway
between the ends of the slot in the bracket. Tighten
the bolt.
5. With the throttle in the run position, adjust the
engine speed until the engine is operating at 3% to 5%
above the recommended full-load speed.
6. Apply the full-rated load on the engine and re-
adjust the engine speed to the correct full-load speed.
7. Remove the rated load and note the engine speed
after the speed stabilizes under no-load. If the speed
droop is correct, the engine speed will be approxi-
mately 3% to 5% higher than the full-load speed.
If the speed droop is too high, stop the engine and
again loosen the droop bracket retaining bolt and
move the droop adjusting bracket in toward the
engine. Tighten the bolt. To increase the speed droop,
move the droop adjusting bracket out, away from the
engine.
The speed droop in governors which control engines
driving generators in parallel must be identical,
otherwise, the electrical load will not be equally
divided.
MAXIMUM SPEED
ADJUSTING SCREW
Fig. 5 - Adjusting Maximum Engine Speed
Adjust the speed droop bracket in each engine
governor to obtain the desired variation between the
engine no-load and full-load speeds shown in Table 1 .
The recommended speed droop of generator sets
operating in parallel is 50 rpm (2-1/2 cycles) for units
operating at 1000 and 1200 rpm and 75 rpm (2-1/2
cycles) for units operating at 1500 rpm and 1800 rpm
full load. This speed droop recommendation may be
varied to suit the individual application.
Adjust Maximum No- Load Speed
With the speed droop properly adjusted, set the
maximum no-load speed as follows:
1. Loosen the maximum speed adjusting screw lock nut
and back out the maximum speed adjusting screw
three turns.
2. With the engine operating at no-load, adjust the
engine speed until the engine is operating at
approximately 8% higher than the rated full-load
speed.
3. Turn the maximum speed adjusting screw (Fig. 5)
in lightly until contact is felt with the linkage in the
governor,
4. Hold the maximum speed adjusting screw and
tighten the lock nut.
5. Use a new gasket and install the governor cover.
Page 110
LXL. I IVW8 B
engine lune-up
HYDRAULIC INJEC1OH RACK CONTROL ADJUSTMENT
6V-53 ENGINE
Fig. 1 • Hydraulic Governor Mounting
The hydraulic governor is mounted between the
blower and the rear end plate as shown in Fig. I. The
vertical control link assembly is attached to the
governor operating lever and the bell crank lever on
the governor drive housing (Fig. 2).
After adjusting the exhaust valves and timing the fuel
injectors, adjust the governor as follows:
1. Disconnect the vertical control link assembly from
the governor operating lever.
2. Loosen all of the injector rack control lever
adjusting screws.
3. While holding the bell crank lever (on the governor
drive housing) in a horizontal position (full-fuel), set
the No. 3 injector rack control levers on each bank to
full-fuel.
4. Position the remaining rack control levers to the
No. 3 control levers.
5. Remove the governor cover. Discard the gasket.
6. To determine the full-fuel position of the terminal
Fig. 2 • Hydraulic Governor Controls
lever, adjust the load limit screw to obtain a distance
of 2 " from the outside face of the boss on- the
governor sub-cap to the end of the screw.
7. Adjust the operating lever (on the governor) so that
it is horizontal, or slightly below (as close as the
serrations on the shaft will permit) when the shaft is
rotated to the full-fuel position, or clockwise when
viewed from the front of the engine.
8. Loosen the lock nut and adjust the length of the
vertical link assembly, attached to the bell crank lever,
to match the full-fuel position of the governor
operating lever and the injector rack control levers.
This length should be approximately 6-5/16"
Tighten the lock nut.
9. With the governor operating lever held in the full-
fuel position, turn the load limit screw ((Fig. 1) inward
until the injector racks just loosen on the hall end of
the control levers, to prevent the injector racks from
bottoming.
10. Release the governor operating lever and hold the
adjusting screw while tightening the lock nut.
11. Use new gaskets and install the governor cover and
the valve rocker covers.
Page 111
r
UCIKUM UIC3CL
i5w^^^pB7
TROUBLE SHOOTING
Certain abnormal conditions which sometimes inter-
fere with satisfactory engine operation, together with
methods of determining the cause of such conditions,
are covered on the following pages.
Satisfactory engine operation depends primarily on:
1. An adequate supply of air compressed to a
sufficiently high compression pressure.
2. The injector of the proper amount of fuel at the
right time.
Lack of power, uneven running, excessive vibration,
stalling at idle speed and hard starting may be caused
by either low compression, faulty fuel injection in one
or more cylinders, or lack of sufficient air.
Since proper compression, fuel injection and the
proper amount of air are important to good engine
performance, detailed procedures for their investiga-
tion are given as follows:
Locating a Misfiring Cylinder
1. Start the engine and run it at part load until it
reaches normal operating temperature.
2. Stop the engine and remove the valve rocker
cover(s). Discard the gasket(s).
3. Check the valve clearance. The clearance should be
.009 "(two valve cylinder head) or .024 "(four valve
cylinder head).
4. Start the engine and hold an injector follower down
with a screw driver to prevent operation of the
injector. If the cylinder has been misfiring, there will
be no noticeable difference in the sound and operation
of the engine. If the cylinder has been firing properly,
there will be a noticeable difference in the sound and
operation when the injector follower is held down.
This is similar to short-circuiting a spark plug in a
gasoline engine.
5. If the cylinder is firing properly, repeat the
procedure on the other cylinders until the faulty one
has been located.
6. If the cylinder is misfiring, check the following:
a. Check the injector timing (refer to Engine Tune-
Up Procedure).
b. Check the compression pressure.
c. Install a new injector.
d. If the cylinder still misfires, remove the cam
follower and check for a worn cam roller,
camshaft lobe, bent push rod or worn rocker arm
bushings.
7. If installation of a new injector does not eliminate
misfiring, check the compression pressure.
Checking Compression Pressure
Compression pressure is affected by altitude as shown
in Table 1.
Check the compression pressure as follows:
1. Start the engine and run it at approximately one-
half rated load until normal operating temperature is
reached.
Minimum Compression
Pressure, psi
Altitude, Feet
Above Sea Level
Std. Engine
"N" Engine
430
400
370
340
315
540
500
465
430
395
0
2,500
5,000
7,500
10,000
Fig. 1 • Checking Compression Pressure
TABLE 1
Page 113
Trouble Shooting
DETROIT DIESEL
2. Stop the engine and remove the fuel pipes from the
No. 1 injector and the fuel connectors.
3. Remove the injector and install adaptor J 7915-02
and pressure gage and hose assembly J 6992 (Fig. 1).
4. Use a spare fuel pipe and fabricate a jumper
connection between the fuel 'inlet and return fuel
connectors to permit fuel to flow directly to the fuel
return manifold.
5. Start the engine and run it at 600 rpm. Observe and
record the compression pressure indicated on the gage.
NOTE: Do not crank the engine with the
starting motor to check the compression
pressure.
6. Perform Steps 2 through 5 on each cylinder. The
compression pressure in any one cylinder should not
be less than 430 psi (540 psi for "N" engines) at 600
rpm. In addition, the variation in compression
pressures between cylinders of the engine must not
exceed 25 psi at 600 rpm.
EXAMPLE: If the compression pressure readings
were as shown in Table 2, it would be evident
that No. 3 cylinder should be examined and the
cause of the low compression pressure be
determined and corrected.
Note that all of the cylinder pressures are above the
low limit for satisfactory engine operation. Neverthe-
less, the No. 3 cylinder compression pressure indicates
that something unusual has occurred and that a
localized pressure leak has developed.
Low compression pressure may result from any one of
several causes:
A. Piston rings may be stuck or broken. To
determine the condition of the rings, remove the
air box cover and press on the compression rings
with a blunt tool. A broken or stuck compression
ring will not have a "spring-like" action.
cylinder head gasket, valve seats, injector tubes or
through a hole in the piston.
Engine Out of Fuel
The problem in restarting the engine after it has run
out of fuel stems from the fact that after the fuel is
exhausted from the fuel tank, fuel is then pumped
from the primary fuel strainer and sometimes partially
removed from the secondary fuel filter before the fuel
supply becomes insufficient to sustain engine firing.
Consequently, these components must be refilled with
fuel and the fuel pipes rid of air in order for the
system to provide adequate fuel for the injectors.
When an engine has run out of fuel, there is a definite
procedure to follow for restarting it. The procedure is
outlined below:
1. Fill the fuel tank with the recommended grade of
fuel oil. If only partial filling of the tank is possible,
add a minimum of ten gallons of fuel.
2. Remove the fuel strainer shell and element from the
strainer cover and fill the shell with fuel oil. Install the
shell and element.
3. Remove and fill the fuel filter shell and element
with fuel oil as in Step 2.
4. Start the engine. Check the filter and strainer for
leaks.
NOTE: In some instances, it may be necessary to
remove a valve rocker cover and loosen a fuel
pipe nut in order to bleed trapped air from the
fuel system. Be sure the fuel pipe is retightened
securely before replacing the rocker cover.
Primer J 5956 may be used to prime the engine fuel
system. Remove the filler plug in the fuel filter cover
and install the primer. Prime the system. Remove the
primer and install the filler plug.
B. Compression pressure may be leaking past the Fue' F'ow Test
Cylinder
Gage
Reading*
1
2
3
4
525 ps)
520 psi
485 psi
51 5 psi
(3617 kPa)
(3583 kPa)
(3342 kPa)
(3548 kPa)
The above pressures are for an engine operating at
an altitude near sea level.
TABLE 2
1. Disconnect the fuel return hose from the fitting at
the fuel tank and hold the open end in a suitable
container.
2. Start and run the engine at 1200 rpm and measure
the fuel flow for a period of one minute. At least .6
gallon of fuel should flow from the fuel return hose
per minute.
3. Immerse the end of the fuel return hose in the fuel
in the container. Air bubbles rising to the surface of the
r
14
DETROIT DIESEL
Trouble Shooting
CRANKCASE PRESSURE
(max. In inches of wafer)
Engine
Speed (rpm)
1800
2000
2200
2500*
2800*
3-53
4-53
4-53T
6V-53
.5
.5
.5
.5
.5
.5
.9
.9
1.0
.9
1.0
1.0
1.0
*Engines with four valve cylinder head(s).
TABLE 3
fuel will indicate air being drawn into the fuel system
on the suction side of the pump.
If air is present, tighten all fuel line connections
between the fuel tank and the fuel pump.
If the fuel flow fails to meet the amount specified, the
fuel strainer, filter or pump should be serviced.
Crankcase Pressure
The crankcase pressure indicates the amount of air
passing between the oil control rings and the cylinder
liner into the crankcase, most of which is clean air
from the air box. A slight pressure in the crankcase is
desirable to prevent the entrance of dust. A loss of
engine lubricating oil through the breather tube,
crankcase ventilator or dipstick hole in the cylinder
block is indicative of excessive crankcase pressure.
The causes of high crankcase pressure may be traced
to excessive blow-by due to worn piston rings, a hole
or crack in a piston crown, loose piston pin retainers,
worn blower oil seals, defective blower, cylinder head
or end plate gaskets, or excessive exhaust back
pressure. Also, the breather tube or crankcase
ventilator should be checked for obstructions.
The crankcase pressure may be checked with a
manometer connected to the oil level dipstick opening
in the cylinder block. Check the readings obtained at
various engine speeds with the specifications in
Table 3.
Exhaust Back Pressure
A slight pressure in the exhaust system is normal.
However, excessive exhaust back pressure seriously
affects engine operation. It may cause an increase in
the air box pressure with a resultant loss in the
efficiency of the blower. This means less air for
EXHAUST SACK PRESSURE
(max, in inches of Mercury)
Engine
No-Load Speed (rpm)
1800
2000
2200
2500*
2800*
3-53
4-53
4-53T
6V-53
1,3
1.3
1.7
1.7
2.1
2.1
2.7
2.7
1.8
2.7
2.7f
2.7t
2T7f
'Engines with four valve cylinder heod(s).
t3.8 for Marine engines.
TABLE 4
AIR BOX PRESSURE
(min. in inches of Mercury)
Max. Exhaust Back Pressure (Full Load)
Engine
Speed (rpm)
1800
2000
2200
2500*
2800*
3-53
4-53
4-53T
6V-53
5.5
5.5
6.9
6.9
8.6
8.6
8.0
8.0
33.5
8.0
9.3
9.3
9.3
(Zero Exhaust Back Pressure)
3-53
4-53
4-53T
6V-53
3.8
3.8
4.9
4.9
6.2
6.2
4.8
4.8
31.5
4.8
6.1
6.1
6.1
*Engines with four valve cylinder head(s).
TABLE 5
scavenging, which results in poor combustion and
higher temperatures.
Causes of high exhaust back pressure are usually a
result of an inadequate or improper type of muffler,
an exhaust pipe which is too long or too small in
diameter, an excessive number of sharp bends in the
exhaust system, or obstructions such as excessive
carbon formation or foreign matter in the exhaust
system.
The exhaust back pressure, measured in inches of
mercury, may be checked with a manometer, or
pressure gage, connected to the exhaust manifold.
Remove the 1/8" pipe plug, which is provided for that
purpose, from the manifold. If there is no opening
provided, one can be made by drilling an 1 1 /32 " hole
Paa* IIS
Trouble Shooting
DETROIT DIESEL
AIR INLET RESTRICTION
(inches of water)
Engine
Speed (rpm)
1800
2000
2200
. 2500*
2800*
Max. with dirty air cleaner (oil both or dry)
3-53
4-53
6V-53
13.4
13.4
E
18.8
18.8
18.8
23.0
23.0
23.0
25.0
25.0
25.0
Max. with clean air cleaner (oil bath)
3-53
4-53
6V-53
9.5
9.5
10.8
10.8
12.0
12.0
12.0
14.0
14.0
14.0
16.0
16.0
16.0
Max. with clean air cleaner
(Dry with prec leaner)
3-53
4-53
6.8
6.8
10.8
10.8
12.0
12.0
-
—
Max. with clean air cleaner
(Dry less prec leaner)
3-53
4-53
6V-53
5.5
5.5
6.5
6.5
7.4
7.4
7.4
8.7
8.7
8.7
10.0
10.0
10.0
Max. with air silencer (Full load)
4-53T
—
-
—
20.0
-
'Engines with four valve cylinder heads.
TABLE 6
in the exhaust manifold companion flange and
tapping a 1/8 "pipe thread.
Check the readings obtained at various speeds (no
load) with the specifications hi Table 4.
Air Box Pressure
Proper air box pressure is required to maintain
sufficient air for combustion and scavenging of the
burned gases. Low air box pressure is caused by a high
air inlet restriction, damaged blower rotors, an air leak
from the air box (such as a leaking end plate gasket),
or a clogged blower air inlet screen.
Lack of power or black or grey exhaust smoke are
indications of low air box pressure.
To check the air box pressure, connect a manometer to
an air box drain tube.
Check the readings obtained at various speeds with the
specifications in Table 5.
Air Inlet Restriction
Excessive restriction of the air inlet will affect the flow
of air to the cylinders and result in poor combustion
and lack of power. Consequently, the restriction must
be kept to a minimum considering the size and
capacity of the air cleaner. An obstruction in the air
inlet system or dirty or damaged air cleaners will
result in a high blower inlet restriction. '
The air inlet restriction may be checked with a
manometer connected to a fitting in the air intake
ducting located 2 " above the air inlet housing. When
practicability prevents the insertion of a fitting at this
point, the manometer may be connected to the engine
air inlet housing. The restriction at this point should
be checked at a specific engine speed. Then the air
cleaner and ducfing should be removed from the air
inlet housing and the engine again operated at the
same speed while noting the manometer reading.
The difference between the two readings, with and
without the air cleaner and ducting, is the actual
restriction caused by the air cleaner and ducting.
Check the normal air intake vacuum at various speeds
(at no-load) and compare the results with Table 6.
r
UCIKVJI
I rouble shooting
PROPER USE OF MANOMETER
Hg
HEIGHT
OF
COLUMN
H20
TOP SURFACE OF FLUIDS
11719
CONVEX FOR MERCURY
CONCAVE FOR WATER
Fig. 2 - Comparison of Column Height for
Mercury and Water Manometers
The U-tube manometer is a primary measuring device
indicating pressure or vacuum by the difference in the
height of two columns of fluid.
Connect the manometer to the source of pressure,
vacuum or differential pressure. When the pressure is
imposed, add the number of inches one column of
fluid travels up to the amount the other column travels
down to obtain the pressure (or vacuum) reading.
PRESSURE CONVERSION CJHART
1" water =
1 " water —
1" mercury =
1" mercury =
1 psi =
1 psi =
.0735
.0361
.4919
13.6000
27.7000
2.0360
' mercury
psi
psi
' water
1 water
' mercury
TABLE 7
The height of a column of mercury is read differently
than that of a column of water. Mercury does not wet
the inside surface; therefore, the top of the column
has a convex meniscus (shape). Water wets the surface
and therefore has a concave meniscus. A mercury
column is read by sighting horizontally between the
top of the convex mercury surface (Fig. 2) and the
scale. A water manometer is read by sighting
horizontally between the bottom of the concave water
surface and the scale.
Should one column of fluid travel further than the
other column, due to minor variations in the inside
diameter of the tube or to the pressure imposed, the
accuracy of the reading obtained is not impaired.
Refer to Table 7 to convert manometer readings into
other units of measurement.
ENGINE ELECTRICAL GENERATING SYSTEM
Whenever trouble is indicated in the engine electrical
generating system, the following quick checks can be
made to assist in localizing the cause.
A fully charged battery and low charging rate
indicates normal alternator-regulator operation.
A low battery and high charging rate indicates normal
alternator-regulator operation.
A fully charged battery and high charging rate
condition usually indicates the voltage regulator is set
too high or is not limiting the alternator output. A
high charging rate to a fully charged battery will
damage the battery and other electrical components.
A low battery and low or no charging rate condition
could be caused by: Loose connections or damaged
wiring, defective battery or alternator, or defective
regulator or improper regulator setting.
Contact an authorized Detroit Diesel Allison Service
Outlet if more information is needed.
Page 117
r
DETROIT DIESEL
*^^MiPJ'
STORAGi
PREPARING ENGINE FOR STORAGE
When an engine is to be stored or removed from
operation for a period of time, special precautions
should be taken to protect the interior and exterior of
the engine, transmission and other parts from rust
accumulation and corrosion. The parts requiring
attention and the recommended preparations are
given below.
It will be necessary to remove all rust or corrosion
completely from any exposed part before applying a
rust preventive compound. Therefore, it is recommen-
ded that the engine be processed for storage as soon as
possible after removal from operation.
The engine should be stored in a building which is dry
and can be heated during the winter months. Moisture
absorbing chemicals are available commercially for
use when excessive dampness prevails in the storage
area.
TEMPORARY STORAGE (30 days or !«ss$
To protect an engine for a temporary period of time,
proceed as follows:
1 . Drain the engine crankcase.
2. Fill the crankcase to the proper level with the
recommended viscosity and grade of oil.
3. Fill the fuel tank with the recommended grade of
fuel oil. Operate the engine for two minutes at 1200
rpm and no load.
NOTE: Do not drain the fuel system or the
crankcase after this run.
4. Check the air cleaner and service it, if necessary, as
outlined under Air System.
5. If freezing weather is expected during the storage
period, add a high boiling point type antifreeze
solution in accordance with the manufacturer's
recommendations. Drain the raw water system and
leave the drain cocks open.
6. Clean the entire exterior of the engine (except the
electrical system) with fuel oil and dry it with air.
7. Seal all of the engine openings. The material used
for this purpose must be waterproof, vaporproof and
possess sufficient physical strength to resist puncture
and damage from the expansion of entrapped air.
An engine prepared in this manner can be returned to
service in a short time by removing the seals at the
engine openings, checking the engine coolant, fuel oil,
lubricating oil, transmission, and priming the raw
water pump, if used.
EXTENDED STORAGE |30 days or mor®i
When an engine is to be removed from operation for
an extended period of time, prepare it as follows:
1 . Drain and thoroughly flush the cooling system with
clean, soft water.
2. Refill the cooling system with clean, soft water.
3. Add a rust inhibitor to the cooling system (refer to
Corrosion Inhibitor under Cooling System).
4. Remove, check and recondition the injectors, if
necessary, to make sure they will be ready to operate
when the engine is restored to service.
5. Reinstall the injectors in the engine, time them, and
adjust the valve clearance.
6. Circulate the coolant through the entire system by
operating the engine until normal operating tempera-
ture is reached ( 1 60- 1 85 ° F or 7 1 -85 ° C).
7. Stop the engine.
8. Remove the drain plug and completely drain the
engine crankcase. Reinstall and tighten the drain plug.
Install new lubricating oil filter elements and gaskets.
9. Fill the crankcase to the proper level with a 30-
weight preservative lubricating oil MIL-L-21260,
Grade 2 (P10), or equivalent.
10. Drain the engine fuel tank.
11. Refill the fuel tank with enough rust preventive
fuel oil such as American Oil Diesel Run-in Fuel (LF
Page 119
Storage
DETROIT DIESEL
4089), Mobil 4Y17, or equivalent, to enable the engine
to operate 10 minutes.
12. Drain the fuel filter and strainer. Remove the
retaining bolts, shells and elements. Discard the used
elements and gaskets. Wash the shells in clean fuel oil
and insert new elements. Fill the cavity between the
element and shell about two-thirds full of the same
rust preventive compound as used in the fuel tank and
reinstall the shell.
13. Operate the engine for 10 minutes to circulate the
rust preventive throughout the engine.
14. Refer to Air System and service the air cleaner.
15. MARINE GEAR
a. Drain the oil completely and refill with clean oil of
the proper viscosity and grade as is recommen-
ded. Remove, clean or replace the strainer and
replace the filter element.
b. Start and run the engine at 600 rpm for 5 minutes
so that clean oil can coat all of the internal parts
of the marine gear. Engage the clutches
alternately to circulate clean oil through all of the
moving parts.
16. TORQMATIC CONVERTER
a. Start the engine and operate it until the
temperature of the converter oil reaches 150°F
(66 °C).
b. Remove the drain plug and drain the converter.
c. Remove the filter element.
d. Start the engine and stall the converter for twenty
seconds at 1000 rpm to scavenge the oil from the
converter. Due to lack of lubrication, do not exceed
the 20 second limit.
e. Install the drain plug and a new filter element.
f. Fill the converter to the proper operating level
with a commercial preservative oil which meets
Government specifications MIL- L-2 1260,
Grade 1. Oil of this type is available from the
major oil companies.
g. Start the engine and operate the converter for at
least 10 minutes at a minimum of 1000 rpm.
Engage the clutch; then stall the converter to raise
the oil temperature to 225 ° F (107° C).
CAUTION: Do not allow the oil temperature to
exceed 225 °F (107 °C). If the unit does not
have a temperature gage, do not stall the
converter for more than thirty seconds.
h. Stop the engine and permit the converter to cool
to a temperature suitable to touch.
i. Seal all of the exposed openings and the breather
with moisture proof tape.
j. Coat all exposed, unpainted surfaces with preserva-
tive grease. Position all of the controls for
minimum exposure and coat them with grease.
The external shafts, flanges and seals should also
be coated with grease.
17. POWER TAKE-OFF
a. With an all purpose grease such as Shell Alvania
No. 2, or equivalent, lubricate the clutch throwout
bearing, clutch pilot bearing, drive shaft main
bearing, clutch release shaft, and the outboard
bearings (if so equipped).
b. Remove the inspection hole cover on the clutch
housing and lubricate the clutch release lever and
link pins with a hand oiler. Avoid getting oil on
the clutch facing.
c. If the unit is equipped with a reduction gear, drain
and flush the gear box with light engine oil. If the
unit is equipped with a filter, clean the shell and
replace the filter element. Refill the gear box to
the proper level with the oil grade indicated on
the name plate.
18. TURBOCHARGER
The turbocharger bearings are lubricated by pressure
through the external oil line leading from the engine
cylinder block while performing the previous opera-
tions above and no further attention is required.
However, the turbocharger air inlet and turbine outlet
connections should be sealed off with moisture-
resistant tape.
19. HYDROSTARTER SYSTEM
Refer to Hydraulic Starting System in the section on
Engine Equipment for the lubrication and preventive
maintenance procedure.
20. Apply a non-friction rust preventive compound, to
all exposed parts. If it is convenient, apply the rust
preventive compound to the engine flywheel. If not,
disengage the clutch mechanism to prevent the clutch
disc from sticking to the flywheel.
CAUTION: Do not apply oil, grease or any wax
base compound to the flywheel. The cast iron
will absorb these substances which can "sweat"
Page 120
DETROIT DIESEL
Storage
II^^^I^BWP?
out during operation and cause the clutch to
slip.
21. Drain the engine cooling system.
22. The oil may be drained from the engine crankcase
if so desired. If the oil is drained, reinstall and tighten
the drain plug.
23. Remove and clean the battery and battery cables
with a baking soda solution and rinse them with fresh
water. Do not allow the soda solution to enter the
battery. Add distilled water to the electrolyte, if
necessary, and fully charge the battery. Store the
battery in a cool (never below 32 ° F.) dry place. Keep
the battery fully charged and check the level and the
specific gravity of the electrolyte regularly.
24. Insert heavy paper strips between the pulleys and
belts to prevent sticking.
25. Seal all of the openings in the engine, including
the exhaust outlet, with moisture resistant tape. Use
cardboard, plywood or metal covers where practical.
26. Clean and dry the exterior painted surfaces of the
engine. Spray the surfaces with a suitable liquid
automobile body wax, a synthetic resin varnish or a
rust preventive compound.
27. Cover the engine with a good weather-resistant
tarpaulin or other cover if it must be stored outdoors.
A clear plastic cover is recommended for indoor
storage.
The stored engine should be inspected periodically. If
there are any indications of rust or corrosion,
corrective steps must be taken to prevent damage to
the engine parts. Perform a complete inspection at the
end of one year and apply additional treatment as
required.
PROCEDURE FOR RESTORING AN ENGINE TO SERVICE WHICH HAS BEEN
IN EXTENDED STORAGE
1. Remove the covers and tape from all of the
openings of the engine, fuel tank, and electrical
equipment. Do not overlook the exhaust outlet.
2. Wash the exterior of the engine with fuel oil to
remove the rust preventive.
3. Remove the rust preventive from the flywheel.
4. Remove the paper strips from between the pulleys
and the belts.
5. Remove the drain plug -and drain the preservative
oil from the crankcase. Re-install the drain plug. Then
refer to Lubrication System in the Operating Instruc-
tions and fill the crankcase to the proper level with the
recommended grade of lubricating oil.
6. Fill the fuel tank with the fuel specified under Diesel
Fuel Oil Specifications.
1. Close all of the drain cocks and fill the engine
cooling system with clean soft water and a rust
inhibitor. If the engine is to be exposed to freezing
temperatures, add a high boiling point type antifreeze
solution to the cooling system (the antifreeze contains
a rust inhibitor).
8. Install and connect the battery.
9. Service the air cleaner as outlined under Air System.
10. POWER GENERATOR
Prepare the generator for starting as outlined under
Operating Instructions.
11. MARINE GEAR
Check the Marine gear; refill it to the proper level, as
necessary, with the correct grade of lubricating oil.
12. TORQMATIC CONVERTER
a. Remove the tape from the breather and all of the
openings.
b. Remove all of the preservative grease with a
suitable solvent.
c. Start the engine and operate the unit until the
temperature reaches 150°F (66 °C). Drain the
preservative oil and remove the filter. Start the
engine and stall the converter for twenty seconds
at 1000 rpm to scavenge the oil from the
converter.
CAUTION: A Torqmatic converter containing
preservative oil should only be operated enough
to bring the oil temperature up to 150°F
(66 °C).
d. Install the drain plug and a new filter element.
Page 121
e. Refill the converter with the oil that is recommen-
ded under Lubrication and Preventive
Maintenance.
13. POWER TAKE-OFF
Remove the inspection hole cover and inspect the
clutch release lever and link pins and the bearing ends
of the clutch release shaft. Apply engine oil sparingly,
if necessary, to these areas.
14. HYDROSTARTER
a. Open the relief valve on the side of the hand
pump and release the pressure in the system.
b. Refer to the Ailing and purging procedures
outlined in Hydraulic Starting System. Then,
drain, refill and purge the Hydrostarter system.
15. TURBOCHARGER
Remove the covers from the turbocharger air inlet and
turbine outlet connections. Refer to the lubricating
procedure outlined in Preparation for Starting Engine
First Time.
16. After all of the preparations have been completed,
start the engine. The small amount of rust preventive
compound which remains in the fuel system will cause
a smoky exhaust for a few minutes.
NOTE; Before subjecting the engine to a load or
high speed, it is advisable to check the engine
tune-up.
r
Page 122
MHM^^Hiii^^^Hffl
BUftI
PARTS
BOOK
DETROIT
DIESEL
ENGINES
Built-in Parts Book
DETROIT DIESEL
Progress in industry comes at a rapid pace. In order for the
engine manufacturer to keep pace with progress he needs a
versatile product for the many models and arrangements of
accessories and mounting parts needed to suit a variety of
equipment. In addition, engine refinements and improvements
are constantly being introduced. All of this dynamic action
must be documented so that the equipment can be serviced if
and when it's needed. It is fully documented in the manufac-
turer's plant and in dealer Parts Departments with Master
Files and adequate supporting records. But, what about YOU
the user of this equipment? You have neither the time nor the
inclination to ferret out specific part number data. What is
the answer? -It is Detroit Diesel's exclusive BUILT-IN
PARTS BOOK which is furnished with each engine. It takes
the form of an "Option Plate" mounted on the rocker cover
of the engine. With it, ordering parts becomes as simple as
A, B, C. You have merely to provide the Dealer with . . .
A. The "Model" number
B. The "UNIT" number
C. The "TYPE" number
4 „ TYPE FOUIPMENT .TYPE EQUIPMENT
61 CONN ROD/PSTN. 30 ENG LIFT BKT
START-UP V 250 0 IL PA N
242 OIL OIST
-.
INSPECTION
UNIT NO.
400080495
565 DIPSTICK . 227 OIL FILTER I
510 FAN . 171 C/S PULLEY ll
117 WATER CONN . 318 WAT BY-PASS 1C,
76 INJECTOR N45 . 181 FUEL FILTER 6>
595 THROTTLE CONT. 1122 GOVERNOR HECH 43G
247 ACC DRIVE .NONE BATT CHSG GEN 174
(^NE INSTRUMENTS .
JNIT 4D0080495 MODEL 50437001 SPEC 51G-2V
C.
B.
From that much information, the dealer with his complete
records on all engine models, can completely interpret your
parts requirements.
Page 124
DETROIT DIESEL
Built-in Parts Book
^•'•^P
What is this "built-in" book? It is an anodized aluminum
plate that fits into a holding channel on the engine rocker
cover.
Ill 264 4 TYPE
START-UP 250
565
INSPECTION 510
UNIT NO. .
400080495 I
595
247
NONE
FOUIPMEI
CONN ROD /I
OIL PAN
DIPSTICK
FAN
WATER CONN
INJECTOR N4.
THROTTLE CflK
ACC DRIVE
INSTRUMENTS
UNIT 40O080495 MCOELV
ON THE LEFT SI DE of the plate is the Start-up Inspection
Tab which is removed by the dealer when he has completed
the inspection.
IT .TYPE EQUIPMENT
i»STN. 30 ENG LIFT BKT
L . 242 OIL DIST
227 OIL FILTER
. 171 C/S PULLEY
. 318 WAT BY-PASS ,
j .181 FUEL FILTER ,
IT. 1 122 GOVERNOR ME CH,
* .NONE BATT CHRG GEN
TYPE EQUIPMENT TYPE 6 GUI,
345 F/W HOUSING 608 FLYhHi
NONE OIL FIL TUBE 268 GIL C^
197 VENT SYSTEM 44 (D 1 L &
187 C/S PUL BELT 145 MAT fJ
102 yAT OTLT EL60 1 79 EXH^
628 FUEL LINES 141 A l^
430 ENG I NE MOUNTS 40- RC^
174 STARTING MTR 255 M
50437001 SPEC 510-239
NEXT is the type number and the equipment description. On the left is the
type number. The type number designates all service parts applicable to the
equipment. On the right is a brief description of the equipment.
MENT
EL
CJOLER
IL CAP
R PUMP
MFLO
< INLT HSG
5CKER COVER
,UFFLER CONN
SERIAL NO. 400080495 MODEL 50437001
DETROIT DIESEL ALLISON -O.IV • G.M.C. U.S.A.
MAX RPM NL 02940 SO. 4A637S2
ON THE RIGHT SIDE of the plate is pertinent data on the model number,
serial number and the related governor setting.
Page 125
DETROIT DIESEL
^
.
Pump Cover '• s ', *
' '
Keel Cooling / *
SYSTEM
* w»«tf«
Exhaust Muffler and/or Connection
-
raulic Governor
ujector Controls
Throttle Controls
Torque converter Lines
DETROIT DIESEL
Built-in Parts Book
Within each of these sub-groups, various designs of similar
equipment are categorized as "Types" and identified by a Type
Number.
The Distributor/Dealer has a Model Index for each engine
model. The Model Index lists all of the "Standard" and "Stan-
dard Option" equipment for that model.
1.40Q6A '
Plywh6d Hdiisinl (SAE #3) ...,-,.....^.:.. .:;..,',...- ...... .,......„.:.,...:,.:,... ................ ;. ................ .,.,:..,„,..,., UOQ0A
Connecting Rdd and Piston ......,,..,.< ..... ,.-;...T. .•;.-.....:.,:' ........ ,,,..,.,...,,... .............. , ....... . ...... ............ ....... 1.6000 '
Camshaft and Gear Train ...... .,.,, ............ . ........ »..!,' ........ .. ............. :..; ........... ...... ... ..... .............................. 1.7000*
Valve "Operating Mechanism .............. . ........ .. ............... ........... . ........................................................... < 1.8000 f
Rocker Cover (with oil filler in one cover) ...,. .......... ................... ... ...................... . .......... . ......... ...... 1.8000A
Fuel Injector N50 ..................................... ; .............. . ................ .................................. ,, ........... ..... ..... /,. ,^2,1000A
Fuel Pump (3/8" inlet) (mounted on L. Bank camshaft) .................... . ............... ..........i. .,;.....;..'... 2.2000
Fuel Filter ........................................................ ' .................................................................................... 2.3000A
Fuel Manifold Connections .................................. .......................... ............................................... ...... 2.4000
Fuel Lines ................................ . .............................. . ..................... , ...................................... ....... ;........ 2.5000A
Governor - Mechpnical ..................... , ......... ..... ...................................... : .................... ...... . ....... , 2.7000A
NOTE The option plate reflects which choice of options has
been built into the engine. The Distributor /Dealer uses his
model index to interpret the standard equipment. The plate,
therefore, lists only the non-standard or choice items.
So, give the dealer the
A-Model No..
B-Unit No. .
*C— Type No. .
*(lf not shown, indicate "NONE". The dealer knows the
"standard" for the model).
Page 127
Built-in Parts Book
DETROIT DIESEL
FOR READY REFERENCE, Record the information on the Option Plate to this record.
I-
MODEL NO-
UNIT NO..
EQUIP MINT
TYPI
EQUIPMENT
TYPE
EQUIPMENT
TVPf
Engine Base
Water Bypass Tube
Battery Chrg. Generator
Engine Lifter Brkt.
Thermostat
Starter
Flywheel Housing
Water Filter
Hyd. Starter Acces.
Vibration Damper
Exhaust Manifold
Starting Aid
Flvwheel
Air Cleaner or Silencer
Marine Gear
Flywheel HSR. Adptr.
Fuel Pump
Torque Converter
Oil Pan
Injector
Torque Converter Lines
Oil Pump
Blower
Muffler & Conn.
Oil Distribution
Blower Drive Shaft
Engine Hood
Dipstick
Fuel Filter
Wiring Harness
Oil Pan Drain Tube
Fuel Lines
Instruments
Oil Filler Tube or Cap
Air Inlet Housing
Tach. Drive
Oil Cooler
Alarm or Shutoff
Radiator
Oil Filter
Overspeed Governor
Heat Ex. or Keel Cooling
Oil Lines
Throttle Controls
Raw Water Pump
Ventilating System
Injector Controls
Power Generator
Crankshaft Cover
Governor Mech or Hyd
Control Cabinet
Balance Wet. Cover
Engine Mounts
Cylinder Head
Fan
Power Take-off
Conn Rod & Piston _
Crankshaft Pulley
Hydraulic Pump
Valve Mechanism
Crankshaft Pulley Belt
Air Compressor
Fuel Manifold Conn
Fan Shroud
Camshaft & Gear Train
Water Connections
Rocker Cover
Water Pump Cover
Accessory Drive
Water Manifold
r
OTHER USEFUL INFORMATION:
Each fuel and lube oil filter on your engine has a decal giving the
service package part number for the element. It is advisable to have
your own personal record of these part numbers by filling in the
chart provided below:
TYPE
Fuel Strainer
Fuel Filter
Lube Oil Filter Full-Flo
Lube Oil Filter By-Pass*
LOCATION
PACKAGE PART NO.
•Not Standard
AIR CLEANER
If dry-type, indicate make and number of filter element:
Wet type, indicate capacity.
_qts.
DETROIT DIESEL
Built-in Ports Book
PLUG
BOLT SEAL RING
INJECTOR HOLE TUBE
BOLT
WASHER
COVER
CYLINDER HEAD
CRANKSHAFT PULLEY DRIVE GFAR
BEARING
SHELL
TIMING GEAR
BOLT
RETAINER
BOLT
CRANKSHAFT
SLEEVE
REAR OIL
SEAL
THRUST
WASHER
f 628
Page 129
UUIII-III I Ul 13
NUT
NOT SOLD
SEPARATELY
BOLT
OIL CONTROL PISTON
COMPRESSION
RINGS
L
v CONNECTING
ROD | j
RETAINER
CONNECTING ROD, PISTON AND LINER
NUT
SPACER SLINGER
SEARINGS
\
WASHER RETAINER
PULLEY SPACER
\
BEARINGS
CAMSHAFT AN0 GSAR
GEAR
NUT
M9
IDLER GEAR
x,.,-iS,
HUB
THRUST WASHER
BOLT
IDLER GEAR
Page 130
UCIKWII
GASKET
BOLT
LOCK WASHER
KEY
DRIVE HIJB BOLT OIL SEAL -^^^^ RETA'|NER ^^MBf f PULLEY ^""""""~ WASHER
ACCESSORY DRIVE FOR BELT DRIVEN ACCESSORY (DRIVE HUB TYPE)
BOLT
DRIVE PLATE DRIVE SHAFT BEARING GASKET LOCK WASHER PULLEY KEY NUT
SPACER BOLT
ACCESSORY DRIVE FOR
BELT DRIVEN ACCESSORY
(DRIVE PLATE TYPE)
r «5*
RETAINER BOLT ^ OIL SEAL
ACCESSORY DRIVE FOR DIRECT DRIVEN ACCESSORY (CAMSHAFT GEAR)
f 630
Page
Built-in Parts Book
DETROIT DIESEL
• BOLT ROCKER ARMS SHAFT
. BRACKET
VALVE SPRING
SPRING SEAT-
GUIDE -
INSERT-
EXHAUST VALVE -
VALVE OPERATING MECHANISM (4 VALVE) $»*> £
CAM
FOLLOWER
GUIDE
HUB GEAR RETAINER WASHER
'BOLT
ADAPTOR
THRUST WASHER ^BOLF
FUEL PUMP DRIVE (6V53)
COUPLING
DRIVE
FORK
OIL SEALS
DRIVE GEAR
GASKET PUMf^BODY DOWEL DRIVE .SHAFT \
<£V SPRING GASKET PLUG
'M '
RELIEF
VALVE PIN
TYPICAL FUEL PUMP
PUMP
COVER
DRIVEN GEAR
AND SHAFT
GEAR
RETAINING
BAIL
P 431
Page 132
r
DETROIT DIESEL
Built-in Parts Book
BOLT-
PLUG-
a-*-
GASKET •
-CD
RETAINER -
SEAL-
SPRING-
TYPICAL FUEL OIL STRAINER
-BOLT PIPE ASSY.
,WASHER
/CLAMP
- GASKET
-COVER
ELEMENT
-SEAT
-SEAT
SHELL
ELEMENT
SEAT-
SEAT-
SHELL
TYPICAL FUEL OIL FILTER
SPACER
GASKET
•RETAINER
-SEAL
-SPRING
INJECTOR CONTROL TUBE
PIN
SPRING
BOLT-
RETAINER SPRING
WASHER
HOSE
INJECTOR
LOCK WASHER BRACKET LEVER
INJECTOR AND CONTROLS
LINK CLAMP
P 632
Page 133
Built-in Parts Book
DETROIT DIESEL
SCREEN
VALVE SPRING PLUG
AIR INLET
HOUSING
WASHER BOLT
WASHER SPRING LATCH SHAFT PINS
BOLT
CAM PIN HANDLE WASHER LOCK WASHER BOLT PIN
LOCK WASHER SPACER CAM
AIR SHUT-DOWN HOUSING
P 633
Page 134
DETROIT DIESEL
Built-in Parts Book
LOCK WASHER
GEAR
GASKET
ROTOR
GASKET
COVER'
WASHER/
BLOWER ASSEMBLY AND DRIVE
(4 CYL.)
REINFORCEMENT
PLATE
P 634
Page 135
rarts Book
DETROIT DIESEL
SUPPORT
BOLT-
RING
RING
BOLT \ SUPPORT
LOCK WASHER
GASKET
GASKET
OIL SEAL
SUPPORT
BOLT
SPACER
END PLATE
BLOWER
/ HOUSING
WASHER
PLATE
END PLATE LOCK WASHER
GASKET
BOLT
REINFORCEMENT
PLATE
COVER LOCK WASHER
BLOWER ASSEMBLY AND DRIVE (6 CYL.)
P 635
Page 136
UCIKWII
OIL COOLER
BY-PASS VALVE
LOWER ENGINE
FRONT COVER
OIL SEAL
PUMP DRIVE
GEAR
Oil PRESSURE
REGULATOR
VALVE
PLUG GASKET SPRING BOLT GASKET DRIVE SCREW INNER ROTOR
OIL PUMP AND REGULATOR
PUMP BODY BOLT
P 636
Page 13?
GASKETS
GASKET-
CENTER STUD GASKET
PIPE PLUG
DRAIN PLUG SHELL WASHER SEAL RETAINER
OIL FILTER
ELEMENT GASKET
HOSE
Oil COOLER
DRAIN COCK
P 637
>ge 138
DETROIT DIESEL
UPPER ENGINE
FRONT COVER
Page 139
BEARING AND
SHAFT ASSEMBLY
8Y PASS TUBE
COVER PLATE
Page 14CF
DETROM UltSCL
FAN MOUNTING PIN
SUPPORT
SHAFT
SEAL SPACER FAN HUB SPACER WA HER NUT
(PULLEY)
FAN MOUNT (&V-S3)
OUTER FAN HUB
BEARING CAP i
FAN HUB
CAP
P 640
Page 141
DUOK
DETROIT DIESEL
BEARING AND
SHAFT ASSEMBLY
FAN MOUNTING
SUPPORT
SFAN HUB
(PULLEY)
FAN MOUNT
EXHAUST
MANIFOLD
GASKET
WATER
OUTLET
ELBOW
SEAL
GLAND
GASKET
WATER
FLANGE THERMOSTAT
I GASKET
GASKET
HEAT EXCHANGER
MOUNTING
BRACKET flllrn SEAL
FILLER RETAINER
CAP
GASKET / GASKET
CLAMP
ELECTRODE
HEAT
EXCHANGER
CORE
GASKET
THERMOSTAT
HOUSING
WATER BY-PASS
TUBE
RAW WATER
OUTLET
CONNECTION
HEAT EXCHANGER
OUTLET COVER
RAW WATER
INLET ELBOW
GASKET
HEAT
HEAT EXCHANGER
EXCHANGER CORE
INLET
COVER
HEAT EXCHANGiR
HEAT
EXCHANGER
TANK
FRESH
WATER
INLET
ELBOW
P 441
Page 142
r
DETROIT DIESEL
Built-in Parts Book
THERMOSTAT HOUSING WATER CLAMP HOSE CLAMP GASKET HEAT FILLER HEAT EXCHANGER GASKET SEAL SEAL
AOAPTDI? BY-PASS \ \ \ FVrHAWCiFP f.AP FRFSH WATFP / BKTAPMPD nt AK
ADAPTOR
GASKET
EXHAUST
MANIFOLD
THERMOSTAT
HOUSING ,
ADAPTOR
EXCHANGER CAP FRESH WATER
TANK / INLET TUBE
GASKET
HEAT
Sx EXCHANGER
CORE
RETAINER GLAND
GASKET
RAW WATER
OUTLET
CONNECTOR
HEAT EXCHANGER
OUTLET COVER
THERMOSTAT
HOUSING
GASKET
HEAT EXCHANGER
CORE GASKET
RAW WATER
INLET
CONNECTOR
HOSE
ELECTRODE
1
GASKET HEAT EXCHANGER HEAT EXCHANGER
HEAT EXCHANGER FRESH WATER FRESH WATER
INLET COVER
OIL COOLER CORE GASKET
OIL COOLER CORE
BUSHING
ELBOW
OIL INLET
AND OUTLET
HOSES
INLET TUBE
OUTLET ELBOW
HEAT EXCHANGER (6V-S3)
ADAPTOR
BOLT
ACTUATOR
LOCK WASHER WIRE SCREW
II \._L
rt\ a >--. a » M a P P. P
INSULATOR
BOLT
WIRE
VALVE ASSY
(ELEMENT)
V
SHAFT SWITCH '(MICRO) SPRiNG BRACKET
WATER TEMPERATURE SHUTDOWN SWITCH
Page 143
Built-in Parts Book
DETROIT DIESEL
SHAFT ASSY. ADAPTOR
DRIVE
COVER
DRIVE COVER SEAL DRIVE SHAFT
SEAL
DRIVE SHAFT DRIVE ADAPTOR KEY DRIVE CABLE
ADAPTOR
P 643
TACHOMETER DRIVE COVERS AND ADAPTORS
Page 144
DtTROIT DIESEL
Built-in Parts Book
WATER
OUTLET TUBE
CLAMP
CONNECTOR
BUSHING
AIR COMPRESSOR
BUSHING
STRAINER
COTTER
PIN
LU8E OIL
SUPPLY TUBE
DRAIN TUBE
DRIVE COUPLING
DRIVE PLATE
ELBOW
AIR COMPRESSOR AND DRIVE
GASKET
DRIVE COUPLING SPACER
HYDRAULIC
PUMP ASSY.
ADAPTOR
GASKET
HYDRAULIC PUMP AND DRIVE
P 644
Page 145
DETROIT DIESEL
OWNER ASSISTANCE
The satisfaction and goodwill of the owners of Detroit Diesel engines are of primary concern to the Detroit Diesel
Allison Division, its distributors and their dealers.
Normally, any problem that arises in connection with the sale or operation of your engine will be handled by the
distributor or dealer in your area. It is recognized, however, that despite the best intentions of everyone concerned,
misunderstandings may occur. If you have a problem that has not been handled to your satisfaction, we suggest
that you take the following steps:
Step One - Discuss your problem with a member of management from the distributorship or dealership. Frequently
complaints are the result of a breakdown in communication and can quickly be resolved by a, member of
management. If you have already discussed the problem with the Sales or Service Manager, contact the General
Manager. If your problem originates with a dealer, explain the matter to a management member of the
distributorship with whom the dealer has his service agreement.
Step Two - When it appears that your problem cannot readily be resolved at the distributor level without additional
assistance, contact the Detroit Diesel Allison Regional Office nearest you listed below:
^(I|r
Eastern Region
Suite 202
10 Parsonage Road
Edison, New Jersey 08817
Phone: (201) 246-5074
Regional Manager: W. E. Johnston
Service Manager: D. J. LaFave
Great Lakes Region
Garrison Place
19855 Outer Drive
Dearborn, Michigan 48124
Phone: (313) 565-0411
Regional Manager: A. W. Christy
Service Manager: A. A. Voss
Southeastern Region
5730 Glenridge Drive, N. E.
Atlanta, Georgia 30328
Phone: (404) 252-3310
Regional Manager: C. 0. Zimmerman
Service Manager: L. R. Kirby
Midwestern Region
Suite 618
2021 Spring Road
Oak Brook, Illinois 60521
Phone: (312) 654-6600
Regional Manager: N. R. DeMaestri
Service Manager: Stanley Dobrasko
Southwestern Region
Suite 130
2655 Villa Creek Drive
Dallas, Texas 75234
Phone: (214) 241-7721
Regional Manager: F. A. Skells
Service Manager: W. C. Kaphengst
Western Region
Suite 345
1700 South El Camino Real
San Mateo, California 94402
Phone: (415) 341-9241
Regional Manager: W. C. Edwards
Service Manager: J. P. Miles
Prior to this call, have the following information available:
Name and location of distributor (or dealer),
Type and make of equipment.
Engine model and serial number.
Engine delivery date and accumulated
miles or hours of operation.
Nature of problem.
Chronological summary of unit's history.
Page 147
Owner Assistance
DETROIT DIESEL
Step Three - If you are still not satisfied, present the entire matter in writing or by phone to the Home Office:
Diesel Operations - J. E. Fisher, Manager Customer Services, Detroit Diesel Allison, 13400 W. Outer Drive,
Detroit, Michigan 48228, Phone (313) 592-5608.
Canada Operations - E. A. Kobe, Manager of Product Service, Diesel Division, General Motors of Canada, Ltd.,
P.O. Box 5990, 847 Highbury Avenue, London, Ontario N6A 4L6, Phone (519) 455-71 10.
The inclusion of all pertinent information will assist the Home Office in expediting the handling of the matter. If
an additional review by the Home Office of all the facts involved indicates that some further action can be taken,
the Regional Office will be so instructed.
If at this point your problem is still not resolved to your satisfaction, call or write: H. F. Wooster, Service Manager,
Diesel Operations (313) 592-7279; D. F. Downham, Sales Manager, Diesel Operations (313) 592-7276.
When contacting the Regional or Home Office, please keep in mind that ultimately your problem will likely be
resolved at the distributorship or dealership utilizing their facilities, equipment and personnel. Therefore, it is
suggested that you follow the above steps in sequence whea experiencing a problem.
Your purchase of a Detroit Diesel engine is greatly appreciated and it is our sincere desire to assure complete
satisfaction.
W"n^
Page 148
DETROIT DIESEL
ALPHABETICAL INDEX
Subject
Page Subject
Page
Accessory Drive 131
Adjustments:
Injector Timing 78
Mechanical Governor Shutdown Solenoid 106
Power Take-Off 44
Valve Clearance 76
Air Compressor 145
Air System:
Air Box Drains 21
Air Cleaners 17
Air Silencer 21
Crankcase Ventilation 21
Alarm System 36
Assistance—Owner 147
B
Blower Assembly and Drive 135
Breathers 139
Built-in Parts Book 9, 123
Camshaft and Gears 130
Cold Weather Starting Aids 41
Compression Pressure 113
Connecting Rod 130
Cooling System:
Antifreeze Solutions 74
Coolant Filter 73
Cooling System Capacity 27
Corrosion Inhibitor 71
Flushing 28
Heat Exchanger Cooling 25, 142
Radiator Cooling 25
Raw Water Pump 29
Crankshaft 129
Cylinder Head 129
Description, General 5
Description, Model 6
Engine Coolant 71
Engine Cross-Section Views 10
Engine Model Description Chart 6
Engine Protective Systems 33, 134
Electrical Starting System 37
Fan Mounting 141
Filters:
Fuel Oil 15
Lubricating Oil 22
Fuel Oil Specifications 67
Fuel System:
Injector 13
Pump 15, 132
Strainer and Filter 15, 133
Tank 16
General Description ...
General Specifications
Governors
5
8
44
Heat Exchanger 142
Hydraulic Pump 145
Hydraulic Starting System 38
Idler Gear
Injector and Controls
Instruments and Controls
130
133
31
Liner 130
Lubricating Oil Specifications 68
Lubrication and Preventive Maintenance 55
Lubrication Chart 56
Lubricating System 22
Index
DETROIT DIESEL
ALPHABETICAL INDEX
Subject
Page Subject
Page
M
Maintenance, Preventive
Marine Gear
Misfiring Cylinder
Model and Serial Number
Oil Cooler
Oil Filter
Oil Pump and Regulator
Operating Instructions:
Cold Weather Starting
Engine
Power Generator Set
Preparation for First Start
Owner Assistance
Piston
Power Take-Off
Preventive Maintenance
Principles of Operation
Shut-Down Systems
Specifications:
Fuel Oil
General
Lubrication Oil
Starting Systems:
Electrical
Hydraulic
Storage:
Preparation
Restoration
55
46
113
9
138
138
137
41
47
51
47
147
130
44
55
4
33, 143
67
8
68
37
38
119
121
Tachometer Drive 144
Thermostat 140
Torqmatic Converter 45
Transmissions 44
Trouble Shooting:
Air Box Pressure 116
Air Inlet Restriction 116
Checking Compression Pressures 113
Crankcase Pressure 115
Electrical Generating System 117
Engine out of Fuel 114
Exhaust Back Pressure 115
Fuel Flow Test 114
Misfiring Cylinder 113
Use of Manometer 117
Tune-Up Procedures:
Engine 75
Exhaust Valve Clearance Adjustment 76
Hydraulic Governor:
In-Line Engine 108
6V Engine Ill
Mechanical Governor:
Limiting Speed (In-Line Engine) 79
Limiting Speed (6V Engine) 84
Variable Speed (Open Linkage) 89
Variable Speed (Enclosed Linkage) 93
Variable Speed (6V Engine) 98
Supplementary Governing Device 103
Engine Load Limit 103
Governor Shutdown Solenoid 106
Throttle Delay Mechanism 104
Timing Fuel Injector 78
Valve Operating Mechanism ...
W
132
Water Pump 29,140
»age 150
ENGLISH TO METRIC CONVERSIONS
eo
to get equivalent
to 9«t equivalent
fOlNtoly
*»
number of:
Multiply
by
nu inter of:
LENGTH
ACCELERATION
Inch
25.4
millimetres tmm)
Foot /sec2
0.3048
metre/see2 imfc2)
tat
0.3048
metres (ml
Inch /sec2
0.0254
met re /sec2
Yird
0.9144
metres
Wle
1.609
kilometres (km)
TORQUE
AREA
Pound-Inch
0.11298
newton-metreslN-m)
Pound-toot
1.3558
newton-metres
inch2
645.2
millimetres2 (mm2)
6.45
centimetres2 (cm2)
POWER
tat2
0.0929
metres2 (m2)
Yird2
tt 1361
metres2
Horsepower
0.746
klloMtts IkWI
VOLUME
PRESSURE OR STRESS
inch3
16187.
mm'
1 nches ol mercury 3. 377
kilopMuls IkPD
16.387
CfflJ
Inches of witer
0.2491
kilopiscils
0.0164
IHres II)
Pounds/sq. in.
6.895
kilopiscils
Quirt
0.9464
litres
Gillon
YinP
3.7854
0.7646
IHres
met res3 Im')
ENERGY OR WORK
ITU
1055.
joules Ul
MASS
Foot-pound
1.3558
joules
K Hewitt -hour
3.6«lO*or
joules U -oneW-s)
Pound
0.4536
klloqrims Ikq)
3600000
Ton
907.18
kllogrims
Ton
a 907
tonne III
LIGHT
FORCE
Foolcindie
1.0764
lumens/metre2 llm/m2)
KNognrn
9.807
newtons IN)
FUEL PERFORMANCE
Ounce
0.2780
newtons
Pound
4.448
newtons
Miles W
0.4251
kilometreslitreikm/l)
CD/mile
2.3527
IHrestilometre(lftm)
VELOCITY
Miles /hour
1.6093
kilometres/hrikmAil
0)
UJ
TEMPERATURE
t -(
Dqne (ingle) 0.017 9 ridltns (rsdl
Ounce (m«ssl-inch 720.0778 mlllkjnm
(Winclnq)
Op
*C -|('F - 321
-40
T"
-20
80
"
120
140
°F
212
0 10 13JO
-p
40
00
100
°C
USC CONVERSION TABLES LIKE THIS :
O hp • 1 kW Rod Kross the 10 line to the 3 column . Read 9. 7 kW
POWER -HORSEPOWER TO KILOWATTS
( 1hp= 0 745««99 kW)
kf
o
t
Z
3
4
S
e
7
B
*
kW
A»
(H*1
*>V
kW
*w
*(V
**X
*)¥
;i' a
07S
t.4»
?24
2^8
3.73
4,47
5.22
5.9
10
7.S
&2
B.»
9.7
tQ4
11.2
t1.9
12.7
;;:-»
«4.9
T5.7
ttV4
17.?
179
186
1ft.4
V
118X.1
::»
•'• JMV
;72,<
23. »
23.9
$4,6
3S.4
78'
•i
.§
-S
w-
.8
-S
"-IU
ec
O b-
•I
•8
•8
•S
-S
PART II
Service
Manual
Detroit Diesel Engines
SERIES 53
Printed in U.S.A.
FOREWORD
This manual contains instructions on the overhaul, maintenance and
operation of the basic Series 53 Detroit Diesel Engines.
Full benefit of the long life and dependability built into these
engines can be realized through proper operation and maintenance.
Of equal importance is the use Of proper procedures during engine
overhaul.
Personnel responsible for engine operation and maintenance should
study the sections of the manual pertaining to their particular duties.
Similarly, before beginning a repair or overhaul job, the serviceman
should read the manual carefully to familiarize himself with the
parts or sub-assemblies of the engine with which he will be
concerned.
The information, specifications and illustrations in this publication
are based on the information in effect at the time of approval for
printing. This publication is revised and reprinted periodically. It is
recommended that users contact an authorized Detroit Diesel Service
Outlet for information on the latest revisions. The right is reserved to
make changes at any time without obligation.
TABLE OF CONTENTS
SUBJECT
GENERAL INFORMATION
ENGINE (less major assemblies)
FUEL SYSTEM AND GOVERNORS
AIR INTAKE SYSTEM
LUBRICATION SYSTEM
COOLING SYSTEM
EXHAUST SYSTEM
ELECTRICAL EQUIPMENT
OPERATION
TUNE-UP
SECTION
PREVENTIVE MAINTENANCE, TROUBLE SHOOTING AND STORAGE
March, 1973
General Information DETROIT DIESEL 53
SCOPE AND USE OF THE MANUAL
This manual covers the basic Series 53 Diesel Engines ouilt by the Detroit Diesel Allison Division of General
Motors Corporation.' Complete instructions on operation, adjustment (tune-up), preventive maintenance and
lubrication, and repair (including complete overhaul) are covered. The manual was written primarily for persons
servicing and overhauling the engine and, in addition, contains all of the instructions essential to the operators and
users. Basic maintenance and overhaul procedures are common to all Series 53 engines and therefore apply to all
engine models.
The manual is divided into numbered sections. The first section covers the engine (less major assemblies). The
following sections cover a complete system such as the fuel system, lubrication system or air system. Each section is
divided into sub-sections which contain complete maintenance and operating instructions for a specific sub-
assembly on the engine. For example, Section 1, which covers the basic engine, contains sub-section 1.1 pertaining
to the cylinder block, sub-section 1.2 covering the cylinder head, etc. The subjects and sections are listed in the
Table of Contents on the preceding page. Pages are numbered consecutively, starting with a new Page 1 at the
beginning of each sub-section. The illustrations are also numbered consecutively, beginning with a new Figure 1 at
the start of each sub-section.
Information regarding a general subject, such as the lubrication system, can best be located by using the Table of
Contents. Opposite each subject in the Table of Contents is a section number which registers with a tab printed on
the fjrst page of each section throughout the manual. Information on a specific sub-assembly or accessory can then
be found by consulting the list of contents on the first page of the section. For example, the cylinder liner is part of
the basic engine, therefore, it will be found in Section 1. Looking down the list of contents on the first page of
Section 1, the cylinder liner is found to be in sub-section 1.6.3. An Alphabetical Index at the back of the manual
has been provided as an additional aid for locating information.
SERVICE PARTS AVAILABILITY
Genuine Detroit Diesel "Factory Engineered" replacement parts are available from authorized Detroit Diesel
Service Outlets conveniently located within the United States, in Canada from the distribution organization of
Diesel Division, General Motors of Canada Limited, and abroad through the sales and service outlets of General
Motors Overseas Operations Divisions.
CLEARANCES AND TORQUE SPECIFICATIONS
Clearances of new parts and wear limits on used parts are listed in tabular form at the end of each section
throughout the manual. It should be specifically noted that the "New Parts" clearances apply only when all new
parts are used at the point where the various specifications apply. This also applies to references within the text of
the manual. The column entitled "Limits" lists the amount of wear or increase in clearance which can be tolerated
in used engine parts and still assure satisfactory performance. It should be emphasized that the figures given as
"Limits" must be qualified by the judgement of personnel responsible for installing new parts. These wear limits
are, in general, listed only for the parts more frequently replaced in engine overhaul work. For additional
information, refer to the paragraph entitled Inspection under General Procedures in this section.
Bolt, nut and stud torque specifications are also listed in tabular form at the end of each section.
^f^n
ige 4
DETROIT DIESEL 53
General Information
PRINCIPLES OF OPERATION
The diesel engine is an internal combustion power
unit, in which the heat of fuel is converted into work
in the cylinder of the engine.
In the diesel engine, air alone is compressed in the
cylinder; then, after the air has been compressed, a
charge of fuel is sprayed into the cylinder and ignition
is accomplished by the heat of compression.
The Two-Cycle Principle
In the two-cycle engine, intake and exhaust take place
during part of the compression and power strokes
respectively as shown in Fig. 1. In contrast, a four-
cycle engine requires four piston strokes to complete
an operating cycle; thus, during one half of its
operation, the four-cycle engine functions merely as
an air pump.
A blower is provided to force air into the cylinders for
expelling the exhaust gases and to supply the cylinders
with fresh air for combustion. The cylinder wall
contains a row of ports which are above the piston
when it is at the bottom of its stroke. These ports
admit the air from the blower into the cylinder as soon
as the rim of the piston uncovers the ports as shown in
Fig. 1 (scavenging).
The unidirectional flow of air toward the exhaust
valves produces a scavenging effect, leaving the
cylinders full of clean air when the piston again covers
the inlet ports.
As the piston continues on the upward stroke, the
exhaust valves close and the charge of fresh air is
subjected to compression as shown in Fig. 1
(compression).
Shortly before the piston reaches its highest position,
the required amount of fuel is sprayed into the
combustion chamber by the unit fuel injector as shown
in Fig. 1 (power). The intense heat generated during
the high compression of the air ignites the fine fuel
spray immediately. The combustion continues until the
injected fuel has been burned.
The resulting pressure forces the piston downward on
its power stroke. The exhaust valves are again opened
when the piston is about half way down, allowing the
burned gases to escape into the exhaust manifold as
shown in Fig. 1 (exhaust). Shortly thereafter, the
downward moving piston uncovers the inlet ports and
the cylinder is again swept with clean scavenging air.
This entire combustion cycle is completed in each
cylinder for each revolution of the crankshaft, or, in
other words, in two strokes; hence, it is a "two-stroke
cycle".
Scavenging
Competition
Power
Exhautt-
5267
Fig. 1 • The Two Stroke Cycle
February, 1972 Page 5
General Information
DETROIT DIESEL 53
GENERAL DESCRIPTION
The two-cycle diesel engines covered in this manual
have the same bore and stroke and many of the major
working parts such as injectors, pistons, connecting
rods, cylinder liners and other parts are
interchangeable.
The In-line engines, including the inclined marine
models, include standard accessories such as the
blower, water pump, governor and fuel pump, which,
on some models, may be located on either side of the
engine regardless of the direction the crankshaft
rotates. Further flexibility in meeting installation
requirements is achieved with the cylinder head which
can be installed to accommodate the exhaust manifold
on either side of the engine.
The V-type engines use many In-line engine parts,
including the 3-53 and 4-53 cylinder heads. The blower
is mounted on top of the engine between the two
banks of cylinders and is driven by the gear train. The
governor is mounted on the rear end of the 6V-53
blower and on the front end of the 8V-53 blower.
The meaning of each digit in the model numbering
system is shown in Figs. 2 and 3. The letter L or R
indicates left or right-hand engine rotation as viewed
from the front of the engine. The letter A, B, C or D
designates the blower and exhaust manifold location
on the In-line engines as viewed from the rear of the
engine while the letter A or C designates the location
of the oil cooler and starter on the V-type engines.
Each engine is equipped with an oil cooler (not
required on certain two-cylinder models), full-flow oil
filter, fuel oil strainer and fuel oil filter, an air cleaner
or silencer, governor, heat exchanger and raw water
pump or fan and radiator, and a starting motoV.
Full pressure lubrication is supplied to all main,
connecting rod and camshaft bearings and to other
moving parts. A rotor-type pump on In-line or 6V
engines or a gear-type pump on 8V engines draws oil
from the oil pan through a screen and delivers it to the
oil filter. From the filter, the oil flows to the oil cooler
and then enters a longitudinal oil gallery in the
cylinder block where the supply divides. Part of the oil
goes to the camshaft bearings and up through the
rocker arm assemblies; the remainder of the oil goes
to the main bearings and connecting rod bearings via
the drilled oil passages in the crankshaft.
Coolant is circulated through the engine by a
centrifugal-type water pump. Heat is removed from
the coolant, which circulates in a closed system, by the
heat exchanger or radiator. Control of the engine
temperature is accomplished by thermostat(s) which
regulate the flow of the coolant within the cooling
system.
Fuel is drawn from the supply tank through the fuel
strainer by a gear-type fuel pump. It is then forced
through a filter and into the fuel inlet manifold in the
cylinder head(s) and to the injectors. Excess fuel is
returned to the supply tank through the fuel outlet
manifold and connecting lines. Since the fuel is
constantly circulating through, the injectors, it serves tb
cool the injectors and to carry off any air in the fuel
system.
Air for scavenging and combustion is supplied by a
blower which pumps air into the engine cylinders via
the air box and cylinder liner ports. All air entering
the blower first passes through an air cleaner or
silencer.
Engine starting is provided by either a hydraulic or
electric starting system. The electric starting motor is
energized by a storage battery. A battery-charging
generator, with a suitable voltage regulator, serves to
keep the battery charged.
Engine speed is regulated by a mechanical or
hydraulic type engine governor, depending upon the
engine application.
§rr!l
Page 6
DETROIT DIESEL 53
General Information
5043-5101
SERIES
S3
NUIMSEi
OF
CYLINDERS
APPLICATION
DESIGNATION
BASIC IN8INE
ARRAN@iMiNTS
* (so® feelew)
DESIGN
VAilATSON
SPECIFIC MODEL NUMBER
AND STAifii-iLOWER
AliANGiMiNT
APPLICATION
a@NATION
BiSIQM VARIATION
STAKTii-BLQWii ARiANQEMENT
5042-5100 MARINE 5043 -SgOO "N" INOINE
5043-5100 FAN TO rVW-INDUSTRIAL 5043-5 J.OO 2 VALVE
504&-5100 POWER-BAS! 5043-5J|00
504|-5100 GENiltATOI 5042-2302
5047-5100 MM TO P/W- VEHICLE
number in last digit designates starter
opposite blower.
Even number in last digit designates starter
4 VALVE HEA® same side es blower.
* 2, S, 4-§3 iASi€ EN@8MJ
Rotation: R-(rlght) and L-(laft) detignatsi rotation as viewed from the end of the engine appetite the flywheel.
Type: A-B-C-D dasignatea location of exhaust manifold and blower as viewed from the flywheel end of Hi® engine.
EXHAUST MANIFOLD
LA
EXHAUST MANIFOLD
BLOWER
LI (XXXX-2XXX)
EXHAUST MANIFOLD EXHAUST MANIFOLD
BLOWER
LC (XXXX-3XXX)
BIOWER
LD (XXXX-4XXX)
EXHAUST MANIFOLD
BLOWER
HA (XXXX-5XXX)
EXHAUST MANIFOLD
BIOWER
RB (XXXX-6XXX)
EXHAUST MANIFOLD EXHAUST MANIFOLD
BLOWER
RC (XXXX-jFXXX)
BLOWER
(xxxx-sxxx)
ALL ABOVE VIEWS FROM REAi (FLYWHEEL) END OF
Fig. 2 • In-line Engine Model Description, Rotation, and Accessory Arrangements
February, 1972 Page 7
General Information
DETROIT DIESEL 53
5063
1 ** — r~
NUMBER
APPLICATION
BASIC ENGINE
DESIGN
SPECIFIC
SSRIES
or
DESIGNATION
ARRANGEMENT
VARIATION
MODEL
S3
CYLINDERS
* (see below)
NUMBER
APPLICATION PESiQMATION
SO62-3OOO MARINE
S063-32OO PAN to P/W-INDUSTRIAL
5O64-S20O POWER- BASE
SO69.32OO GENERATOR
3O67.9O4O FAN to F/W VEHICLE
S082-SOOO MARINE
3083-3000 FAN to F/W INDUSTRIAL
SO87-3O4O FAN to F/W VEHICLE
7
PESION VARIATION
5062-3000 "N" ENGINE
3063-3200 4 VALVE HEAD
* JAS8C IMQINE AR1AMQEMENTS
Setatlont R-(rlg(9«) and l-(laft) d»slgnat«8 rofatlan a» viewed from the end of th«
engine opposite fh® flywheel.
Typei A and € designates location of starter and oil cooler as viewed from the flywheel
end of th® engine.
Cylinder Bankt Left and right cylinder banks ttr® determined from the flywheel
®m<3 of th®
WW^H
BLOWER
THRUST.
REAR,
IDICR"
STARTER
Oil
COOLER
STARTER
OIL
COOLER
LC (XXXX-3XXX)
OIL
COOLER
STARTER
RA (XXXX-5XXX)
STARTER
OIL
COOLER
RC (XXXX-fXXX)
ALL ABOVE VIEWS FROM REAR FLYWHEEL END OF ENGINE
Fig. 3 • 6 and 8V Engine Model Description, Rotation and Accessory Arrangement
•MfBI
Pages
DETROIT DIESEL 53
General Information
GENERAL SPECIFICATIONS
3-53
Type
Number of Cylinders
2 Cycle
3
Bore
3.875 in
Stroke
4 5 in
Compression Ratio (Nominal) (Standard Engines).
Compression Ratio (Nominal) ("N" Engines) . .
Total Displacement « Cubic Inches
17 to 1
2V to 1
159
4
J^(P
FRONT
C
c\
~)
- ) 3-53
V*
(1
i \
3 -53
FIRING ORDER
3-53 RH - 1-3-2
Fig. 4 • Cylinder Designation and Firing Order
March, 1973 Page 9
General Information
DETROIT DIESEL 53
MODEL, SERIAL NUMBfli ANP OPTION PLATi
Fig. 5 - Typical Model and Serial Numbers as
Stamped on Cylinder Block (In-Line Engine)
On the In-line engines, the model number and serial
number are stamped on the right-hand side of the
cylinder block in the upper rear corner (Fig. 5).
An option plate, attached to the valve rocker cover, is
also stamped with the engine serial number and model
number and, in addition, lists any optional equipment
used on the engine (Fig. 7). Where required, a smoke
emission certification plate is installed next to the
option plate.
r
VAIVE ROCKER COVER
OPTION PLAT? SMOKE EMISSION PLATE
Fig. 7 - Option Plate
With any order for parts, the engine model number
and serial number must be given. In addition, if a type
number is shown on the option plate covering the
equipment required, this number should also be
included on the parts order.
All groups of parts used on a unit are standard for the
engine mode) unless otherwise listed on the option
plate.
Power take-off assemblies, torque converters, marine
gears, etc. may also carry name plates. The
information on these name plates is also useful when
ordering replacement parts for these assemblies.
Page 10
DETROIT DIESEL 53
General Information
GENERAL PROCEDURES
In many cases, a serviceman is justified in replacing
parts with new material rather than attempting repair.
However, there are times when a slight amount of
reworking or reconditioning may save a customer
considerable added expense. Crankshafts, cylinder
liners and other parts are in this category. For
example, if a cylinder liner is only slightly worn and
within usable limits, a honing operation to remove the
glaze may make it suitable for reuse, thereby saving
the expense of a new part. Exchange assemblies such
as injectors, fuel pumps, water pumps and blowers are
also desirable service items.
Various factors such as the type of operation of the
engine, hours in service and next overhaul period must
be considered when determining whether new parts
are installed or used parts are reconditioned to provide
troubie- free operation.
For convenience and logical order in disassembly and
assembly, the various sub-assemblies and other related
parts mounted on the cylinder block will be treated as
separate items in the various sections of the manual.
DISASSEMBLY
Before any major disassembly, the engine must be
drained of lubricating oil, coolant and fuel. On
engines cooled by a heat exchanger, the fresh water
system and raw water system must both be drained.
Lubricating oil should also be drained from any
transmission attached to the engine.
To perform a major overhaul or other extensive
repairs, the complete engine assembly, after removal
from the engine base and drive mechanism, should be
mounted on an engine overhaul stand; then the
various sub-assemblies should be removed from the
engine. When only a few items need replacement, it is
not always necessary to mount the engine on an
overhaul stand.
Parts removed from an individual engine should be
kept together so they will be available for inspection
and assembly. Those items having machined faces,
which might be easily damaged by steel or concrete,
should be stored on suitable wooden racks or blocks, or
a parts dolly.
CLEANING
Before removing any of the sub-assemblies from the
engine (but after removal of the electrical equipment),
the exterior of the engine should be thoroughly
cleaned. Then, after each sub-assembly is removed
and disassembled, the individual parts should be
cleaned. Thorough cleaning of each part is absolutely
necessary before it can be satisfactorily inspected.
Various items of equipment needed for general
cleaning are listed below.
The cleaning procedure used for all ordinary cast iron
parts is outlined under Clean Cylinder Block in Section
1.1; any special cleaning procedures will be mentioned
in the text wherever required.
Steam Cleaning
A steam cleaner is a necessary item in a large shop
and is most useful for removing heavy accumulations
of grease and dirt from the exterior of the engine and
its sub-assemblies.
Solvent Tank Cleaning
A tank of sufficient size to accommodate the largest
part that will require cleaning (usually the cylinder
block) should be provided and provisions made for
heating the cleaning solution to 180 ° F.-200 ° F.
Fill the tank with a commercial heavy-duty solvent
which is heated to the above temperature. Lower large
parts directly into the tank with a hoist. Place small
parts in a wire mesh basket and lower them into the
tank. Immerse the parts long enough to loosen all of
the grease and dirt.
Rinsing Bath
Provide another tank of similar size containing hot
water for rinsing the parts.
Drying
Parts may be dried with compressed air. The heat
from the hot tanks will quite frequently complete
drying of the parts without the use of compressed air.
March, 1973 Pag® 11
General Information
DETROIT DIESEL 53
Rust Preventive
If parts are not to be used immediately after cleaning,
dip them in a suitable rust preventive compound. The
rust preventive compound should be removed before
installing the parts in an engine.
INSPECTION
The purpose of parts inspection is to determine which
parts can be used and which must be replaced.
Although the engine overhaul specifications given
throughout the text will aid in determining which parts
should be replaced, considerable judgment must be
exercised by the inspector.
The guiding factors in determining the usability of
worn parts, which are otherwise in good condition, is
the clearance between the mating parts and the rate of
wear on each of the parts. If it is determined that the
rate of wear will maintain the clearances within the
specified maximum allowable until the next overhaul
period, the reinstallation of used parts may be
justified. Rate of wear of a part is determined by
dividing the amount the part has worn by the hours it
has operated.
Many service replacement parts are available in
various undersize and /or oversize as well as standard
sizes. Also, service kits for reconditioning certain parts
and service sets which include all of the parts
necessary to complete a particular repair job are
available.
A complete discussion of the proper methods of
precision measuring and inspection are outside the
scope of this manual. However, every shop should be
equipped with standard gages, such as dial bore gages,
dial indicators, and inside and outside micrometers.
In addition to measuring the used parts after cleaning,
the parts should be carefully inspected for cracks,
scoring, chipping and other defects.
ASSEMBLY
Following cleaning and inspection, the engine should
be assembled using new parts as determined by the
inspection.
Use of the proper equipment and tools makes the job
progress faster and produces better results. Likewise, a
suitable working space with proper lighting must be
provided. The time and money invested in providing
the proper tools, equipment and space will be repaid
many times.
Keep the working space, the equipment, tools and
engine assemblies and parts clean at all times. The
area where assembly operations take place should, if
possible, be located away from the disassembly and
cleaning operation. Also, any machining operations
should be removed as far as possible from the
assembly area.
Particular attention should be paid to storing of parts
and sub-assemblies, after removal and cleaning and
prior to assembly, in such a place or manner as to
keep them clean. If there is any doubt as to the
cleanliness of such parts, they should be recleaned.
When assembling an engine or any part thereof, refer
to the table of torque specifications at the end of each
section for proper bolt, nut and stud torques.
WORK SAFELY
A serviceman can be severely injured if caught in the
pulleys, belts or fan of an engine that is accidentally
started. To avoid such a misfortune, take these
precautions before starting to work on an engine:
Disconnect the battery from the starting system by
removing one or both of the battery cables. With
the electrical circuit disrupted, accidental contact
with the starter button will not produce an engine
start.
Make sure the mechanism provided at the
governor for stopping the engine is in the stop
Page 12
position. This will mean the governor is in the no-
fuel position. The possibility of the engine firing
by accidentally turning the fan or, in the case of
vehicle application, by being bumped by another
vehicle is minimized.
Some Safety Precautions To Observe When
Working On The Engine
1. Consider the hazards of the job and wear protective
gear such as safety glasses, safety shoes, hard hat, etc.
to provide adequate protection.
DETROIT DIESEL 53
General Information
2. When lifting an engine, make sure the lifting device
is fastened securely. Be sure the item to be lifted does
not exceed the capacity of the lifting device.
3. Always use caution when using power tools.
4. When using compressed air to clean a component,
such as flushing a radiator or cleaning an air cleaner
element, use a safe amount of air. Recommendations
regarding the use of air are indicated throughout the
manual. Too much air can rupture or in some other
way damage a component and create a hazardous
situation that can lead to personal injury.
5. Avoid the use of carbon tetrachloride as a cleaning
agent because of the harmful vapors that it releases.
Use perchlorethylene or trichlorethylene. However,
while less toxic than other chlorinated solvents, use
these cleaning agents with caution. Be sure the work
area is adequately ventilated and use protective gloves,
goggles or face shield, and apron.
Exercise caution against burns when using oxalic acid
to clean the cooling passages of the engine.
6. Use caution when welding on or near the fuel tank.
Possible explosion could result if heat build-up inside
the tank is sufficient.
7. Avoid excessive injection of ether into the engine
during start attempts. Follow the instructions on the
container or by the manufacturer of the starting aid.
8. When working on an engine that is running,
accidental contact with the hot exhaust manifold can
cause severe burns. Remain alert to the location of the
rotating fan, pulleys and belts. Avoid making contact
across the two terminals of a battery which can result
in severe arcing.
^mp^
March, 1973 Page 13
General Information
DETROIT DIESEL 53
•
a>
I
ui
OJ
c
Page 14
DETROIT DIESEL 53
1
fi®ss maf®r ®§§@mb9i@§i
€©N?INT§
Cylinder Block ,\
Cylinder Block End Plates .1.1
Air Box Drains .1.2
Cylinder Head .2
Valve and injector Operating Mechanism .2.1
Exhaust Valves .2.2
Valve Rocker Cover .2.4
Crankshaft .3
Crankshaft Oil Seals .3.2
Crankshaft Main Bearings .3.4
Engine Front Cover (Lower) .3.5
Crankshaft Outboard Bearing Support .3.5.1
Crankshaft Pulley 1.3.7
Flywheel 1.4
Flywheel Housing 1 .5
Piston and Piston Rings .6
Connecfing Rod .6.1
Connecting Rod Bearings .6.2
Cylinder Liner .6.3
Engine Balance and Balance Weights .7
Gear Train and Engine Timing .7.1
Camshaft, Balance Shaft and Bearings .7.2
Camshaft and Balance Shaft Gears .7.3
Idler Gear and Bearing Assembly .7.4
Crankshaft Timing Geer .7.5
Accessory Drives .7.7
Engine Front Cover (Upper) .7.8
Shop Notes-Trouble Shooting- Specifications- Service Tools 1.0
February, 1972 SEC. 1 Page 1
DETROIT DIESEL 53
1.1
CYLINDER BLOCK
The cylinder block (Fig . 0 serves as the main
structural part of the engine. Transverse webs provide
rigidity and strength and ensure alignment of the
block bores and bearings under load. Cylinder blocks
for the two, three and four cylinder In-Line engines
are identical in design and dimensions except for
length.
The block is bored to receive replaceable wet-type
cylinder liners. On the In-Line and 6V cast iron
cylinder blocks, a water jacket surrounds the upper
half of each cylinder liner.
The
water jacket and air box are sealed off by a seal ring
compressed between the liner and a groove in the
block (Fig . 3 ).
An air box surrounding the lower half of the cylinder
liners conducts the air from the blower to the air inlet
ports in the cylinder liners. An opening in the side of
the block opposite the blower on the In-Line engines
and air box openings in both sides of the block on the
V-type engines provide access to the air box and
permit inspection of the pistons and compression rings
through the air inlet ports in the cylinder liners.
The camshaft and balance shaft bores are located on
opposite sides near the top of the In-Line engine
block.
The upper halves of the main bearing supports are
cast integral with the block. The main bearing bores
are line-bored with the bearing caps in place to ensure
longitudinal alignment. Drilled passages in the block
carry the lubricating oil to all moving parts of the
engine, eliminating the need for external piping.
The top surface of the In-Line block
is grooved to accommodate a
block-to-head oil seal ring. Also, each water or oil hole
is counterbored to provide for individual seal rings
(Fig. 6).
1. Cylinder Block
2. Bore for Cylinder Liner
3. Support-Upper Main
Bearing (Rear)
4. Support-Upper Main
Bearing (Front)
5. Bore-Cam or Balance
Shaft
6. Air Box
7. Water Passage from Oil
Cooler to Block
8. Oil Gallery (Main)
9. Oil Gallery (to Blower)
10. Oil Drain from Front
Cover
11. Oil Passage to Oil
Cooler
12. Oil Passage from Oil
Cooler
13. Oil Drain from Blower
14. Cap-Main Bearing
(Front)
15. Oil Passage to Cylinder
Head (from Camshaft)
16. Oil Passage (Idler Gear
Bearing)
17. Water Drain
18. Oil Gallery to Camshaft
or Balance Shaft
19. Oil Drain from Cylinder
Head
20. Cap-Main Bearing
(Rear)
21. Oil Pressure Take-Off
Opening
Fig. 1 • Cylinder Block (Four Cylinder Block Shown)
March, 1973 SEC. 1.1 Page 1
1.1 Cylinder Block
DETROIT DIESEL 53
f\
Each cylinder liner is retained in the block by a flange
at its upper end, which seats in the counterbore in the
Fig. 3 • Air and Water Passages in In-Line
Cylinder Block
block bore. An individual compression gasket is used
at each cylinder.
When the cylinder head is installed, the gaskets and
seal rings compress sufficiently to form a tight metal-
to-metal contact between the head and the block.
The In-Line cylinder blocks were revised at the idler
gear hub mounting pads, to increase the rigidity of the
flywheel housing, by increasing two of the three
5/16" - 18 bolt holes of each mounting pad to
3/8 " - 16 bolt holes (Fig. 7). The 3/8 " - 16 boh
holes were incorporated in engines beginning with
serial numbers 2D-903, 3D-011 and 4D-103. Revised
end plates, end plate-to- block gaskets and flywheel
housing are required with the change in bolt sizes.
Only the revised cylinder blocks are available for
service.
The In-Line cyli'.der blocks have also been revised to
improve the breathing characteristics and increase the
flow of the lubricating oil returning from the cylinder
head to the engine oil sump by the addition of two
vertical oil passages directly under the camshaft and
balance shaft at the front end of the cylinder block
(Fig. 8). Cylinder blocks with the vertical oil passages
Page 2
DETROIT DIESEL 53
Cylinder Block 1.1
were used in engines beginning with serial numbers
2D-4010, 3D-1 17 and 4D-348.
New service replacement cylinder block assemblies
include the main bearing caps, bolts and washers and
the camshaft bearings (bushings). The dowels and the
necessary plugs are also included.
Since the cylinder block is the main structural part of
the engine, the various sub-assemblies must be
removed from the cylinder block when an engine is
overhauled.
The hydraulically operated overhaul stand (Fig. 9)
provides a convenient support when stripping a
cylinder block. The engine is mounted in an upright
position. It may then be tipped on its side, rotated in
either direction 90 ° or 180 ° where it is locked in place
and then, if desired, tipped back with either end or the
oil pan side up.
temovv and Disawemble Engine
must be removed from its base and disconnected from
the transmission or other driven mechanism. Details
of this procedure will vary from one application to
another. However, the following steps will be
necessary:
1. Drain the cooling system.
2. Drain the lubricating oil.
3. Disconnect the fuel lines.
4. Remove the air silencer or air cleaner and mounting
bracket.
5. Remove the turbocharger, if used.
6. Remove the blower on In-Line engines.
7. Disconnect the exhaust piping and remove the
exhaust manifold(s).
8. Disconnect the throttle controis.
9. Disconnect and remove the starting motor, battery-
charging generator and other electrical equipment.
10. Remove the air compressor, if used.
11. Remove the radiator and fan guard or the heat
exchanger and other related cooling system parts.
Before mounting an engine on an overhaul stand, it 12. Remove the air box drain tubes and fittings.
sEcTTl~~Page~3
1.1 Cylinder Block
DETROIT DIESEL 53
13. Remove the air box covers.
Fig. 6 • Cylinder Head Gaskets and Seals in
Place on Cylinder Block
14. Disconnect any other lubricating oil lines, fuel
lines or electrical connections.
15. Separate the engine from the transmission or other
driven mechanism.
Fig. 7 • Location of the Four 3/8-16 Bolt Holes
in Rear of Cylinder Block
ft.
Page 4
DETROIT DIESEL 53
Cylinder Block 1.1
Fig. 8 • Vertical Oil Passages in Top of
Cylinder Block
16. Remove the engine mounting bolts.
17. Use a chain hoist and suitable sling attached to the
engine'lifting brackets to lift the engine.
Fig. 9 - Engine Mounted on Overhaul Stand
the cylinder block, together with disassembly, inspec-
tion, repair and reassembly of each, will be found in
the various sections of this manual.
After stripping, the cylinder block must be thoroughly
cleaned and inspected.
18. Place the side of the cylinder block against the
adaptor plate on the overhaul stand (Fig. 9). Use
adaptor plate J 7622 (In-Line engine),
with overhaul stand
J 6837-01.
19. Align the bolt holes in the adaptor plate with the
holes in the cylinder block. Then install the 3/8 "-16
and 5/16 "-18 bolts, with a flat washer under the head
of each bolt, and tighten them securely.
CAUTION: Be sure the engine is securely
mounted to the overhaul stand before releasing
the lifting sling. Severe injury to personnel and
destruction of engine parts will result if the
engine breaks away from the overhaul stand.
20. With the engine mounted on the overhaul stand,
remove all of the remaining sub-assemblies and parts
from the cylinder block.
The procedure for removing each sub-assembly from
Fig. 10 - Cylinder Block Prepared for Pressure
Test
March, 1973 SEC. 1.1 Page 5
1.1 Cylinder Block
DETROIT DIESEL 53
CUKRENT BLOCK
Fig. 11 • Location of Block Bore Seal Ring
Groove
Clean Cylinder Block
1. Remove all of the plugs (except cup plugs) and
scrape all old gasket material from the block.
2. Clean the block with live steam. Make sure the oil
galleries, air box floor and air box drain openings are
thoroughly cleaned.
Jets are not machined in the camshaft
and balance shaft bushing bores in the current In-Line
cylinder blocks. Oil is directed to the cam
followers through small slots incorporated in the
camshaft and balance shaft bearings.
3. Dry the block with compressed air.
Pressure Test Cylinder Block
After the cylinder block has been cleaned, it must be
pressure tested for cracks or leaks by either one of two
methods. In either method, it will be necessary to
make a steel plate of 1/2 " stock to cover each cylinder
bank of the block (Fig. 10). The plate(s) will
adequately seal the top surface of the block when used
with cylinder liner compression gaskets and water hole
Page 6
J 5347.
Fig. 12 - Checking Cylinder Block Bore with
Tool J 5347
seal rings. It will also be necessary to use water hole
cover plates and gaskets to seal the water inlet
openings in the sides of the block. One cover plate
should be drilled and tapped to provide a connection
for an air line so the water jacket can be pressurized.
METHOD "A"
This method may be used when a large enough water
tank is available and the cylinder block is completely
stripped of all parts.
1. Make sure the seal ring grooves in the cylinder
bores of the block are clean. Then install new seal
rings in the grooves (above the air inlet ports).
NOTE: The current blocks have two seal ring
grooves above the air inlet ports of each
cylinder bore. Only one seal ring is required,
however. Install the seal ring in the upper
groove, if it is in good condition; if the upper
groove is pitted or eroded, install the seal ring
in the lower groove.
2. Apply a light coating of hydrogenated vegetable
r
DETROIT DSESEL 53
Cylinder Block 1.1
: MEASURE INSIDE DIAMETER Of BLOCK j
BORE AT PLACES A, 8, C AND D ON
"X7." AND "WY" AXIS.
Fig. 13 • Block Bore Measurement Diagram
type shortening or permanent type antifreeze solution
to the seal rings.
3. Slide the cylinder liners into the block, being careful
not to roll or damage the seal rings. Install new
compression gaskets and water hole seal rings in the
counterbores in the top surface of the block.
4. Secure the plate(s) on the top of the block with
5/8 "-1 1 bolts and flat washers.
5. Install the water hole cover plates and gaskets on the
sides of the block.
6. Immerse the cylinder block for twenty minutes in a
tank of water heated to 180 ° - 200 ° F.
7. Attach an air line to the water hole cover plate and
apply 60 psi air pressure to the water jackets and
observe the water in the tank for bubbles which will
MAIN BEARING CAPS FLYWHEEL ENDJ
Fig. 14 - Typical Cylinder Block Markings
indicate cracks or leaks. A cracked cylinder block must
be replaced by a new block.
8. Remove the block from the water tank. Then
remove the plates, seals, gaskets and liners and blow
out all of the passages in the block with compressed
air.
9. Dry the cylinder liners with compressed air and coat
them with oil to prevent rust.
METHOD "B"
This method may be used when a large water tank is
unavailable, or when it is desired to check the block
for cracks without removing the engine from the
equipment which it powers. However, it is necessary to
remove the cylinder head(s), blower, oil cooler, air box
covers and oil pan.
1. Prepare the block as outlined in Method "A".
However, before installing the large sealing plate, fill
the water jacket with a mixture of water and one
gallon of permanent type antifreeze. The antifreeze
will penetrate small cracks and its color will aid in
detecting their presence.
2. Install the plate(s) and water hole covers as outlined
in Method "A".
3. Apply 60 psi air pressure to the water jacket and
maintain this pressure for at least two hours to give
the water and antifreeze mixture ample time to work
its way through any cracks which may exist.
4. At the end of this test period, examine the cylinder
bores, air box, oil passages, crankcase and exterior of
the block for presence of the water and antifreeze
mixture which will indicate the presence of cracks. A
cracked cylinder block must be replaced by a new
block.
5. After the pressure test is completed, remove the
March, 1973 SEC. 1.1 Page 7
1.1 Cylinder Block
DETROIT DIESEL 53
plates and drain the water jacket. Then remove the
liners and seal rings and blow out all of the passages
in the block with compressed air.
6. Dry the cylinder liners with compressed air and coat
them with oil to prevent rust.
Inspect Cylinder Block
After cleaning and pressure testing, inspect the
cylinder block.
1. Check the block bores as follows:
a. Make sure the seal ring grooves (Fig. 11) are
thoroughly clean. Then inspect the grooves and
lands for evidence of pitting and erosion. Two
grooves are provided above the air inlet ports of
each cylinder bore in the current block. The single
groove formerly below the air inlet ports has been
eliminated. However, a cylinder liner seal ring is
required in the upper groove only. The lower
groove (on the current block) is provided for the
seal ring if inspection reveals extensive pitting or
erosion along the upper land or inner surface of
the upper groove. If both grooves are eroded to
the extent that sealing is affected, then the block
must be replaced.
b. Measure the entire bore of each cylinder with
cylinder bore gage J 5347 (Fig. 12) which has a
dial indicator calibrated in .0001 " increments.
Use dial bore gage setting tool J 23059 to preset
the cylinder bore gage to zero. Measure each
block bore at the positions indicated in Fig. 13,
on axis 90 ° apart. If the diameter does not exceed
4.5235 " at position "A", 4.4900 " at position "B"
(and a sealing problem hasn't occured), or
4.3595 " at position "C" and "D", then the block
may be reused. Also, the taper and out of round
must not exceed .0015 ".
2. Check the top of the block for flatness with an
accurate straight edge and a feeler gage. The top
surface must not vary more than .003 " transversely
and not over .006 " (3-53
engine) longitudinally.
3. Make sure the cylinder liner counterbores in the
block are clean and free of dirt. Then check the depth.
The depth must be .300 " to .302 " and must not vary
more than .0015 " throughout the entire circumfer-
ence. The counterbored surfaces must be smooth and
square with the cylinder bore within .001 " total
indicator reading. There must not be over .001 "
difference between any two adjacent cylinder counter-
bores, when measured along the cylinder longitudinal
centerline of the cylinder block.
Pa ere g
4. Check the main bearing bores as follows:
a. Check the bore diameters with the main bearing
caps in their original positions. Lubricate the bolt
threads and bolt head contact areas with a small
quantity of International Compound No. 2, or
equivalent. Then install and tighten the bolts to
the specified torque. When making this check, do
not install the main bearing cap stabilizers. The
specified bore diameter is 3.251 " to 3.252 " (In-
Line engine).
If the bores do not fall within these
limits, the cylinder block must be rejected.
CAUTION: Main bearing cap bolts are espe-
cially designed for this purpose and must not be
replaced by ordinary bolts. Effective with
engine serial numbers 6D-27030 and 8D-1155,
a new hexagon head bolt and hardened steel
washer are being used in place of the former
12-point flange type main bearing cap bolt.
NOTE: Bearing caps are numbered to corre-
spond with their respective positions in the
cylinder block. It is imperative that the bearing
caps are reinstalled in their original positions to
maintain the main bearing bore alignment. The
number of the front main bearing cap is also
stamped on the face of the oil pan mounting
flange of the cylinder block, adjacent to its
permanent location in the engine as established
at the time of manufacture. The No. 1 main
bearing cap is always located at the end
opposite the flywheel end of the cylinder block
(Fig. 14).
b. Finished and unfinished main bearing caps are
available for replacing broken or damaged caps.
When fitting a finished replacement bearing cap,
it may be necessary to try several caps before one
will be found to provide the correct bore diameter
and bore alignment. If a replacement bearing cap
is installed, be sure to stamp the correct bearing
position number on the cap.
NOTE: Use the unfinished bearing caps for the
front and intermediate bearing positions. The
finished bearing caps, machined for the
crankshaft thrust washers, are to be used in the
rear bearing position.
c. Main bearing bores are line-bored with the
bearing caps in place and thus are in longitudinal
alignment. Bearing bores may be considered
properly aligned with one another if the
crankshaft can be rotated freely by hand after
new bearing shells . have been installed and
lubricated and the bearing caps have been
secured in place and the bolts tightened to the
specified torque. If a main bearing bore is more
JWipi^
DETROIT DIESEL 53
Cylinder Block 1.1
than .001 " out of alignment, the block must be
line-bored or scrapped. Misalignment may be
caused by a broken crankshaft, excessive heat or
other damage.
d. If the main bearing bores are not in alignment or
a replacement bearing cap is used, the block must
be line-bored. Install the bearing caps in their
original positions (without the bearing cap
stabilizers) and tighten the bolts to the specified
torque (Section 1.0). Line-bore the block, but do
not remove more than .001 " stock. After boring,
all bores must be within the specified limits of
3.251 " to 3.252 " (In-Line block).
5. Replace loose or damaged dowel pins. The dowels at
the ends of the cylinder block must extend .680 " from
the cylinder block face.
The dowels used to retain the crankshaft thrust
washers on the rear main bearing cap must extend
.107 "to .117 "from the surface of the bearing cap.
6. Check all of the machined surfaces and threaded
holes in the block. Remove nicks and burrs from the
machined surfaces with a file. Clean-up damaged
threads in tapped holes with a tap or install helical
thread inserts.
7. After inspection, if the cylinder block is not to be
used immediately, spray the machined surfaces with
engine oil. If the block is to be stored for an extended
period of time, spray or dip it in a polar type rust
preventive such as Valvoline Oil Company's "Tectyl
502-C", or equivalent. Castings free of grease or oil
will rust when exposed to the atmosphere.
Assemble and Install Engine
After the cylinder block has been cleaned and
inspected, assemble the engine as follows:
NOTE: Before a reconditioned or new service
replacement cylinder block is used, steam clean
it to remove the rust preventive and blow out
the oil galleries with compressed air.
1. Mount the block on the overhaul stand.
2. If a new service replacement block is used, stamp
the engine serial number and model number on the
upper rear corner of the In-Line block..
Also stamp the
position numbers on the main bearing caps (Fig. 14)
and the position of the No. 1 bearing on the oil pan
mounting flange of the block.
3. Install all of the required plugs and drain cocks. Use
a good grade of sealing compound on the threads of
the plugs and drain cocks. If a new service
replacement block is used, make sure the top surface is
plugged correctly to prevent low oil pressure or the
accumulation of abnormal quantities of oil in the
cylinder head.
4. Clean and inspect all of the engine parts and sub-
assemblies and, using new parts as required, install
them on the cylinder block by reversing the sequence
of disassembly. The procedures for inspecting and
installing the various parts and sub-assemblies are
outlined in the following sections of this manual.
5. Use a chain hoist and suitable sling to transfer the
engine to a dynamometer test stand.
6. Install the air box covers and tighten the bolts. On
In-Line engines, tighten the bolts to 12-16 Ib-ft torque.
7. Complete the engine build-up by installing all
remaining accessories, fuel lines, electrical connections,
controls etc.
8. Operate the engine on a dynamometer, following
the RUN-IN procedure outlined in Section 13.2.1.
9. Reinstall the engine in the equipment which it
powers.
November, 1973 SEC. 1.1 Page 9
DETROIT DIESEL 53
1.1.1
CYLINDER BLOCK END PLATE
A flat steel plate, bolted to the rear end of the cylinder
block, provides a support for the flywheel housing. A
gasket is used between the block and the end plate.
Inspection
When the end plate is removed, it is essential that all
of the old gasket material be removed From both
surfaces of the end plate and the cylinder block. Clean
the end plate as outlined under Clean Cylinder Block in
Section 1.1.
Install End Plate
1. Affix a new gasket to the end of the cylinder block
(flywheel end), using a non-hardening gasket cement.
Also apply an even coating of gasket cement to the
outer surface of the gasket (the surface next to the end
plate).
Inspect both surfaces of the end plate for nicks, dents,
scratches or score marks and check it for warpage.
Check the plug nuts in the end plate for cracks or
damaged threads. If nicks or scratches on the sealing
surfaces of the end plate are too deep to be cleaned
up, or the plug nuts are damaged, replace the end
plate or plug nuts.
When installing a plug nut, support the end plate on a
solid flat surface to avoid distorting the plate. Then
press the nut in the end plate until the head on the nut
seats on the end plate.
/o
0 V>
-BOLT W 16 x
«W» « , 4®***,,
2. Align the dowel pin holes in the end plate with the
dowel pins in the cylinder block. Then start the end
plate over the dowel pins and push it up against the
cylinder block.
NOTE: When installing the end plate, the heads
of the plug nuts at the top of the end plate on
the In-line engine
should always face the forward end of the
cylinder block.
Fig. 1 • Cylinder Block Rear End Plate
Mounting (In-Line Engine)
November, 1973 SEC. 1.1.1 Page 1
1.1.1 End Plate
DETROIT DIESEL 53
3. On In-line engines, refer to Fig. 1 and install the
3/8 "-16 x 7/8 " bolts with lock washers. Tighten the
bolts to 30-35 Ib-ft torque.
NOTE: On In-line engines built prior to engine
serial numbers 2D-903, 3D-01 1 and 4D-103, the
top center end plate attaching bolt was 3/8 "-16
x 3/4 ". Do not use a longer bolt at this
location on engines built prior to the above
engine serial numbers.
4. On a V-type engine, refer to Fig. 2 for the location
and install the 3/8 "-16 x I " bolts with lock washers.
Also install the two special washers and two 1/2 "-13 x
1-1/2 " bolts as shown when the fuel pump is driven
off the camshaft, or one special washer and bolt when
the fuel pump is driven by the accessory gear. Tighten
the 3/8 "-16 bolts to 30-35 Ib-ft torque and the 1/2 "-
13 bolts to 71-75 Ib-ft torque.
Page 2
DETROIT DIESEL 53
1.1.2
AIR BOX DRAINS
During normal engine operation, water vapor from
the air charge, as well as a slight amount of fuel and
lubricating oil fumes, condenses and settles on the
bottom of the air box. This condensation is removed
by the air box pressure through air box drain tubes
mounted on the sides of the cylinder block.
The air box drains must be kept open at all times,
otherwise water and oil that may accumulate will be
drawn into the cylinders.
One drain tube is used on an In-line engine (Fig. 1).
Fig. 1 • Air Box Drain Tube Mounting (In-Line
Engines)
November, 1973 SEC. L1.2 Page 1
1.1.2 Air Box Drains
DETROIT DIESEL 53
Inspection
A periodic check for air flow from (he air box drain
tubes should he made (refer lo Section 15.1).
Page 2
DETROIT DIESEL 53
1.2
CYLINDER
The cylinder head (Fig. 1) is a one-piece casting. It
may be removed from the engine as an assembly
containing the cam followers, cam follower guides,
rocker arms, exhaust valves and injectors. The head is
securely held to the top of the cylinder block with
bolts.
Located in the cylinder head are the exhaust valves, a
fuel injector and three rocker arms for each cylinder.
One rocker arm operates the injector plunger; the
other two operate the exhaust valves. The rocker arms
are operated by a camshaft through cam followers and
push rods.
Exhaust valve inserts (valve seats), pressed into the
cylinder head, permit accurate seating of the valves
under varying conditions of temperature and materi-
ally prolong the life of the cylinder head. The inserts
are ground to very close limits and their freedom from
I
INJECTOR
EXHAUST
MANIFOLD WATER
STUD NOZZLES
o « o o * 6*0 .
CONTROL
TUBE ASSEMBLY
Fig. 1 - Typical Four-Valve Cylinder Head Assembly
July, 1970 SEC. 1.2 Page 1
.2 Cylinder Head
DETROIT DIESEL 53
•arpage, under ordinary conditions, reduces valve
conditioning to a minimum.
'o ensure efficient cooling, each fuel injector is
iserted into a thin-walled tube which passes through
le water space in the cylinder head. The lower end of
ie injector tube is pressed into the cylinder head and
ared over; the upper end is flanged and sealed with a
eoprene seal. The flared lower end and sealed upper
nd prevent water leaks around the copper tube.
'he exhaust passages from the exhaust valves of each
ylinder lead through a single port to the exhaust
lanifold. The exhaust passages, exhaust valve inserts
nd injector tubes are completely surrounded by
ooling system water.
i addition to being surrounded by water, cooling of
icse areas is further assured by the use of double jet
pray nozzles installed between each pair of cylinders
i the water inlet ports of four valve cylinder heads.
Jozzle holes are so positioned in the cylinder head
lat the comparatively cool water which enters the
ead is directed at high velocity against the sections of
ic head which are subjected to the greatest heat.
o seal compression between the cylinder head and
ic cylinder liner, separate laminated metal gaskets
:e provided at each cylinder. Water and oil passages
:tween the block and head are sealed with synthetic
ibber seal rings which fit into counterbored holes in
ic block. A synthetic rubber seal fits into a milled
roove in the block near the outer edge of the area
>vered by the cylinder head. When the cylinder head
pulled down, a positive leakproof metal-to-metal
intact is assured between the head and block,
ertain service operations on the engine require the
imoval of the cylinder head. These operations are:
. Removing and installing the pistons.
, Removing and installing the cylinder liners.
Removing and installing the exhaust valves.
Removing and installing the valve guides.
Reconditioning the exhaust valves and valve seats.
Replacing the injector tubes.
Installing new cylinder head gaskets.
Removing and installing a camshaft.
Cylinder Head Maintenance
Engine temperatures should be maintained between
160° and 185°F. and the cooling system should be
inspected daily and kept full at all times.
Unsuitable water in the cooling system may result in
lime and scale formation which prevent proper
cooling. The cylinder head should be inspected around
the exhaust valve water jackets. This can be done by
removing an injector tube. Where inspection discloses
such deposits, a reliable non-corrosive scale remover
should be used to remove the deposits from the
cooling system of the engine, since a similar condition
will exist in the cylinder block and other components
of the engine. Refer to Section 13.3 for engine coolant
recommendations.
Adding cold water to a hot engine may result in head
cracks. Water must be added slowly to a hot engine to
avoid rapid cooling which will result in distortion and
cracking of the cylinder head (and cylinder block).
Loose or improperly seated injector fubes may result
in compression leaks into the cooling system and cause
a loss of engine coolant. The tubes should be tight and
properly seated. Refer to Section 2.1.4.
The development of cracks in the cylinder head may
be caused by abnormal operating conditions or
through neglect of certain maintenance items. If this
type of failure should occur, a careful inspection
should be made to determine the cause so that a
recurrence of the failure will be prevented.
Overtightening the injector clamp bolts may also result
in head cracks. Always use a torque wrench to lighten
the bolts to the specified torque.
Other conditions which may eventually result in head
cracks are:
1. Excess fuel in the cylinders due to leaking injectors.
2. Oil pull-over due to an overfilled air cleaner .sump,
or improper viscosity oil in the air cleaner.
3. Neglected cylinder block air box drains which allow
accumulated oil to be drawn into the cylinders.
Remove Cylinder Head
Due to various optional and accessory equipment used
on the different engine models, only the general steps
for removal of the cylinder head are covered. If the
engine is equipped with special accessories that affect
cylinder head removal, note the position of each
before disconnecting or removing them to assure the
correct reinstallation.
age 2
DETROIT DIESEL 53
Cylinder Head 1.2
1. Disconnect the exhaust piping at the exhaust
manifold.
2. Drain the cooling system.
3. Remove the air cleaner(s) or air silencer.
4. Disconnect the fuel lines at the cylinder head.
5. Remove the thermostat housing and the thermostat
as an assembly.
6. Clean and remove the valve rocker cover.
7. Disconnect and remove the fuel rod between the
governor and the injector control tube lever. Remove
the fuel rod cover, if used.
8. Remove the exhaust manifold.
9. Remove the injector control tube and brackets as an
assembly.
10. If the cylinder head is to be stripped for
reconditioning of valves and valve seats or for a
complete cylinder head overhaul, remove the fuel
pipes and injectors at this time. Refer to Sections 2.1
or 2.1.1 for removal of the injectors.
11. Remove the cylinder head bolts. Then, lift the
cylinder head off of the cylinder block, with lifter tool
J 22062-01 (Fig. 2).
CAUTION: When resting the cylinder head
assembly on a bench, protect the cam follower
rollers and the injector spray tips by resting the
valve side of the head on 2" thick wood blocks.
12. Remove the cylinder head compression gaskets, oil
seals and water seals.
Disassemble Cylinder Head
If a cylinder head is removed for inspection and
possible repair or replacement, remove the following
parts:
1. Fuel injectors, if rot previously removed.
2. Fuel connectors.
3. Cam follower guides and cam followers.
4. Rocker arms, rocker arm shafts, brackets, push rods,
push rod springs, spring seats and spring seat
retainers.
5. Exhaust valves and valve springs.
in
Fig. 2 - Lifting Cylinder Head Assembly Off
Cylinder Block with Tool J 22062-01
The removal procedures to be • followed, when
removing the parts mentioned above, are covered
their respective sections of this manual.
Clean Cylinder Head
After the cylinder head has been stripped of all the
component parts and all of the plugs (except cup
plugs) have been removed, steam clean the head
thoroughly.
Thoroughly clean a new service cylinder head to
remove all of the rust preventive compound,
particularly from the integral fuel manifolds, before
the plugs are installed in the fuel manifolds and the
head is mounted on the engine. A simple method of
removing the rust preventive compound is to immerse
the head in solvent, oleum or fuel oil; then, go over
the head and through all of the openings with a soft
bristle brush. A suitable brush for cleaning the fuel
manifolds can be made by attaching a 1/8" brass rod
to brush J 8152. After cleaning, dry the cylinder head
with compressed air.
Inspect Cylinder Head
I. Check the cylinder head for leaks as follows:
a. Seal off the water holes in the head with steel
plates and suitable rubber gaskets held in place
by bolts.
July, 1970 SEC. 1.2 Page 3
DETROIT DIESEL 53
1.2 Cylinder Head
stresses to occur in the casting
flatness of the head
which will affect the
, Check ,h. bouon, (fire deck, of .he cy.ind.r head
for flatness as follows:
*• "inTto check for ^^indeXXIso, check
end and between , alUfjhe cyli^^ ^ ^
in
Maximum
Transverse
Warpage
Fig 3 - Checking Bottom Face of Cylinder
Head for Warpage
c
reworking operations.
b.
or
IK
, v the cylinder
injector tube, prgr to
of metal should be «"OJ. fro[n the top to
the cylinder head. The J»tanc must
the bottom (fir. > deck) of the <£ ^ (p.g 4)
be less than ™'°' oved on the face
heated
the
cr.cks
outlined in Step 1.
leaks.
.
d. Remove the cylinder, head from the tank and dry
it with compressed air.
e. if inspection revealed cracks, replace the cylinder
head.
f. Replace any leaking injector tubes as outlined in
Section 2.1.4.
0»e, a P^nsed P«iod of op^uon,
head may assume,V0"'0";ti;al However, if the
become o,e,he,.ed be»»*
le"lperalures c'use
Fig 4 - Minimum Distance Between Top and
Bottom Faces of Cylinder Head
Page 4
DETROIT DIESEL 53
Cylinder Head 1.2
up with crocus cloth wet with fuel oil. If the bores are
excessively scored or worn so that the cam follower-to-
head clearance exceeds .006" , replace the cylinder
head.
4. Inspect the valve seat inserts for cracks or burning.
Also, check the valve guides for scoring.
5. Check the water nozzles in a four-valve cylinder
head to be sure they are not loose. Water nozzles are
used only in the passages between the cylinders. If
necessary, install or replace the water nozzles as
follows:
a. Be sure the water inlet ports in the bottom of the
head are clean and free of scale. The water holes
may be cleaned up with a 5/8" diameter drill.
Break the edges of the holes slightly.
b. If the water holes in the head have been enlarged
by corrosion, use a wooden plug or other suitable
tool to expand the nozzles so that they will remain
tight after installation.
c. Press the nozzles in place with the outlet holes
positioned as shown in Fig. 5. The angle between
the outlet holes in the nozzle is 90°. Press the
nozzles from flush to 1/32" below the bottom
surface of the cylinder head.
6. Inspect the parts removed from the cylinder head
before they are reinstalled in the old head or
transferred to a new cylinder head.
Fig. 5 • Correct Installation of Water Nozzles
in Four-Valve Cylinder Head
2. Exhaust valves and springs (Section 1.2.2).
3. Install the fuel injectors at this time or after
installing the cylinder head (Sections 2.1 or 2.1.1).
4. Cam followers, cam follower guides, push rod
assemblies, rocker arm shafts and rocker arms; do not
tighten the rocker arm bracket bolts at this time
(Section 1.2.1).
5. Place new washers on the fuel connectors, then
install the fuel connectors and tighten them to 20-28
Ib-ft torque.
Assemble Cylinder Head
New service cylinder heads include valve guides, valve
seat inserts, water nozzles, injector tubes and the
necessary plugs.
CAUTION: When installing the plugs in the fuel
manifolds, apply a small amount of sealant
merchandized as a "dual purpose sealer" to the
threads of the plugs only. Work the sealant into
the threads and wipe off the excess with a clean,
lint-free cloth so that the sealant will not be
washed into the fuel system and result in
damage to the injectors.
When a new cylinder head is to be used, remove the
parts listed below from the old head and install them
in the new head. If the old cylinder head is to be
reused, install the parts in the old head prior to
assembling the head on the cylinder block.
1. Exhaust manifold studs.
Pro-Installation Inspection
Perform the following inspections just prior to
installing the cylinder head on the engine.
1. Check the cylinder liner flange height as outlined in
Section 1.6.3.
2. Check to be sure the tops of the pistons are clean
and free of foreign material.
3. Check to see that each push rod is threaded into the
clevis until the end of the push rod projects through
the clevis. This is important since serious engine
damage will be prevented when the crankshaft is
rotated during tune-up.
4. Check to be sure that the groove and the
counterbores in the top of the cylinder block are clean
and smooth.
July, 1970 SEC. 1.2 Page 5
2 Cylinder__Head_
i '
Install Cylinder Head
i r ^ll of the cylinder head
a final visual check of al of ^the y
t h
and -als to ensure
tht
SMls as
below.
and
are
, „. .
i liner.
"*
. ,
block bolt holes (Fig. 2).
Page 6
DETROIT DIESEL 53
Cylinder Head 1.2
6. The cylinder head must be gradually and uniformly
drawn down against the gaskets and seals to ensure a
good seal between the cylinder head and the block.
Therefore, it is vitally important that the cylinder head
be installed with the utmost care.
7. Then, begin on the camshaft side of the head to
take up the tension in the cam follower springs by
tightening the bolts lightly. Finally tighten the bolts to
170-180 Ib-ft torque with a torque wrench, about one-
half turn at a time, in the sequence shown in Fig. 6.
Under no circumstances should the torque exceed the
specified limits, otherwise the bolts may become
stretched beyond their elastic limits.
8. Cover the oil drain holes in the cylinder head to
prevent foreign objects from falling into the holes.
9. If the injectors were not previously installed, refer to
Section 2.1 or 2.1.1 and install them at this time.
10. Tighten the rocker arm bracket bolts to 50-55 Ib-ft
torque.
CAUTION: There is a possibility of damaging
the exhaust valves if the exhaust valve bridge is
not resting on the ends of the exhaust valves
when tightening the rocker arm bracket bolts.
Therefore, note the position of the exhaust
valve bridge before, during and after tighten-
ing the bolts.
11. Align the fuel pipes and connect them to the
injectors and the fuel connectors. Use socket J 8932-01
to tighten the connections to 12-15 Ib-ft torque.
CAUTION: Do not bend the fuel pipes and do
not exceed the specified torque. Excessive
tightening will twist or fracture the flared ends
of the fuel pipes and result in leaks.
Lubricating oil diluted by fuel oil can cause
serious damage to the engine bearings.
12. Set the injector control tube assembly in place on
the cylinder head and tighten the bolts, finger tight
only. When positioning the injector control tube, be
sure that the ball end of each injector rack control
lever engages the slot in the corresponding injector
control rack. With one end of the control tube return
spring hooked around an injector rack control lever
and the other end hooked around a control tube
bracket, tighten the bracket bolts to 10-12 Ib-ft torque.
13. After tightening the bolts, revolve the tube and see
if the return spring pulls the injector racks out (no-fuel
position) after they have been moved all the way in
(full-fuel position). Since the injector control tube is
mounted in self-aligning bearings, tapping the tube
lightly with a soft hammer will remove any bind that
exists. The injector racks must return to the no-fuel
position freely by aid of the return spring only. Do not
bend the return spring to bring about this condition.
14. Install the fuel rod and the fuel rod cover (if used).
15. Remove the covers from the drain holes in the
head.
16. Install the exhaust manifold and connect the
exhaust piping.
17. Install the thermostat housing and the thermostat.
18. Install the air cleaners.
19. Connect the fuel lines.
20. Fill the cooling system and check for leaks.
21. With the throttle in the OFF position, crank the
engine over to be sure that all of the parts function
freely.
22. Before starting the engine, perform an engine
tune-up as outlined in Section 14.
23. Refer to Section 13.1 and start the engine. After
starting the engine, check all fuel line connections to
ensure that no fuel oil leaks into the cylinder head
compartment to dilute the lubricating oil.
24. After the engine has been warmed up (to at least
160°F.), recheck the torque on the cylinder head bolts.
25. Recheck the exhaust valve clearance and the
injector timing after the engine reaches normal
operating temperature.
26. Examine all fuel oil, lubricating oil and water
connections for possible leaks. Tighten the connec-
tions, if necessary.
27. Install the valve rocker cover, using a new gasket.
July, 1970 SEC. 1.2 Page 7
DETROIT DIESEL 53
1.2.1
VALVE AND INJECTOR OPERATING MECHANISM
Three rocker arms are provided for each cylinder; the
two outer arms operate the exhaust valves and the
center arm operates the fuel injector.
Each set of rocker arm assemblies pivots on a shaft
supported by two brackets. A single bolt secures each
bracket to the top of the cylinder head. Consequently,
the removal of two bracket bolts permits the rocker
arm assembly for one cylinder to be raised, providing
easy access to the fuel injector and valve springs.
The rocker arms are operated by the camshaft through
cam followers and short push rods extending through
the cylinder head (Fig. 1).
Each cam follower operates in a bore in the cylinder
head. A guide for each set of three cam followers is
attached to the bottom of the cylinder head to keep
the follower rollers in line with the cams and serves as
a retainer during assembly and disassembly.
A coil spring, located inside of each cam follower, is
held in place in the cylinder head by a spring seat and
spring seat retainer.
Several operations may be performed on the valve
mechanism without removing the cylinder head from
the cylinder block, while the head must be removed
for certain other operations. The operations NOT
requiring removal of the cylinder head are:
1. Adjusting valve clearance.
2. Removing and installing a valve spring.
3. Removing and installing a rocker arm.
4. Removing and installing a rocker arm shaft or shaft
bracket.
5. Removing and installing an injector.
It is also possible, if occasion requires, to remove or
replace a push rod, push rod spring, spring seats or
cam follower without removing the cylinder head.
These parts, however, are more easily changed from
the lower side of the cylinder head when the head is
off the engine. Both methods are covered in this
Section.
To remove and install valves, valve guides, valve seat
inserts and to recondition valves and valve seats, the
cylinder head must be removed. Exhaust valves, guides
and inserts are covered in Section 1.2.2.
Lubrication
The valve and injector operating mechanism is
lubricated by oil from a longitudinal oil passage, on
the camshaft side of the cylinder head, which connects
with oil passages in the cylinder block. Oil from this
Fig. 1 • Injector Operating Mechanism (In-Line
Engine Shown)
Fig. 2 • Cam Follower and Guide Location
July, 1972 SEC. 1.2.1 Page 1
1.2.1 Valve Operating Mechanism
DETROIT DIESEL 53
Fig. 3 • Removing Push Rod from Upper Side
of Cylinder Head with Tool J 3092-01
longitudinal passage enters the drilled rocker arm
shafts through the lower end of the drilled rocker
shaft bracket bolts and lubricates the rocker arms.
Excess oil from the rocker arms lubricates the exhaust
valves and cam followers. Additional cam follower
lubrication is provided by oil from grooves in the
camshaft bushing bores which is directed against the
cam follower rollers.
Remove Rocker Arms and Rocker Arm Shaft
1. Clean and remove the valve rocker cover.
2. Remove the fuel pipes from the injector and the
fuel connectors.
CAUTION: Immediately after removjng the fuel
pipes, cover each injector opening with a
shipping cap to prevent dirt or other foreign
snipping cap to prevent am or i
matter from entering the injector.
3. Bar the engine over in the direction of engine
rotation or crank the engine with the starting motor to
bring the push rod ends -- the outer ends -- of the
injector and valve rocker arms in line horizontally.
Fig. 4 • Testing Push Rod Spring
4. Remove the two bolts which hold the rocker arm
shaft brackets to the cylinder head. Remove the
brackets and the shaft.
5. Loosen the lock nut at the upper end of the push
rod, next to the clevis, and unscrew the rocker arm
from the push rod.
.010" TOTAL (MAX)
DIAMETRIC
CLEARANCE
Fig. 5 • Cam Roller Wear and Clearance
Diagram
Page 2
DETROIT DIESEL 53
Valve Operating Mechanism 1.2.1
Inspection
Wash the rocker arms, rocker arm shaft and brackets
thoroughly in clean fuel oil and dry them with
compressed air. Make certain that the oil passages in
the rocker arms, rocker arm shaft and bracket bolts
are open and clean.
Inspect all of the parts for excessive wear.
The maximum clearance between the rocker arm shaft
and the injector rocker arm bushing or an exhaust
valve rocker arm (which has no bushing) is .004 " with
used parts.
Examine each rocker arm pallet (contact face) for
wear or galling. Also check the contact surfaces of the
exhaust valve bridge (four valve cylinder heads).
Remove Cam Follower and Push Rod Assembly
(Cylinder Head Removed from Engine)
With the cylinder head removed from the engine,
remove the cam followers as follows:
1. Rest the cylinder head on its side and remove the
two bolts and lock washers securing the cam follower
guide to the bottom of the cylinder head (Fig. 2).
Remove the guide.
2. Pull the cam followers from the bottom of the
cylinder head.
3. Remove the fuel pipes from the injector and the
fuel connectors.
4. Loosen the lock nuts at the upper end of the push
rods and unscrew the push rods from the rocker arm
clevises.
5. Pull the push rod and spring assemblies from the
bottom of the cylinder head.
6. Remove the push rod lock nut, upper spring seat,
spring and lower spring seat from each push rod for
cleaning and inspection.
The push rod spring seat retainers remain in the
cylinder head. If the head is to be changed, these
retainers must be removed and installed in the new
head.
Remove Cam Follower and Push 0Rod Assembly
(Cylinder Head Not Removed from Engine)
A push rod, push rod spring, spring seats and cam
follower may be removed from the top of the cylinder
head by using tool J 3092-01 as shown in Fig. 3.
LEG
FORMER
CURRENT
Fig. 6 • Former and Current Cam Followers
1 . Clean and remove the valve rocker cover.
2. Remove the fuel pipes from the injector and the
fuel connectors.
3. Remove the rocker arm brackets and rocker arm
shaft as outlined in Steps 3 and 4 under Remove
Rocker Arms and Rocker Arm Shaft.
4. Loosen the lock nut at the upper end of the push
rod, next to the clevis, and unscrew the rocker arm
from the push rod to be removed. Remove the lock nut
from the push rod.
5. Install the remover J 3092-01, a flat washer and nut
on the push rod (Fig. 3). Screw the nut down on the
end of the push rod to compress the push rod spring.
6. Remove the retainer from the cylinder head with a
screw driver or similar tool as shown in Fig. 3.
7. Unscrew the nut at the outer end of the push rod,
thus releasing the spring.
8. Pull the push rod, spring, spring seats and cam
follower out through the top of the cylinder head.
July, 1972 SEC. 1.2.1 Page 3
1.2.1 Valve Operating Mechanism
DETROIT DIESEL 53
Fig. 7 • Removing or Installing Cam Follower Roller and Pin with Tool J 5840
Inspection cam followers and related parts are removed for
inspection.
Proper cam follower inspection and service are
necessary in obtaining continued efficient engine
performance. When any appreciable change in
injector timing or exhaust valve clearance occurs
during engine operation, the cam followers, and their
related parts, should be removed and inspected for
excessive wear. This change in injector timing or
exhaust valve clearance during engine operation can
usually be detected by excessive noise at idle speed.
After the cam followers are removed, wash them with
lubricating oil or Cindol 1705 and wipe dry. Do not
use fuel oil. Fuel oil working its way in between the
roller and bushing may cause scoring on the initial
engine start-up since fuel oil does not provide
adequate lubrication. Wash only the cam follower
associated parts with fuel oil and dry them with
compressed air.
Inspect the rounded end of the push rods for wear.
Replace any push rod which is worn or bent.
The purpose of a push rod spring is to maintain a
predetermined load on the cam follower to insure
contact of the cam roller on the camshaft lobe at all
<irn"s. Check the push rod spring load whenever the
The current push rod spring is made from .192 "
diameter wire and was first used only in the injector
cam follower position, effective with engine
3D-3792.
Effective with engine 3D-6128
the new spring is also used in the
exhaust valve cam follower position. The former push
rod spring was made from .177 " diameter wire.
Use spring tester J 9666 and an accurate torque
wrench to check the push rod spring load (Fig. 4).
Replace the current type spring when a load of less
than 250 pounds will compress it to a length of 2-97
64 ". Replace the former type spring when a load of
less than 172 pounds will compress it to a length of
2-1/8".
It is recommended that if one former type push rod
spring requires replacement, all of the former type
springs in either the injector or valve cam follower
positions be replaced by the current type spring. A
new design upper spring seat is required with the use
of the current push rod spring.
Examine the cam follower bores in the cylinder head
DETROIT DIESEL 53
Valve Operating Mechanism 1.2.1
Fig. 9 • Checking the Clearance Between the
Cam Follower Guide and Cam Follower Legs
on its pin and the roller must be free from flat spots or
scuff marks. If the roller does not turn freely or has
been scored or worn flat, then examine the cam on
which it operates. If the cam is excessively worn or
damaged, replace the camshaft.
Measure the total clearance between the roller bushing
and pin, crosswise of the pin, as shown in Fig. 5 and,
if the bushing is worn to the extent that more than
Fig. 8 - Valve and Injector Operating
Mechanism Details and Relative Location of
Parts
to make sure they are clean, smooth and free of score
marks to permit proper functioning of the cam
followers. Any existing score marks must be cleaned
up.
Check the cam follower-to-cylinder head clearance.
The clearance must not exceed .006 " with used parts.
If replacement of a cam follower is necessary, use the
correct type service cam follower to be assured that the
cam roller will receive the proper lubrication.
The cam follower roller must turn smoothly and freely
Fig. 10 Adjusting "Carrr "Potto wer -Guide
• July, 1972 SEC. 1.2.1 Page 5
1.2.1 Valve Operating Mechanism
DETROIT DIESEL 53
.010 " diametric clearance exists, replace the cam
follower assembly or install a new cam roller and pin,
which are serviced as a set. Be sure the follower legs
are beveled (Fig. 6) and check the total side clearance
between the roller and follower; this clearance must
not be less than .015 " nor more than .023 ".
Oversize roller and pin sets are available for service
when required. However, DO NOT attempt to bore out
the legs of a standard cam follower for an oversize
roller and pin set. This cannot be over emphasized
because of the extremely close manufacturing
tolerances.
NOTE: Cam follower assemblies with the letter
"S" stamped on the end of the roller, pin and
on one leg of the cam follower body are
equipped with oversize roller and pin sets.
4. Prior to installing a new roller and pin, remove any
burrs on the surfaces of the cam follower at the pin
holes.
5. Position the follower body in the groove of the
fixture with the proper size fixture plunger extending
through the roller pin hole in one of the legs of the
follower body.
6. Position the roller in the cam follower body
(Fig. 7). The small plunger in the tool will align the
roller with the pin holes in the follower body.
7. Align the pin with the hole in the follower body and
carefully drive the pin into the body until the ends of
the pin are centered in the legs of the body.
8. Check -the .side clearance between the roller and the
follower body. This clearance must be .015 " to .023 ".
Remove and Install Cam Follower Roller and
Pin
1. Clamp fixture J 5840 securely in a vise as shown in
Fig. 7 and place the cam follower in the groove in the
top of the fixture with the follower pin resting on top
of the corresponding plunger in the fixture.
2. Drive the pin from the roller with a suitable drift.
Exercise caution in removing the cam follower body
and roller from the fixture as the follower pin is seated
on top of a spring-loaded plunger in the fixture body.
3. Before installing the new roller and pin kit, remove
the preservative by washing the parts with clean
lubricating oil or Cindol 1705. Do not use fuel oil.
SPRING WIR6 ENDS
FORMER
SPRING WIRE
END
APPRO*. 180°
OPPOSITE
CURRENT THIS POINT
Fig. 11 • Push Rod Spring Identification
Install Cam Follower and Push Rod Assembly
(Cylinder Head Removed from Engine)
1. Install a serrated lower spring seat on each push
rod. If the engine being assembled was equipped with
plain lower spring seats, replace them with serrated
spring seats (Fig. 8).
2. Place the push rod springs (Fig. 11) on the push
rods.
3. Install the proper upper spring seat on each push
rod. The cup shaped spring seat used with the current
type push rod spring may also be used with the former
spring.
4. Install the spring seat retainer in the cylinder head.
Then slide the push rod, lower spring seat, spring and
upper spring seat as an assembly into the cam follower
bore from the bottom of the cylinder head.
5. Screw the push rod lock nut down on the upper end
of the push rod as far as possible. Then screw the push
rod into the clevis until the end of the rod is flush with
or above the inner side of the clevis.
6. Immerse (he cam follower assemblies in clean
Cindol 1705 (heated to 100 °-I25 °F.) for at least one
hour before placing them in the cylinder head, to
ensure initial lubrication between the cam follower
roller pins and the roller bushings. Rotate the cam
follower roller during the soaking period to aid in
purging any air from the bushing-roller area. The
heated Cindol 1705 results in better penetration as it
is less viscous than engine oil and flows more easily
between the pin and roller bushing surfaces. After the
cam follower is removed from the Cindol 1705, the
cooling action of any trapped air in the pin and
bushing area tends to pull the oil into the cavity.
Page 6
DETROIT DIESEL 53
Valve Operating Mechanism 1.2.1
BRIDGE IMPROPERLY POSITIONED
BRIDGE PROPERLY POSITIONED
ft
Fig. 12 • Relationship Between Exhaust Valve Bridge and Valve Stems
NOTE: Heat the Cindol 1705 in a small pail,
with a screen insert. The screen insert will
prevent the follower assemblies from touching
the bottom of the pail during soaking, thus
avoiding the possibility of contamination.
IMPORTANT: When installing a new cam
follower assembly, wash it with clean lubricat-
ing oil or Cindol 1705 to remove the
preservative.
7. Note the oil hole in the bottom of the cam follower.
With this oil hole pointing away from the exhaust
valves, slide the cam follower into position from the
bottom of the head.
8. Attach the cam follower guide (Fig. 8) to the
bottom of the cylinder head to hold the group of cam
followers in place. Tighten the cam follower guide
bolts to 12-15 Ib-ft torque. Check to be sure there is at
least .005 " clearance between the cam follower legs
and the cam follower guide (Fig. 9). If there is
insufficient clearance, loosen the guide bolts slightly
and tap each corner of the guide with a brass rod
(Fig. 10). Then retighten the bolts to 12-15 Ib-ft
torque and recheck the clearance.
Install Cam Follower and Push Rod Assembly
(Cylinder Head Not Removed from Engine)
1. Lubricate the cam follower as stated in Step 6 under
Install Cam Follower and Push Rod Assembly (Cylinder
Head Removed from Engine).
2. Note the oil hole in the bottom of the cam follower.
With this hole pointing away from the exhaust valves,
slide the cam follower into position.
3. Install a serrated lower spring seat on each push
rod. If the engine being assembled was equipped with
plain lower spring seats, replace them with serrated
spring seats.
4. Place the push rod springs (Fig. 11) on the push
rods.
5. Install the proper upper spring seat on each push
rod. The cup shaped spring seat used with the current
type push rod spring may also be used with the former
spring.
6. Set the push rod, lower spring seat, spring and
upper spring seat down in the cam follower.
7. Install a flat washer and nut on the push rod. Then
place tool J 3092-01 on the push rod, between the flat
washer and upper spring seat. Screw the nut down on
the push rod until the spring is compressed sufficiently
to permit the retainer to be installed. Partially collapse
the retainer and install it in the cylinder head groove.
8. Remove the nut, flat washer and tool from the push
rod.
9. Reinstall the nut on the push rod. Screw the nut
down as far as possible on the push rod. Then screw
the rocker arm clevis down on the push rod until the
end of the push rod is flush with or above the inner
side of the clevis.
NOTE: The injector rocker arm (the center arm
of the group) is slightly different from the
exhaust valve rocker arms; the boss for the
July, 1972 SEC. 1.2.1 Page 7
1.2.1 Valve Operating Mechanism
DETROIT DIESEL 53
shaft on the valve rocker arms is longer on one
side of the arm than on the other. The extended
boss of the valve rocker arms must face the
injector rocker arm.
Install Rocker Arms and Rocker Arm Shaft
1. Install the cylinder head, if removed, as outlined in
Section 1.2.
2. Apply clean engine oil to the surface of the rocker
arm shaft.
3. Install the rocker arms and rocker arm shaft by
reversing the sequence of operations for removal.
Tighten the rocker arm shaft bracket bolts to 50-55 Ib-
ft torque. After tightening the bolts, check for some
side clearance to prevent bind between the rocker
arms.
CAUTION: On four valve cylinder heads, there
is a possibility of damaging the exhaust valves
if the valve bridges are not resting on the ends
of the valves when tightening the rocker arm
shaft bracket bolts (Fig. 12). Therefore, note
the position of the exhaust valve bridges before,
during and after tightening the rocker arm
shaft bracket bolts.
4. Align the fuel pipes and connect them to the
injectors and the fuel connectors. Tighten the fuel pipe
nuts to 12-15 Ib-ft torque with socket J 8932-01.
CAUTION: Do not bend the fuel pipes and do
not exceed the specified torque. Excessive
tightening will twist or fracture the flared ends
of the fuel pipes and result in leaks.
Lubricating oil diluted by fuel oil can cause
serious damage to the engine bearings.
5. Fill the cooling system.
6. Adjust the exhaust valve clearance and time the fuel
injector as outlined in Section 14.1 and 14.2 before
starting the engine.
7. Start the engine and check for leaks in the fuel,
cooling and lubrication systems.
8. Tune-up the engine, as outlined in Section 14, after
the engine reaches normal operating temperature.
Page 8
DETROIT DIESEL 53
1.2.2
EXHAUST VALVES
Four exhaust valves are provided for
each cylinder
(Fig. -1). The valve heads are heat treated and ground
to the proper seat angle and diameter. The valve stems
are ground to size and hardened at the end which
contacts the rocker arm or the exhaust valve bridge.
The exhaust valve stems are contained within exhaust
valve guides which are pressed into the cylinder head.
Exhaust valve seat inserts, pressed into the cylinder
head, permit accurate seating of the exhaust valves
under varying conditions of temperature and materi-
ally prolong the life of the cylinder head. The exhaust
valves and exhaust valve seat inserts are ground to a
30 ° seating angle.
The exhaust valve springs are held in place by the
valve spring caps and tapered two-piece valve locks.
Excess oil from the rocker arms lubricates the exhaust
valve stems. The valves are cooled by the flow of air
from the blower past the valves each time the air inlet
ports are uncovered.
Exhaust Valve Maintenance
Efficient combustion in the engine requires that the
exhaust valves be maintained in good operating
condition. Valve* seats must be true and unpitted to
assure leak-proof sealing, valve stems must work freely
and smoothly within the valve guides and the correct
valve clearance (Section 14.1) must be maintained.
Proper maintenance and operation of the engine is
important to long valve life. Engine operating
temperatures should be maintained between 160 °F.
and I85°F. Low operating temperatures (usually due
to extended periods of idling or light engine loads)
result in incomplete combustion, formation of
excessive carbon deposits and fuel lacquers on valves
and related parts, and a greater tendency for
lubricating oil to sludge.
Unsuitable fuels may also cause formation of deposits
on the valves, especially when operating at low
temperatures.
When carbon deposits, due to partially burned fuel,
build up around the valve stems and extend to that
portion of the stem which operates in the valve guide,
sticking valves will result. Thus, the valves cannot seat
properly and pitted and burned valves and valve seats
and loss of compression will result.
Lubricating oil and oil filters should be changed
periodically to avoid accumulation of sludge.
Valve sticking may also result from valve stems which
have been scored due to foreign matter in the
lubricating oil, leakage of antifreeze (glycol) into the
lubricating oil which forms a soft sticky carbon and
gums the valve stems, and bent or worn valve guides.
Sticking valves may eventually result in valves being
held in the open position, being struck by the piston
and becoming bent or broken.
It is highly important that injector timing and valve
clearance be accurately adjusted and checked periodi-
cally. Improperly timed injectors will have adverse
effects upon combustion. Tightly adjusted valves will
cause rapid pitting of the valve seats and a hotter
running condition on the valve stems.
Ng. 1 • Location ot txhaust valves
Fig. 2 • Removing Valve Spring
August, 1972 SEC. 1.2.2 Page 1
1 .2.2 Exhaust Valves
DETROIT DIESEL 53
The cylinder head must first be removed before the
exhaust valves, valve seat inserts or valve guides can
be removed for replacement or reconditioning.
However, the valve springs may be replaced without
removing the cylinder head.
Remove Exhaust Valve Spring (Cylinder Head
Installed)
An exhaust valve spring may be removed, without
removing the cylinder head from the engine, as
follows:
1. Clean and remove the valve rocker cover.
2. Crank the engine over to bring the valve and
injector rocker arms in line horizontally.
3. Disconnect and remove the fuel pipes from the
injector and the fuel connectors.
CAUTION: Immediately after removing the fuel
pipes, cover each injector opening with a
shipping cap to prevent dirt or other foreign
matter from entering the injector.
4. Remove the two bolts holding the rocker arm shaft
brackets to the cylinder head and remove the brackets
and shaft.
5. Remove the cylinder block air box cover so that the
Fig. 3 - Testing Valve Spring
Fig. 4 • Cleaning Valve Guide
piston travel may be observed, then turn the
crankshaft until the piston is at the top of its stroke.
6. Thread the spring compressor tool into one of the
rocker arm support bolt holes (Fig. 2). Then compress
the spring and remove the two-piece valve lock.
7. Release the tool and remove the valve spring cap,
valve spring and spring seat.
Remove Exhaust Valves and Valve Springs
(Cylinder Head Removed)
With the cylinder head removed from the engine,
remove the exhaust valves and springs as follows:
1. Support the cylinder head on 2 " thick wood blocks
to keep the cam followers clear of the bench.
2. Disconnect and remove the fuel pipes from the
injectors and the fuel connectors.
CAUTION: Immediately after removing the fuel
pipes, cover each injector opening with a
shipping cap to prevent dirt or other foreign
matter from entering the injector.
3. Remove the two bolls holding the rocker arm shaft
Page 2
DETROIT DIESEL 53
Exhaust Valves 1.2.2
brackets to the cylinder head and remove the brackets
and the shaft.
4. Remove the fuel injector.
5. Place a block of wood under the cylinder head to
support the exhaust valves. Remove the exhaust valve
springs as outlined in Steps 6 and 7 above.
6. Turn the cylinder head over, using care to keep the
valves from falling out of the head. If the valves are to
be reused, number each valve to facilitate re-
installation in the same position. Then withdraw the
valves from the cylinder head.
7. Remove the cam followers and push rod assemblies
as outlined in Section 1.2.1 under Remove Cam
Follower and Push Rod Assembly (Cylinder Head
Removed from Engine).
Inspection
Clean the springs with fuel oil, dry them with
compressed air and inspect them. Replace a pitted or
fractured spring.
Check the springs with spring tester J 9666 and an
accurate torque wrench. Replace a spring if a load of
less than 33 pounds will compress a two valve cylinder
head spring to 2.31 inches, or a load of less than 25
pounds will compress a four valve cylinder head spring
to 1.93 inches. The difference in the load between a
pair of four valve cylinder head springs must not
exceed 6 pounds or the valve bridge will be
unbalanced.
Inspect the valve spring seats and caps for wear.
worn, replace with new parts.
If
Carbon on';the face of a valve indicates blow-by due to
a faulty seat. Black carbon deposits extending from the
valve seats to the valve guides may result from cold
operation due to light loads or the use of too light a
grade of fuel. Rusty brown valve heads with carbon
deposits forming narrow collars near the valve guides
is evidence of high operating temperatures. High
operating temperatures are normally due to overloads,
inadequate cooling, or improper timing which results
in carbonization of the lubricating oil.
Clean the carbon from the valve stems and wash the
valves with fuel oil. The valve stems must be free from
scratches or scuff marks and the valve faces must be
free from ridges, cracks or pitting. If necessary, reface
the valves or install new valves. If the valve heads are
warped, replace the valves.
If there is evidence of engine oil running down the
exhaust valve stem into the exhaust chamber, creating
a high oil consumption condition because of excessive
idling and resultant low engine exhaust back pressure,
replace the valve guide oil seals or, if not previously
used, install valve guide oil seals.
Clean the inside diameter of the valve guides with
brush J 7793 (four
valve head) as shown in Fig. 4. This brush will remove
all gum and carbon deposits from the valve guides.
Inspect the valve guides for fractures, scoring or
excessive wear. Check the valve-to-guide clearance,
since worn valve guides may eventually result in
improper valve seat contact. If the clearance exceeds
.005 " (four valve head),
replace the valve guides.
The current valve guides, which are not machined for
use with oil seals, have a 45 ° chamfer at the upper
end. They replace the former 15 ° chamfer valve
guides for service.
August, 1972 SEC. 1.2.2 Page 3
1.2,2 Exhaust Valves
DETROIT DIESEL 53
Remove Exhaust Valve Guide
1. Support the cylinder head, bottom side up, on 3 "
thick wood blocks.
2. Drive the valve guide out of the cylinder head with
valve guide remover J 7775
(four valve head) as shown in Fig. 5.
Install Exhaust Valve Guide
Turn the cylinder head right side up and install the
valve guide us follows:
1. Insert the internally threaded end of the valve guide
in the proper valve guide installing tool (refer to the
Valve Guide Installing Tool chart). Be sure to use the
correct tool to avoid damage to the valve guide and to
locate the valve guide to the proper dimension.
2. Position the valve guide squarely in the bore in the
cylinder head and press the installing tool gently to
stari the guide in place (Fig. 6). Then press the guide
in until the tool contacts the cylinder head (the bottom
of the coii nter ho re, in the four valve cylinder head).
CAUTION: Do not use the valve guides as a
means of aiming the cylinder head over or in
handling the cylinder head.
Fig. 5 - Removing Valve Guide
Fig. 6 - Installing Valve Guide
Tool
No.
Cyl.
Head
Valve
Guide
Distance of
Guide
Below Top
of Head
J 7832
4 Valve
15° Chamfer
.010"-. 040"
J 9729
J 9730
4 Valve
4 Valve
45 "Chamfer
.010"-. 040"
.190" -.220"
*Machined for use with valve guide oil seal.
Valve Guide Installing Tools
Inspect Exhaust- Valve Seat Insert
Inspect the exhaust valve seat inserts for excessive
wear, pitting or cracking.
Remove Exhaust Valve Seat Insert
The valve seat inserts are pressed into the cylinder
head and must be removed as outlined in the
following procedure to avoid damage to the cylinder
head:
1. Place the cylinder head on its side on a bench as
shown in Fig. 7.
2. Place the collet of tool
Page 4
«/•
DETROIT DIESEL 53
Exhaust Valves 1 .2.2
I
Fig. 7 • Removing Valve Seat Insert
J 7774 (four valve head) inside the valve insert so that
the bottom of the collet is flush with the bottom of the
insert.
3. Hold the collet handle and turn the T handle to
expand the collet cone until the insert is held securely
by the tool.
4. Insert the drive bar of the tool through the valve
guide.
5. Tap the drive bar once or twice to move the insert
about 1/16 " away from its seat in the cylinder head.
6. Turn the T handle to loosen the collet cone and
move the tool into the insert slightly so the narrow
flange at the bottom of the collet is below the valve
seat insert.
7. Tighten the collet cone and continue to drive the
insert out of the cylinder head.
Install Exhaust Valve Seat Insert
1. Clean the valve seat insert counterbores in the head
with trichloroethylene or other suitable solvent. Also
wash the valve seat inserts with the same solvent. Dry
the counterbores and the inserts with compressed air.
2. Inspect the counterbores for cleanliness, concentric-
ity, flatness and cracks.
The counterbores in a four
valve head have a diameter of 1.159 " to 1.160 " and a
depth of .294 " to .306 " on former engines and a
depth of .300 " to .312 " on current engines.
NOTI: Valve seat inserts which are .010 "
Fig. 8 • Installing Valve Seat Insert
oversize on the outside diameter are available,
if required.
3. Immerse the cylinder head for at least 30 minutes in
water heated to 180 °F. to 200 °F.
4. Rest the cylinder head, bottom side up, on a bench
and place an insert in the counterbore-valve seat side
up. This must be done quickly while the cylinder head
is still hot and the insert is cold (room temperature). If
the temperature of the two parts is allowed to become
nearly the same, installation may become difficult and
damage to the parts may result.
5. Drive the insert in place with installer
J 7790 (four valve head) as shown in
Fig. 8 until it seats solidly in the cylinder head.
6. Grind the valve seat insert and check it for
concentricity in relation to the valve guide as outlined
below.
Recondition Exhaust Valve and Valve Seat
Insert
An exhaust valve which is to be reused may be
refaced, if necessary (Fig. 9). To provide sufficient
valve strength and spring tension, the edge of the
August, 1972 SEC. 1.2.2 Page 5
1.2.2 Exhaust Valves
DETROIT DIESEL 53
Fig. 9 • Refacing Exhaust Valve
valve at the valve head must not be less than 1/32 " in
thickness and must still be within the specifications
shown in Figs. 1 1 and 12 after refacing.
Before either a new or used valve is installed, examine
the valve seat in the cylinder head for proper valve
seating. The angle of the valve seat insert must be
exactly the same as the angle of the valve face to
provide proper seating of the valve. The proper angle
for the seating face of both the valve and valve seat
insert is 30 °.
When a new valve seat insert is installed or an old
insert refaced, the work must be done with a grinding
wheel (Fig. 10).
The eccentric grinding method for reconditioning
valve seat inserts is recommended. This method
Fig. 10 • Grinding Valve Seat Insert
MAX.
VALVE .002"
ABOVE HEAD
MAX.
VAlVE ,032"
6EIQW HEAD
(.OW USJO PiUTSI
VALVE
SEAT
INSERT
Fig. 11 • Relationship Between Exhaust Valve,
Insert and Cylinder Head (Two Valve Head)
produces a finer, more accurate finish since only one
point of the grinding wheel is in contact with the valve
seat at any time. A micrometer feed permits feeding
the grinding wheel into the work .001 " at a time.
To grind the valve seat inserts for a four valve
cylinder head, use the following tools:
1. Grinder J 8165-1
2. Dial Gage J 8165-2
3. Pilot J 7792-1
4. Grinding Wheel (15 °) J 7792-2
5. Grinding Wheel (30 °) J 7792-3
6. Grinding Wheel (60 °) J 7792-4
Grind the valve seat inserts as follows:
1. First apply the 30 " grinding wheel on the valve seat
insert.
2. Use the 60 ° grinding wheel to open the throat of
the insert.
3. Then grind the top surface with a 15 ° wheel to
narrow the width of the seat from 3/64 " to 5/64 "
Page 6
DETROIT DIESEL 53
Exhaust Valves 1.2.2
MAX.
VALVE .006"
ABOVE HEAD
MAX.
VALVE .01 8"
BELOW HEAD
(.033 ' USED PA8TSI
3/64"TO5/64" VALVE
VALVE FLUSH
WITH HEAD
..JL.L.
3/64" TO 5/<S4" VALVE
VALVE
SEAT
INSERT
MAX.
VALVE .024"
BELOW HEAD
(.035" USED P*RTSI
CYLINDER
HEAD
VALVE
SEAT
INSERT
FORMER
CURRENT
CYLINDER
HEAD mtr
Fig. 12 • Relationship Between Exhaust Valve, Insert and Cylinder Head (Four Valve Head)
(Figs. 1! and 12). The 30 ° face of the insert may be
adjusted relative to the center of the valve face with
the 15 ° and 60 ° grinding wheels.
CAUTION: Do not permit the grinding wheel to
contact the cylinder head when grinding the
insert. If necessary, replace the insert.
The maximum amount. that the exhaust valve should
protrude beyond the cylinder head (when the valve is
in the closed position), and still maintain the proper
piston-to-valve clearance, is shown in Figs. 11 and 12.
Grinding will reduce the thickness of the valve seat
insert and cause the valve to recede into the cylinder
head. If, after several grinding operations, the valve
GRINDER
DRESSING
TOOL
Fig. 13 • Grinding Wheel Dressing Tool of Set
J 8165
recedes beyond the specified limits, replace the valve
seat insert.
When occasion requires, the grinding wheel may be
dressed to maintain the desired seat angle with the
dressing tool provided with the grinder set (Fig. 13).
After grinding has been completed, clean the valve
seat insert thoroughly with fuel oil and dry it with
compressed air. Set the dial indicator J 8165-2 in
position as shown in Fig. 14 and rotate it to determine
the concentricity of each valve seat insert relative to
the valve guide. If the runout exceeds .002 ", check for
a bent valve guide before regrinding the insert.
4. After the valve seat insert has been ground,
determine the position of the contact area between the
valve and the valve seat insert as follows:
a. Apply a light coat of Prussian Blue or similar
paste to the valve seat insert.
b. Lower the stem of the valve in the valve guide and
"bounce" the valve on the seat. Do not rotate the
valve. This procedure will show the area of contact
(on the valve face). The most desirable area of
contact is at the center of the valve face.
After the valve seat inserts have been ground and
checked, thoroughly clean the cylinder head before
installing the valves.
Install Exhaust Valves and Springs
When installing exhaust valves, check to see that the
valves are within the specifications shown in Figs. 1 1
and 12. Also, do not use "N" pistons with former four
valve cylinder head assemblies unless the valves are
flush with the cylinder head. If the valves are not flush,
it may be necessary to regrind the valve seats so that
August, 1972 SEC. 1.2.2 Page 7
1.2.2 Exhaust Valves
DETROIT DIESEL 53
Fig. 14 • Checking Relative Concentricity of
Valve Seat Insert with Relation to Valve Guide
the valves will be flush with the bottom surface of the
cylinder head.
NOTE: The distance from the top of the four
valve cylinder head to the bottom of the valve
spring seat counterbore is 1-11/64 " in current
design cylinder heads or 1-5/64 " in former
design heads.
Be sure and install the correct parts in the four valve
cylinder head. Current design cylinder heads are
equipped with the thin valve spring seats (.060 ") and
current design exhaust valves (Fig. 15). To facilitate
replacement of a four valve head on an engine using
the former exhaust valves, the proper quantity of the
thick spring seats (.150 ") must be used.
Service cylinder heads are of the current design. The
current thin valve spring seats (.060 ") are included
with each cylinder head as a shipped loose item.
1. Lubricate the valve stems with sulphurized oil (E.P.
type) and slide the valves all the way into the guides.
IMPORTANT: If reconditioned valves are used,
install them in the same relative location from
which they were removed.
2. Hold the valves in place temporarily with a strip of
masking tape. Then, turn the cylinder head right side
up on the work bench. Place a board under the head to
support the valves and to provide clearance between
the cam followers and the bench.
3. Install the valve spring seats.
CURRENT
MSIGN
Fig. 15 - Former and Current Design Exhaust
Valves (Four Valve Head)
4. Install the valve guide oil seals, if used, on the valve
guides as follows:
a. Place the plastic seal installation cap on the end of
the valve stem. If the cap extends more than
1/16" below the groove on the valve stem,
remove the cap and cut off the excess length.
b. Lubricate the installation cap and start the seal
carefully over the valve stem. Push the seal down
slowly until it rests on top of the valve guide.
c. Remove the installation cap.
5. Install the valve springs and valve spring caps.
6. Thread the valve spring compressor J 7455 into one
of the rocker shaft bolt holes in the cylinder head
(Fig. 2).
7. Apply pressure to the free end of the tool to
compress the valve spring and install the two-piece
tapered valve lock. Exercise care to avoid scoring the
valve stem with the valve cap when compressing the
spring. Tap the end of the valve stem lightly with a
plastic hammer to seat the valve locks.
NOTE: If valve guide oil seals are used,
compress the valve spring only enough to
permit installation of the valve locks. Com-
pressing the spring too far may result in
damage to the oil seal.
Page 8
DETROIT DIESEL 53
Exhaust Valves 1.2.2
8. Release the tool and install the valve locks on the
remaining exhaust valves in the same manner.
9. Check the position of the exhaust valve (Fig. 1 1 ).
10. With the exhaust valves installed in the cylinder
head, use spring checking gage WRE -500-60 and note
the gage reading the moment the exhaust valve starts
to open (Fig. 16). The minimum pressure required to
start to open the exhaust valve must not be less than
25 pounds
for a four valve cylinder head.
11. Install the injectors, rocker arms, shafts, brackets
and any other parts that were previously removed
from the cylinder head.
12. Install the cylinder head. Refer to Pre-Installation
Inspection and Install Cylinder Head in Section 1 .2.
13. Perform a complete engine tune-up.
Fig. 16 • Checking Valve Opening Pressure
with Gage WRE-500-60
I
August, 1972 SEC. 1.2.2 Page 9
DETROIT DIESEL 53
1.2.4
VALVE ROCKER COVER
GASKET
OPTION PLATE RETAINER
Fig. 1 • Typical Valve Rocker Cover Assembly
The valve rocker cover assembly (Fig. 1) completely
encloses the valve and injector rocker arm compart-
ment at the top of the cylinder head. The top of the
cylinder head is sealed against oil leakage by a gasket
located in the flanged edge of the cover.
An option plate is inserted in a retainer (Fig. 1)
attached to the cover on each ]n-Line engine.
The valve rocker cover assembly on certain engines
may include a breather assembly or an oil filler,
depending upon the engine application.
Remove and Install Valve Rocker Cover
Clean the valve rocker cover before removing it from
the engine to avoid dust or dirt from entering the
valve mechanism. Then remove the valve cover screws
and lift the cover straight up from the cylinder head.
Use a new gasket when re-installing the cover.
I
November, 1973 SEC. 1.2.4 Page 1
DETROIT DIESEL 53
1.3
CRANKSHAFT
The crankshaft (Fig . 1 ) is a one-piece steel
forging, heat-treated to ensure strength and durability.
All main and connecting rod bearing journal and oil
seal surfaces are induction hardened.
Complete static and dynamic balance of the
crankshaft has been achieved by counterweights
incorporated in the crankshaft.
The crankshaft end play is controlled by thrust
washers located at the rear main bearing cap of the
engine. Full pressure lubrication to all connecting rod
and main bearings is provided by drilled passages
within the crankshaft and cylinder block.
diameter and the connecting rod journals are 2-1/2"
in diameter^
On In-Line engines, six tapped holes are
provided in the rear end of the crankshaft for
attaching the flywheel.
In-line engine main bearing journals are 3 " in
Remove Crankshaft
When removal of the crankshaft becomes necessary,
first remove the transmission, then proceed as follows:
1. Clean the exterior of the engine.
2. Drain the cooling system.
3. Drain the engine crankcase.
4. Remove all engine to base attaching bolts. Then,
with a chain hoist and sling attached to the lifter
brackets at each end of the engine, remove the engine
from its base.
COUNTERWEIGHT
CONNECTING ROD
JOURNAl
REAR MAIN
BEARING JOURNAL
OIL PUMP
DRIVE GEAR
LUBRICATING
OIL HOLE
I
Fig. 1 • Crankshaft Details and Relative Location of Part? (Three Cylinder In-Line. Engine
Crankshaft Shown)
November, 1973 SEC. 1.3 Page 1
1 .3 Crankshaft
DETROIT DIESEL 53
5. Remove all of the accessories and assemblies with
their attaching parts as necessary to permit the engine
to be mounted on an overhaul stand.
6. Mount the engine on an overhaul stand and fasten
it securely to the mounting plate.
CAUTION: Be absolutely sure the engine is
securely attached to the stand before releasing
the lifting sling. Severe injury to personnel and
destruction of engine parts will result if the
engine breaks away from the stand.
7. Remove the oil pan.
8. Remove the oil pump inlet pipe and screen.
9. Remove the flywheel and flywheel housing.
10. Remove the crankshaft pulley.
1 1. Remove the front engine support.
12. Remove the engine lower front cover and oil pump
assembly.
13. Remove the cylinder head(s).
15. Remove the connecting rod bearing caps.
16. Remove the main bearing caps.
17. Remove the thrust washers from each side of the
rear main bearing.
18. Remove the pistons, connecting rods and liners.
Page 2
19. Remove the crankshaft, including the timing gear
(Fig. 3).
20. Refer to Section 1.7.5 for removal of the
crankshaft timing gear and Section 4.1 for the
procedure covering removal of the oil pump drive
gear.
Fig. 3 • Removing or Installing Crankshaft
DETROIT DIESEL 53
Crankshaft 1 .3
Fig. 4 - Typical Ridging of Crankshaft
Inspection
After the crankshaft has been removed, clean and
inspect it thoroughly before reinstalling it in the
engine.
Remove the plugs and clean out the oil passages
thoroughly with a stiff wire brush. Clean the
crankshaft with fuel oil and dry it with compressed
air. Then reinstall the plugs.
Inspect the keyways for evidence of cracks or wear.
Replace the crankshaft, if necessary.
If the crankshaft shows evidence of excessive
overheating, replace the crankshaft since the heat
treatment has probably been destroyed.
Used crankshafts will sometimes show a certain
amount of ridging caused by the groove in the upper
main bearing shell or lower connecting rod bearing
shell (Fig. 4). Ridges exceeding .0002" must be
removed. If the ridges are not removed, localized high
unit pressures on new bearing shells will result during
engine operation.
The ridges may be removed by working crocus cloth,
wet with fuel oil, around the circumference of the
crankshaft journal. If the ridges are greater than
.0005", first use 120 grit emery cloth to clean up the
ridge, 240 grit emery cloth for finishing and wet crocus
cloth for polishing. Use of a piece of rawhide or other
suitable rope wrapped around the emery cloth or
crocus cloth and drawn back and forth will minimize
the possibility of an out-of-round condition developing
(keep the strands of rawhide apart to avoid bind). If
rawhide or rope is not used, the crankshaft should be
rotated at intervals. If the ridges are greater than
.001 ", the crankshaft may have to be reground.
Carefully inspect the front and rear end of the
crankshaft in the area of the oil seal contact surface
for evidence of a rough or grooved condition. Any
imperfections of the oil seal contact surface will result
in oil leakage at this point.
Slight ridges on the crankshaft oil seal contact surfaces
may be cleaned up with emery cloth and crocus clolh
in the same manner as detailed for the crankshaft
journals. If the crankshaft cannot be cleaned up
satisfactorily, the oil seals may be repositioned in the
flywheel housing and front cover as outlined in
Section 1.3.2.
Check the crankshaft thrust surfaces for excessive wear
or grooving. If only slightly worn, the surfaces may be
dressed with a stone. Otherwise it will be necessary to
regrind the thrust surfaces.
Check the oil pump drive gear and the crankshaft
timing gear for worn or chipped teeth. Replace the
gears, if necessary.
Inspect the crankshaft for cracks as outlined under
Inspection for Cracks.
Crankshaft Measurements
Fig. 5 • Critical Crankshaft Loading Zones
November, 1973 SEC. 1.3 Page 3
1 .3 Crankshaft
DETROIT DIESEL 53
On 3 cylinder in-line crankshafts,
the maximum runout on the intermediate journals
must not exceed .002 "total indicator reading.
Measure all of the main and connecting rod bearing
journals (Fig . 7 ). Measure the journals at
several places on the circumference so that taper, out-
of-round and bearing clearances can be determined. If
the crankshaft is worn so that the maximum
connecting rod journal-to-bearing shell clearance (with
new shells) exceeds .0045 " (In-line engine)
or the main bearing journal-to-
bearing shell clearance (with new shells) exceeds
.0040" (In-line type engines), the crankshaft
must be reground. Measurements of the crankshaft
should be accurate to the nearest .0002 ". Also, if the
journal taper or out-of-round is greater than .003 ", the
crankshaft must be reground.
Also measure the crankshaft thrust surfaces (Fig. 10).
Fig. 6 - Crankshaft Fatigue Cracks
Inspection for Cracks
Carefully check the crankshaft for cracks which start
at an oil hole and follow the journal surface at an
angle of 45° to the axis. Any crankshaft with such
cracks must be rejected. Several methods of determin-
ing the presence of minute cracks not visible to the eye
are outlined below.
Magnetic Particle Method: The part is magnetized
and then covered with a fine magnetic powder or
solution. Flaws, such as cracks, form a small local
magnet which causes the magnetic particles in the
powder or solution to gather there, effectively marking
the crack. The crankshaft must be de-magnetized after
the test.
Fluorescent Magnetic Particle Method: This method is
similar to the magnetic particle method, but is more
sensitive since it employs magnetic particles which are
fluorescent and glow under "black light". Very fine
cracks that may be missed under the first method,
especially on discolored or dark surfaces, will be
disclosed under the "black light".
Fluorescent Penetrant Method: This is a method which
may be used on non-magnetic materials such as
stainless steel, aluminum and plastics. A highly
fluorescent liquid penetrant is applied to the part.
Then the excess penetrant is wiped off and the part is
dried. A developing powder is then applied which
helps to draw the penetrant out of the flaws by
capillary action. Inspection is carried out under "black
light".
A majority of indications revealed by the above
inspection methods are normal and harmless and only
in a small percentage of cases is reliability of the part
impaired when indications are found. Since inspection
reveals the harmless indications with the same
intensity as the harmful ones, detection of the
indications is but a first step in the procedure.
Interpretation of the indications is the most important
step.
All Detroit Diesel crankshafts are magnetic particle
inspected after manufacture to ensure against any
shafts with harmful indications getting into the
original equipment or factory parts stock.
Crankshaft failures are rare and when one cracks or
breaks completely, it is very important to make a
thorough inspection for contributory factors. Unless
abnormal conditions are discovered and corrected,
there will be a repetition of the failure.
There are two types of loads imposed on a crankshaft
in service — a bending force and a twisting force. The
design of the shaft is such that these forces produce
practically no stress over most of the surface. Certain
Page 4
DETROIT DIESEL 53
Crankshaft 1 .3
5 CO)
Is
+ f
-1.600-
4-.002
-.002
18©
+.005
-.005
— 1.500—
J
Fig. 7 • Dimensions of Crankshaft Journals •
In-Line Engine
small areas, designated as critical areas, sustain most
of the load (Fig. 5).
Bending fatigue failures result from bending of the
crankshaft which takes place once per revolution.
I
.100" TO .130" RADIUS
(V-ENGINES)
.130" TO .160" RADIUS
(IN-LINE ENGINES]
AVOID
SHARP
.CORNERS
Fig. 9 • Crankshaft Journal Fillets
The crankshaft is supported between each of the
cylinders by a main bearing and the load imposed by
the gas pressure on top of the piston is divided
between the adjacent bearings. An abnormal bending
stress in the crankshaft, particularly in the crank fillet,
may be a result of misalignment of the main bearing
bores, improperly fitted bearings, bearing failures, a
loose or broken bearing cap, or unbalanced pulleys.
Also, drive belts which are too tight may impose a
bending load upon the crankshaft.
Failures resulting from bending start at the pin fillet
and progress throughout the crank cheek, sometimes
extending into the journal fillet. If main bearings are
replaced due to one or more badly damaged bearings,
a careful inspection must be made to determine if any
cracks have started in the crankshaft. These cracks are
most likely to occur on either side of the damaged
bearing.
Torsional fatigue failures result from torsional
vibration which takes place at high frequency.
A combination of abnormal speed and load conditions
may cause the twisting forces to set up a vibration,
referred to as torsional vibration, which imposes high
stresses at the locations shown in Fig. 5.
Torsional stresses may produce a fracture in either the
connecting rod journal or the crank cheek. Connecting
rod journal failures are usually at the fillet at 45 °to the
axis of the shaft.
A loose, damaged or defective vibration damper, a
loose flywheel or the introduction of improper or
additional pulleys or couplings are usual causes of this
type of failure. Also, overspeeding of the engine or
resetting the governor at a different speed than
intended for the engine application may be contribu-
tory factors.
As previously mentioned, most of the indications
found during inspection of the crankshaft are
harmless. The two types of indications to look for are
circumferential fillet cracks at the critical areas and 45°
November, 1973 SEC. 1.3 Page 5
1 .3 Crankshaft
DETROIT DIESEL 53
cracks (45 ° with the axis of the shaft) starting from
either the critical fillet locations or the connecting rod
journal holes as shown in Fig. 6. Replace the
crankshaft when cracks of this nature are found.
Crankshaft Grinding
In addition to the standard size main and connecting
rod bearings, .002", .010", .020" and .030 " undersize
bearings are available.
NOTE: The .002 " undersize bearings are used
only to compensate for slight wear on
crankshafts on which regrinding is unnecessary.
If the crankshaft is to be reground, proceed as follows:
1. Compare the crankshaft journal measurements
taken during inspection with the dimensions in Table
1 and Fig . 7 and determine the size to which the
journals are to be reground.
2. If one or more main or connecting rod journals
require grinding, then grind all of the main journals
or all of the connecting rod journals to the same
required size.
3. All journal fillets on the In-line crankshafts must
have a .130" to .160" radius
often produces grinding cracks. Cool the crankshaft
while grinding, using coolant generously. Do not
crowd the grinding wheel into the work.
5. Polish the ground surfaces to an 8-12 R.M.S. finish.
The reground journals will be subject to excessive wear
unless polished smooth.
6. If the thrust surfaces of the crankshaft (Fig. 10) are
worn or grooved excessively, they must be reground
and polished. Care must be taken to leave a .130" to
.160" radius on the In-line crankshaft
between each
thrust surface and the bearing journal.
7. Stone the edge of all oil holes in the journal surfaces
smooth to provide a radius of approximately 3/32 ".
8. After grinding has been completed, inspect the
crankshaft by the magnetic particle method to
determine whether cracks have originated due to the
grinding operation.
9. De-magnetize the crankshaft.
10. Remove the plugs and clean the crankshaft and oil
passages thoroughly with fuel oil. Dry the shaft with
compressed air and reinstall the plugs.
Install Crankshaft
The fillet must blend smoothly
into the journal and the crank cheek and must be free
of scratches. The radius may be checked with a fillet
gage.
4. Care must be taken to avoid localized heating which
Bearing
Size
Conn. Rod
Journal Dia.
Main Bearing
Journal Dia.
In-Line Engines
Standard
.002" Undersize
.010" Undersize
.020" Undersize
.030" Undersiie
2.49972.500"
2.49772.498"
*2.489"/2.490"
•2.47972.480"
*2.469"/2.470"
2.99973.000"
2.99772.998"
'2.98972.990"
*2.979"/2.980"
*2.969"/2.970"
•Dimension of reground crankshaft
TABLE 1
Page 6
If a new crankshaft is to be installed, steam clean it to
remove the rust preventive, blow out the oil passages
with compressed air and install the plugs. Then install
the crankshaft as follows:
1. Assemble the crankshaft timing gear (Section 1.7.5)
and the oil pump drive gear (Section 4.1) on the
crankshaft.
2. Refer to Section 1.3.4 for main bearing details and
install the upper grooved bearing shells in the block. If
the old bearing shells are to be used again, install
Nominal
Size
Thrust Washer
Thickness
Min.
Max.
Standard
.005" Oversize
.010" Oversize
.1190"
.1255"
.1300"
.1220"
.1270"
.1320"
TABLE 2
DETROIT DIESEL 53
Crankshaft 1 .3
1.499"
i.sor
.67'
IN-LINE
ENGINE
Fig. 10 • Standard Dimensions at Crankshaft
Thrust Surfaces-In-line Engines
them in the same locations from which they were
removed.
NOTE: When a new or reground crankshaft is
installed, ALL new main and connecting rod
(upper and lower) bearing shells and new thrust
washers must also be installed.
3. Apply clean engine oil to all crankshaft journals and
install the crankshaft in place so that the timing marks
on the crankshaft timing gear and the idler gear
match. Refer to Section 1.7.1 for the correct method
of timing the gear train.
4. Install the upper halves of the crankshaft thrust
washers on each side of the rear main bearing support
and the doweled lower halves on each side of the rear
main bearing cap. The grooved side of the thrust
washers must face toward the crankshaft thrust surfaces.
NOTE: If the crankshaft thrust surfaces were
reground, it may be necessary to install oversize
thrust washers on one or both sides of the rear
main journal. Refer to Fig. 10 and Table 2.
5. Install the lower bearing shells (no oil grooves) in
the bearing caps. If the old bearing shells are to be
used again, install them in the same bearing caps from
which they were removed.
6. Install the main bearing caps and lower bearing
Fig. 11 • Checking Crankshaft End Play
shells as outlined under Install Main Bearing Shells in
Section 1.3.4.
NOTE: If the bearings have been installed
properly, the crankshaft will turn freely with all
of the main bearing cap bolts drawn to the
specified torque.
7. Check the crankshaft end play by moving the
crankshaft toward the gage (Fig. 11) with a pry bar.
Keep a constant pressure on the pry bar and set the
dial indicator to zero. Then remove and insert the pry
bar on the other side of the bearing cap. Force the
crankshaft in the opposite direction and note the
amount of end pky on the dial. The end play should
be .004 "to .011 "with new parts or a maximum of
.01 8 "with used parts. Insufficient end play can be the
result of a misaligned rear main bearing or a burr or
dirt on the inner face of one or more of the thrust
washers.
8. Install the cylinder liner, piston and connecting rod
assemblies (Section 1.6.3).
9. Install the cylinder head(s) (refer to Section 1.2).
10. Install the flywheel housing (Section 1.5). then
install the flywheel (Section 1.4).
1 1. Install the crankshaft lower engine front cover and
the lubricating oil pump assembly on In-line
November, 1973 SEC. 1.3 Page 7
1.3 Crankshaft
DETROIT DIESEL 53
engine.
12. Install the engine front support, if used.
13. Install the crankshaft pulley (Section 1.3,7).
14. Install the oil pump inlet pipe and screen on In-
line engine
(Section 4.1).
15. Affix a new gasket to the oil pan flange and install
the oil pan.
16. Use a chain hoist and sling attached to the lifting
bracket at each end of the engine and remove the
engine from the overhaul stand.
17. Install all of the accessories that were removed.
18. After the engine has been completely reassembled,
refer to the Lubricating OH Specifications in
Section 13.3 and refill the crankcase to the proper
level on the dipstick.
19. Close all of the drains and fill the cooling system.
20. After replacing the main or connecting rod
bearings or installing a new or reground crankshaft,
operate the engine as outlined in the run-in schedule
(Section 13.2.1).
Pages
DETROIT DIESEL 53
1.3.2
CRANKSHAFT OIL SEALS
An oil seal is used at each end of the crankshaft to1
retain the lubricating oil in the crankcase. The sealing
lips of the oil seals are held firmly, but not tight,
against the crankshaft sealing surfaces by a coil
spring.
The front oil seal is pressed into the lower front cover
on In-line engine (Fig. 1).
A single-lip oil seal is used at the rear end of the
crankshaft of most industrial engines. A double-lip oil
seal is used in engines where there is oil on both sides
of the oil seal; the lips of the seal face in opposite
directions. The rear oil seal is pressed into the flywheel
housing (Fig. 2).
Oil leaks indicate worn or damaged oil seals. Oil seals
may become worn or damaged due to improper
installation, excessive main bearing clearances, exces-
sive flywheel housing bore runout or grooved sealing
surfaces on the crankshaft. To prevent a repetition of
any oil seal leaks, these conditions must be checked
and corrected.
Remove Crankshaft Oil Seals
Remove the engine front cover (Section 1.3.5),
outboard bearing support or the flywheel housing
(Section 1.5) and remove the oil seals as follows:
1. Support the forward face of the front cover, or the
outboard bearing support, on two wood blocks next to
the oil seal bore, Then press or drive the oil seal out of
the front cover or the outboard bearing support.
Discard the oil seal.
2. Support the forward face of the flywheel housing on
In-line engines
on two wood blocks next to the
oil sea! bore. Then press or drive the oil seal out of the
housing. Discard the oil seal.
3. Clean the oil seal bore in the front cover, outboard
bearing support or flywheel housing thoroughly before
installing a new oil seal.
When necessary, an oil seal may be removed without
removing the front cover, outboard bearing support or
flywheel housing. This may be done by drilling
diametrically opposite holes in the seal casing and
threading metal screws, backed by flat washers, into
the casing. Remove the seal by prying against the
washers with pry bars.
Inspection
Inspect the front and rear end of the crankshaft
for wear due to the rubbing action of the oil seal, dirt
build-up or fretting caused by action of the flywheel.
Fig. 1 • Crankshaft Front Oil Seal
Fig. 2 • Crankshaft Rear Oil Seal (In-Lme
Engines)
November, 1973 SEC. 1.3.2 Page 1
1.3.2 Crankshaft Oil Seals
DETROIT DIESEL 53
The crankshaft surface must be clean and smooth to
prevent damaging the seal lip when a new oil seal is
installed. Slight ridges may be removed from the
crankshaft as outlined under Inspection in Section 1.3.
On In-line engines, if the crankshaft cannot be
cleaned up satisfactorily, the oil seal may be pressed
into the flywheel housing or the front cover 1/8" from
its original position.
If excessive wear or grooving is present, install an oil
seal sleeve (Figs. 3, and 5) which provides a
replaceable wear surface for the lip-type oil seal. The
oil seal sleeve may be used with either the single-lip or
double-lip type oil seal, and can also be used in
conjunction with the seal spacer. However, an oversize
oil seal must be used with the sleeve.
Install the rear oil seal sleeve (Fig. 3)
follows:
as
1. Stone the high spots from the oil seal contact
surface of the crankshaft.
2. Coat the area of the shaft where the sleeve will be
positioned with shellac or an equivalent sealant.
3. Drive the sleeve squarely on the shaft with
crankshaft rear oil seal sleeve installer J 21277 (in-line
engines) .
4. Wipe off any excess sealant.
5. Coat the outside diameter of the sleeve with engine
oil.
Install the front oil seal sleeve (Fig. 5) as follows:
1. Stone the high spots from the oil seal contact
surface of the crankshaft.
— rr
GHOOvei
GROOVED AREA
CRANKSHAFT
Oil SEAL
FRONT
COVER
Fig. 3 • Use of Rear Oil Seal Sleeve on
Grooved Crankshaft (In-line Engines)
Fig. 5 - Use of Front Oil Seal Sleeve on
Grooved Crankshaft (In-line Engines)
Page 2
DETROIT DIESEL 53
Crankshaft Oil Seals 1.3.2
2. Coat the area of the shaft where the sleeve will be
positioned with shellac or an equivalent sealant.
3. Position the sleeve on the crankshaft with the radius
on the sleeve facing away from the engine.
4. Drive the sleeve squarely on the shaft with front oil
seal sleeve installer J 22524 and the crankshaft pulley
retaining bolt.
5. Wipe off any excess sealant.
6. Coat the outside diameter of the sleeve with engine
oil.
To remove a worn sleeve, peen the outside diameter of
the sleeve until it stretches sufficiently so it can be
slipped off of the end of the crankshaft.
seal pointed toward the inner face of the cover or
bearing support.
3. Place the cover or outboard bearing support in an
arbor press (inner face down).
4. On In-line engines, use installer J 9783 to
press the oil seal into the cover until the seal is flush
with the outside face of the cover.
5. Remove any excess sealant.
6. Install the engine front cover (Section 1.3.5) or the
outboard bearing support.
I
Oil Seals
Current oil seals are made of an oil resistant synthetic
rubber which is pre-lubricated with a special lubricant.
Do not remove this lubricant. Keep the sealing lip clean
and free from scratches. In addition, a plastic coating
which acts as a sealant has been applied to the outer
surface of the casing. Do not remove this coating.
Install Crankshaft Front Oil Seal
1. If the oil seal is not pre-coated, apply a non-
hardening sealant to the periphery of the metal casing.
2. Coat the lip of the new oil seal lightly with grease or
vegetable shortening. Then position the seal in the
cover or outboard bearing support with the lip of the
Fig. 6 • Installing Oil Seal in Flywheel Housing
Install Crankshaft Rear Oil Seal
1 . Support the inner face of the flywheel housing in an
arbor press or on a flat surface.
2. If the new seal is not pre-coated, apply a non-
hardening sealant to the periphery of the metal casing.
Then position the seal with the lip pointed Coward the
inner face of the housing.
3. Coat the lip of the oil seal lightly with engine oil
(single-lip seal) or vegetable shortening (double-lip
seal). Do not scratch or nick the sealing edge of the oil
seal.
4. On In-Line engines, use installer J 9479 to
press the oil seal into the flywheel housing until the
seal is flush with the outside face of the housing
(Fig. 6). If the flywheel housing was not removed
from the engine, place oil seal expander J 9769
(standard size seal) or J 21278 (oversize seal) against
the end of the crankshaft. Then, with the lip of the
seal pointed toward the engine, slide the seal over the
expander and on the crankshaft. Next, thread the
guide studs J 9479-2 into the crankshaft. Now drive
the seal into the flywheel housing with installer
J 9479-1 until it is flush with the face of the housing.
6. Remove any excess sealant from the flywheel
housing and the seal.
November. 1973 SEC. 1.3.2 . Page 3
1.3.2 Crankshaft Oil Seals
DETROIT DIESEL 53
CAUTION: If the oil seal is of the type which
incorporates a brass retainer in the inner
diameter of the seal, be sure the retainer is in
place in the seal before installing the flywheel
housing on the engine. If the retainer is left out,
oil leakage will result.
7. Install the flywheel housing as outlined in
Section 1.5.
Page 4
DETROIT DIESEL 53
1.3.4
CRANKSHAFT MAIN BEARINGS
The crankshaft main bearing shells (Figs. 1 and 2) are
precision made and are replaceable without machin-
ing. They consist of an upper bearing shell seated in
each cylinder block main bearing support and a lower
bearing shell seated in each main bearing cap. The
bearing shells are prevented from endwise or radial
movement by a tang at the parting line at one end of
each bearing shell. The tangs on the lower bearing
shells are off-center and the tangs on the upper
bearing shells are centered to aid correct installation.
On In-line engines, a 7/16 "oil hole
in the groove of each upper bearing shell, midway
between the parting lines, registers with a vertical oil
passage in the cylinder block. Lubricating oil, under
pressure, passes from the cylinder block oil gallery by
way of the bearing shells to the drilled passages in the
crankshaft, then to the connecting rods and connecting
rod bearings.
I
Fig. 1 - Main Bearing Shells, Bearing Caps
and Crankshaft Thrust Washers - In-Line
Engines
April, 1974 SEC. 1.3.4 Page 1
1 .3.4 Main Bearings
DETROIT DIESEL 53
The lower main bearing shells have no oil grooves;
therefore, the upper and lower bearing shells must not
be interchanged.
Thrust washers (Fig . l) on each side of the
rear main bearing, absorb the crankshaft thrust. The
lower halves of the two-piece washers are doweled to
the bearing cap; the upper halves are not doweled.
Main bearing trouble is ordinarily indicated by low or
no oil pressure. All of the main bearing load is carried
on the lower bearings; therefore, wear will occur on
the lower bearing shells first. The condition of the
lower main bearing shells may be observed by
removing the main bearing caps.
If main bearing trouble is suspected, remove the oil
pan, then remove the main bearing caps, one at a
time, as outlined below and examine the bearing
shells.
Fig. 4 - Removing Upper Main Bearing Shell
(Except Rear Main)
Fig. 5 • Removing Upper Rear Main Bearing
Shell
Remove Main Bearing Shells (Crankshaft in
Place)
The bearing caps are numbered 1, 2, 3, etc., indicating
their respective positions and, when removed, must
always be reinstalled in their original position.
All crankshaft main bearing journals, except the rear
journal, are drilled for an oil passage. Therefore, the
procedure for removing the upper bearing shells with
the crankshaft in place is somewhat different on the
drilled journals than on the rear journal.
Remove the main bearing shells as follows:
1. Drain and remove the oil pan to expose the main
bearing caps.
2. Remove the oil pump and the oil inlet pipe and
screen assembly.
Page 2
DETROIT DIESEL 53
Main Bearings 1.3.4
BEARINGS SUITABLE
FOR INSTALLATION.
SCORED AND PITTED
BEARINGS UNFIT FOR
FURTHER USE.
Fig. 6 - Comparison of Main Bearing Shells
3. Remove one main bearing cap at a time and inspect
the bearing shells as outlined under Inspection.
Reinstall each bearing shell and bearing cap before
removing another bearing cap.
a. To remove all except the rear main bearing shell,
insert a l/4"x 3/4 "bolt with a 1/2 "diameter
and 1/16" thick head (made from a standard
bolt) into the crankshaft journal oil hole. Then
revolve the shaft to the right (clockwise) and roll
the bearing shell out of position as shown in
Fig. 4. The head of the bolt must not extend
beyond the outside diameter of the bearing shell.
b. Remove the rear main bearing upper shell by
tapping on the edge of the bearing with a small
curved rod, revolving the crankshaft at the same
time to roll the bearing shell out as shown in Fig. 5.
c. The lower halves of the crankshaft thrust washers
will be removed along with the rear main bearing
cap. The upper halves of the washers can be re-
moved for inspection by pushing on the ends of the
washers with a small rod, forcing them around and
out of the main bearing support.
Inspection
Bearing failures may result from deterioration (acid
formation) or contamination of oil or loss of oil. An
analysis of the lubricating oil may be required to
determine if corrosive acid and sulphur are present
which cause acid etching, flaking and pitting. Bearing
seizure may be due to low oil or no oil.
Check the oil filter elements and replace them if
necessary. Also check the oil by-pass valve to make
sure it is operating freely.
After removal, clean the bearings and inspect them for
scoring, pitting, flaking, etching, loss of babbitt or
signs of overheating (Fig. 6). The lower bearing shells,
which carry the load, will normally show signs of
distress before the upper bearing shells.
Inspect the backs of the bearing shells for bright spots
which indicate they have been moving in the bearing
caps or bearing supports. If such spots are present,
discard the bearing shells.
Measure the thickness of the bearing shells at point
"C", 90 "from the parting line, as shown in Figs. 7
and 8. Tool J 4757, placed between the bearing shell
and a micrometer, will give an accurate measurement.
April, 1974 SEC. 1.3.4 Page 3
1 .3.4 Main Bearings
DETROIT DIESEL 53
A— Free Diameter
B— Installed .Diometer
C— Bearing Thickness
Fig. 7 - Main Bearing Measurements
The bearing shell thickness will be the total thickness
of the steel ball and the bearing shell, less the
diameter of the ball. This is the only practical method
for measuring the bearing thickness, unless a special
micrometer is available for this purpose. The
miminum thickness of a worn standard main bearing
shell is .1230 "and, if any of the bearing shells are
thinner than this dimension, replace all of the bearing
shells. A new standard bearing shell has a thickness of
.1245 "to .1250 "(in-line engine),
Refer to Table 1.
In addition to the thickness measurement, check the
BALI
ATTACHMENT
Fig. 8 • Measuring Thickness of Bearing Shell
Bearing
Size
Bearing
Thickness
Minimum
Thickness
In-Line Engines
Standard
.1245"/.1250"
.1230"
:002" Undersize
.1255"/.1260"
.1240"
.010" Undersize
.1295"/-1300"
.1280"
.020" Undersize
.1345"/.1350"
.1330"
.030" Undersize
.1395"/.1400"
.1380"
TABLE 1
clearance between the main bearings and the
crankshaft journals. This clearance may be determined
with the crankshaft in place by means of a soft plastic
measuring strip which is squeezed between the journal
and the bearing (refer to Shop Notes in Section 1.0).
With the crankshaft removed, measure the outside
diameter of the crankshaft main bearing journals and
the inside diameter of the main bearing shells when
installed in place with the proper torque on the
bearing cap bolts. When installed, the bearing shells
are .001 "larger in diameter at the parting line than
90 ° from the parting line.
The bearing shells do not form a true circle when not
installed. When installed, the bearing shells have a
squeeze fit in the main bearing bore and must be tight
when the bearing cap is drawn down. This crush
assures a tight, uniform contact between the bearing
shell and bearing seat. Bearing shells that do not have
sufficient crush will not have uniform seat contact, as
shown by shiny spots on the back, and must be
replaced. If the clearance between any crankshaft
journal and its bearing shells exceeds .0060", all of
the bearing shells must be discarded and replaced.
This clearance is .0010" to .0040 "with new parts.
Before installing new replacement bearings, it is very
important to thoroughly inspect the crankshaft
journals. Very often, after prolonged engine operation,
a ridge is formed on the crankshaft journals in line
with the journal oil holes. If this ridge is not removed
before the new bearings are installed, then, during
engine operation, localized high unit pressures in the
center area of the bearing shell will cause pitting of
the bearing surface. Also, damaged bearings may
cause bending fatigue and resultant cracks in the
Page 4
DETROIT DIESEL 53
Main Bearings 1 .3.4
crankshaft. See Section 1.3 under Crankshaft Inspec-
tion for removal of ridges and inspection of the
crankshaft.
Do not replace one main bearing shell alone. If one
bearing shell requires replacement, install both new
upper and lower bearing shells. Also, if a new or
reground crankshaft is to be used, install all new
bearing shells.
Bearing shells are available in .010", .020 "and
.030 " undersize for service with reground crankshafts.
To determine the size bearings required, refer to
Crankshaft Grinding in Section 1.3.
Bearings which are .002 " undersize are available to
compensate for slight journal wear where it is
unnecessary to regrind the crankshaft.
NOTE: Bearing shells are NOT reworkable from
one undersize to another under any
circumstances.
Inspect the crankshaft thrust washers. If the washers
are scored or worn excessively or the crankshaft end
play is excessive, they must be replaced. Improper
clutch adjustment can contribute to excessive wear on
the thrust washers. Inspect the crankshaft thrust
surfaces. Refer to Install Crankshaft in Section 1.3. If,
after dressing or regrinding the thrust surfaces, new
standard size thrust washers do not hold the
crankshaft end play within the specified limits, it may
be necessary to install oversize thrust washers on one
or both sides of the rear main bearing. A new
standard size thrust washer is .1190" to .1220" thick.
Thrust washers are available in .005 "and
.010 "oversize.
Install Main Bearing Shells (Crankshaft in
Place)
Make sure all of the parts are clean. Then apply clean
engine oil to each crankshaft journal and install the
upper main bearing shells by reversing the sequence
of operations given for removal.
I
The upper and lower main bearing shells are not
alike; the upper shell is grooved and drilled for
lubrication -- the lower shell is not. Be sure to install
the grooved and drilled bearing shells in the cylinder
block and the plain bearing shells in the bearing caps,
otherwise the oil flow to the bearings and to the upper
LOWER MAIN
BEARING SHELL
Fig. 9 • Crankshaft Thrust Washers in Place
end of the connecting rods will be blocked off. Used
bearing shells must be reinstalled on the same journal
from which they were removed.
1. When installing an upper main bearing shell with
the crankshaft in place, start the plain end of the
bearing shell around the crankshaft journal so that,
when the bearing is in place, the tang will fit into the
groove in the bearing support.
2. Install the lower main bearing shell so that the tang
on the bearing fits into the groove in the bearing cap.
3. Assemble the crankshaft thrust washers (Fig. 9)
before installing the rear main bearing cap. Clean
both halves of each thrust washer carefully and
remove any burrs from the washer seats -- the slightest
burr or particle of dirt may decrease the clearance
between the washers and the crankshaft beyond the
specified limit. Slide the upper halves of the thrust
washers into place. Then assemble the lower halves
over the dowel pins in the bearing cap.
NOTE: The main bearing caps are bored in
position and marked 1, 2, 3, etc. They must be
installed in their original positions with the
marked side of each cap facing the same side
of the cylinder block that carries the engine
serial number.
April, 1974 SEC. 1.3.4 Page 5
1 .3.4 Main Bearings
DETROIT DIESEL 53
4. With the lower main bearing shells installed in the
bearing caps, apply a small quantity of International
Compound No. 2, or equivalent, to the bolt threads
and the bolt head contact area. Install the bearing caps
and draw the bolts up snug. Then rap the caps sharply
with a soft hammer to seat them properly and tighten
the bolts uniformly, starting with the center bearing
cap and working alternately towards both ends of the
block, to 120-130 Ib-ft torque.
NOTE: If the bearings have been installed
properly, the crankshaft will turn freely with all
of the main bearing cap bolts drawn to the
specified torque.
5. Check the crankshaft end play as outlined under
Install Crankshaft in Section 1.3.
6. Install the lubricating oil pump and oil intake pipe
assembly.
NOTE: If shims were used between the pump
(8V engine) and .the bearing caps, install them
in their original positions.
7. Install the oil pan, using a new gasket.
8. Fill the crankcase to the proper level on the dipstick
with heavy-duty lubricating oil of the recommended
grade and viscosity (refer to Lubricating Oil Specifica-
tions in Section 13.3).
9. After installing new bearing shells, operate the
engine on a run-in schedule as outlined in
Section 13.2.1.
Page 6
DETROIT DIESEL 53
1.3.5
ENGINE FRONT COVER (Lower)
In-Line
The engine lower front cover is mounted against the
cylinder block at the lower front end of the engine
(Fig . 1 ). It serves as a housing for the
crankshaft front oil seal, the lubricating oil pump, the
oil pressure regulator valve and the oil cooler by-pass
valve. The clean-out openings in the periphery of the
current cover incorporate tapped holes and 1/2 "-14
threaded plugs.
On all In-line engines effective with engine
serial number
3D-4295 (except 3D-4373),
the oil
pressure regulator valve is located on the right-hand
side of the engine front cover, as viewed from the
front of the engine. Prior to the above engine serial
numbers, the oil pressure regulator valve was located
on the left-hand side of the front cover just below the
oil cooler by-pass valve.
Engines
Remove Engine Front Cover
1 . Drain the oil and remove the oil pan.
2. Remove the crankshaft pulley as outlined in
Section 1.3.7.
3. Remove the two bolts and lock washers that secure
the lubricating oil pump inlet tube flange or elbow to
the engine front cover.
4. Remove the bolts and lock washers that secure the
engine front cover to the cylinder block.
5. Strike the cover with a soft hammer to free it from
the dowels. Pull the cover straight off the end of the
crankshaft.
6. Remove the cover gasket.
7. Inspect the oil seal and lubricating oil pump as
outlined in Sections 1.3.2 and 4.1. Also check the oil
pressure regulator valve and oil cooler by-pass valve as
outlined in Sections 4.1.1 and 4.4.
Fig. 1 - Engine Front Cover Mounting (Lower)
-• In-Line Engine
March, 1973 SEC. 1.3.5 Page 1
1.3.5 Engine Front Cover (Lower)
DETROIT DIESEL 53
Fig. 3 • Installing Lower Engine Front Cover -•
In-Line Engine
Install Engine Front Cover
1. Affix a new cover gasket to the cylinder block.
2. Install oil seal expander J 7454 over the front end
of the crankshaft.
3. Thread two 3/8 "-16 pilot studs approximately 8 "
long into two diametrically opposite bolt holes in the
cylinder block to guide the cover in place (Fig. 3).
4. Apply a light coat of cup grease to the lip of the oil
seal. Slide the engine front cover over the oil seal
expander and pilot studs as shown in Fig. 3. Push the
cover forward until the inner rotor of the oil pump
contacts the pump drive gear on the crankshaft. Rotate
the crankshaft slightly to align the teeth, then push the
cover up against the gasket and block. Do not force
the cover.
5. Remove the oil seal expander and pilot studs.
6. Refer to Fig . 1 and install the 3/8 "-16 bolts
and lock washers. Tighten the bolts to 30-35 Ib-ft
torque.
7. Affix a new seal ring on the end of the lubricating
oil pump inlet tube next to the flange on an In-line
engine .
Attach the flange or elbow to the front cover with bolts
and lock washers. Tighten the bolts to 13-17 Ib-ft
torque.
8. Affix a new oil pan gasket to the bottom of the
cylinder block, then install and secure the oil pan to
the block with bolts and lock washers. Tighten the
bolts to 13-17 Ib-ft torque.
9. Install the crankshaft pulley as outlined in
Section 1.3.7.
10. Refer to Lubricating Oil Specifications in
Section 13.3 and refill the crankcase to the proper
level on the dipstick.
^5?W88IH
Page 2
DETROIT DIESEL 53
1.3.7
CRANKSHAFT PULLEY
The crankshaft pulley is secured to the front end of
the crankshaft by a special washer and a bolt.
Remove Crankshaft Pulley
1. Remove the belts from the crankshaft pulley.
2. Remove the crankshaft pulley retaining bolt and
special washer.
3. If a rigid type pulley is being removed from an In-
line engine, install the pulley retaining bolt and
puller J 4794-01 as shown in Fig. 1. Then force the
pulley off the crankshaft by turning the puller center
screw in.
On pulleys that do not incorporate two tapped holes in
the front face of the pulley, use a two arm universal
type puller.
Fig. 2 • Installing Crankshaft Pulley Using
Installer J 7773
4. Remove the outer and inner cones, if used.
Inspection
The appearance of the rubber bushing does not
determine the condition of a rubber mounted
crankshaft pulley. Check for failure of the rubber
bushing by locking the crankshaft and applying
pressure to the crankshaft pulley. If the pulley cannot
be rotated, the bushing is in satisfactory condition. If
necessary, replace the rubber bushing.
Install Crankshaft Pulley
1. Lubricate the end of the crankshaft to facilitate
pulley installation.
2. Slide the inner cone (Fig. 3), if used, on the
crankshaft.
Fig. 1 - Removing Crankshaft Pulley Using
Puller J 4794-01
4. Start the pulley straight on the end of the
crankshaft.
August, 1972 SEC. 1.3.7 Page 1
1.3.7 Crankshaft Pulley
DETROIT DIESEL 53
OUTER
CONC
INNER
CONE
Fig. 3 • Cone Mounted Pulley
5. Install a rigid type pulley on an In-line engine
with installer J 7773 as shown in Fig. 2. Then remove
the installer.
7. Slide the outer cone (Fig. 3), if used, on the
crankshaft.
8. Place the washer on the crankshaft bolt and thread
the bolt into the front end of the crankshaft.
10. On in-line engines with cone mounted pulleys
NOT stamped with the letter "A", tighten the 3/4 "-16
bolt to 290-300 Ib-ft torque.
11. On all in-line engines with the rigid type
pulleys and cone mounted pulleys stamped with the
letter "A", tighten the 3/4 "-16 bolt to 200-220 Ib-ft
torque.
12. When pulleys stamped with the letter "U" (in a
square box) are used, tighten the 3/4 ''-16 bolt to 290-
310 Ib-ft torque.
14. Install and adjust the belts.
Page 2
DETROIT DIESEL 53
1.4
FLYWHEEL
The flywheel is attached to the rear end of the
crankshaft with six self-locking bolts.
A scuff plate
is used between the flywheel and the bolt heads to
prevent the bolt heads from scoring the flywheel
surface.
A steel ring gear, which meshes with the starting
motor pinion, is shrunk onto the rim of the flywheel.
The flywheel is machined to provide true alignment
with the clutch or a power take-off driving ring, and
the center bore provides for installation of a clutch
pilot bearing. The clutch or power take-off" driving ring
is bolted to the flywheel.
An oil seal ring, which provides an oil tight connection
Fig. 1 • Removing Flywheel
between the crankshaft and the flywheel, is fitted into
a groove on flywheels used with hydraulic couplings,
clutches or Torqmatic converters.
The flywheel must be removed for service operations
such as replacing the starter ring gear, crankshaft or
flywheel housing. On torque converter units, the
flywheel is part of the torque converter assembly and
is covered in the applicable converter service manual.
Remove Flywheel (Transmission Removed)
1. If a clutch housing is attached to the flywheel
housing, remove the flywheel as follows:
a. Remove the flywheel attaching bolts and the scuff
plate.
b. Lift the flywheel off the end of the crankshaft and
out of the clutch housing.
2. If a clutch housing isn't used, remove the flywheel
as follows:
a. Remove the flywheel attaching bolts and the scuff
plate while holding the flywheel in position by
hand, then reinstall one bolt.
CAUTION: When removing or installing the
attaching bolts, hold the flywheel firmly against
the crankshaft by hand to prevent it from
slipping off the end of the crankshaft. The
flywheel is NOT doweled to the crankshaft.
b. Attach flywheel lifting tool J 6361-01 to the
flywheel with two 3/8"- 16 bolts of suitable length
as shown in Fig. 1 .
c. Attach a chain hoist to the lifting tool.
d. Remove the remaining flywheel attaching bolt.
e. Move the upper end of the lifting tool in and out
to loosen the flywheel, then withdraw the flywheel
from the crankshaft and the flywheel housing.
f. Remove the clutch pilot bearing, if used, as
outlined in Section 1.4.1.
g. Remove the oil seal ring, if used.
November, 1973 SEC. 1.4 Page 1
1 .5 Flywheel Housing
DETROIT DIESEL 53
Bolt Size
Location
8x2 1/2"
3/8".16x7/8"
3/8"-16x2 1/2"
3/8"-24x3 9/1&"
3-6
7-8-9-10-1 1-12
I3-M-I5
Fig. 3 - Flywheel Housing Bolt Sizes and
Tightening Sequence (Operation l)--ln-Line
Engine
// is very important that all old gasket material be
thoroughly removed from the flywheel housing and the
end plate, otherwise run-out of the pilot and face of
the housing may be affected when the housing is
installed on the engine.
Remove and discard the crankshaft rear oil seal.
Install a new oil seal as outlined in Section 1.3.2.
Install Flywheel Housing
1. Lubricate the gear train teeth with clean engine oil.
2. Affix a new flywheel housing gasket to the rear face
of the cylinder block rear end plate.
3. If the flywheel housing has an integral cast hub,
install a flywheel housing-to-end plate shim (.015 "
thick). Use grease to hold the shim to the cylinder
block rear end plate (Fig. 2).
Page 2
4. Coat the lip of the crankshaft oil seal lightly with
engine oil (single-lip seal) or vegetable shortening
(double-lip seal). Do not scratch or nick the sealing
edge of the oil seal.
5. Thread two pilot studs J 7540 into the cylinder
block to guide the housing in place (Fig. 1). On In-line
engines, to pilot the oil seal on the crankshaft
successfully, use oil seal expander J 9769 (standard
size seal) or J 21278 (oversize seal) on the end of the
crankshaft.
6. With the housing suitably supported, position it
over the crankshaft and up against the cylinder block
rear end plate and gasket(s). Remove the oil seal
expander.
7. Install all of the flywheel housing bolts, lock
washers, flat washers and copper washers in their
proper location, finger tight. Remove the pilot studs.
NOTE: If the engine is equipped with a clutch
DETROIT DIESEL 53
Flywheel Housing 1 .5
housing, do not install the six bolts numbered 7
through 12 (Fig. 3) until the clutch housing is
installed.
8. On an In-line right hand rotation engine, start at
No. 1 and draw
the bolts up snug in the sequence shown in Fig. 3.
Fig. 6 - Flywheel Housing Bolt Tightening
Sequence (Operation 2)--ln-Line Engine
a. Tighten the 5/16 "-18 bolts (numbers 11 and 12)
to 19-23 Ib-ft torque and the 3/8 "-16 bolts
(numbers 7 through 10) to 40-45 Ib-ft torque.
Tighten the remaining 3/8 "-16 and 3/8 "-24
bolts to 25-30 Ib-ft torque.
NOTE: Prior to Engine Serial Number
3D-011 the bolts numbered 7
through 12 in Fig. 3 were all 5/16 "-18 bolts
and must be tightened to 19-23 Ib-ft torque.
b. On the three cylinder engines,
tighten the two 5/16 "-18 bolts that secure the top
of the governor to the flywheel housing to 10-12
Ib-ft torque.
9. Refer to Fig. 6 for the final bolt tightening
sequence on an In-line engine. Then start at No. 1
and tighten the bolts to the specified torque.
November, 1973 SEC. 1.5 Page 3
1 .5 Flywheel Housing
DETROIT DIESEL 53
Fig. 9 - Checking Flywheel Housing
Concentricity
12. Install the flywheel (Section 1.4).
13. Check the flywheel housing concentricity and
bolting flange face with tool J 9737-01 as follows:
a. Refer to Fig. 9 and thread the base post J 9737-3
tightly into one of the tapped holes in the
flywheel. Then assemble the dial indicators on the
base post.
b. Position the dial indicators straight and square
with the flywheel housing bell face and inside
bore of the bell. Make sure each indicator has
adequate travel in each direction.
Fig. 10 • Checking Bore Runout
UtIKUII UltOCL
nywheel Housing i-.o
NOTE: If the flywheel extends beyond the
housing bell, the bore and face must be checked
separately. Use the special adaptor in the tool
set to check the housing bore.
c. Tap the front end of the crankshaft with a soft
hammer or pry it toward one end of the block to
ensure end play is in one direction only.
d. Adjust each dial indicator to read zero at the
twelve o'clock position. Then rotate the crankshaft
one full revolution, taking readings at 45 °
intervals (8 readings each for the bore and the
bolting flange face). Stop and remove the wrench
or cranking bar before recording each reading to
ensure accuracy. The maximum total indicator
reading must not exceed .013 " for either the bore
or the face.
e. If the run-out exceeds the maximum limits, remove
the flywheel housing and check for dirt or foreign
material (such as old gasket material) between the
flywheel housing and the end plate and between
the end plate and the cylinder block.
f. Reinstall the flywheel housing and the flywheel
and tighten the attaching bolts in the proper
sequence and to the specified torque. Then
recheck 'he run-out. If necessary, replace the
flywheel housing.
14. Install the tlutch housing, if used. Tighten the
3/8 "-16 attaching bolts to 30-35 Ib-ft torque and the
3/8 "-24 nuts to 35-39 Ib-ft torque.
a. Install tool J 9748 in one of the crankshaft bolt
holes.
b. Install the dial indicator J 8001-3 and position it
to read the bore run-out of the housing (Fig. 10).
Now check the run-out by rotating the crankshaft.
The run-out should not exceed .008 ".
c. Reposition the dial indicator to read the face run-
out and rotate the crankshaft. The maximum
allowable run-out is .008 ".
d. If the bore or face run-out is excessive, loosen the
housing attaching bolts and nuts slightly and tap
the housing with a soft hammer in the required
direction until the run-out is within limits.
Tighten the attaching bolts and nuts evenly to 30-
35 and 35-39 Ib-ft torque respectively. Then
recheck the run-out.
16. Use a new gasket and install the oil pan.
tighten the 1/2 "-13 reinforcement
Install and
17. Remove the engine from the overhaul stand and
complete assembly of the engine.
November, 1973 SEC. 1.5 Page 5
DETROIT DIESEL 53
1.6
PISTON AND PISTON RINGS
The trunk type malleable iron piston (Fig. 1) is plated
with a protective coating of tin which permits close
fitting, reduces scuffing and prolongs piston life. The
top of the piston forms the combustion chamber bowl
and is designed to compress the air into close
proximity to the fuel spray.
Each piston is internally braced with fin-shaped ribs
and circular struts, scientifically designed to draw heat
rapidly from the piston crown and transfer it to the
lubricating oil spray to ensure better control of piston
ring temperature.
The piston is cooled by a spray of lubricating oil
directed at the underside of the piston head from a
nozzle in the top of the connecting rod, by fresh air
from the blower to the top of the piston and indirectly
by the water jacket around the cylinder.
Each piston is balanced to close limits by machining a
balancing rib, provided on the inside at the bottom of
the piston skirt.
Two bushings, with helical grooved oil passages, are
pressed into the piston to provide a bearing for the
PISTON
J-;
CONNECTING
ROD
OH RING
EXPANDER
NON-TURBOCHARGED ENGINE
OIL RING
One PiaceJ
OIL RING
'(Upper Hall)
. OIL RING
"(tower Hall)
OIL RING
EXPANDER
Oil RING ARRANGEMENT TURBOCHARGED ENGINES
hardened, floating piston pin. After the piston pin has
been installed, the hole in the piston at each end of the
pin is sealed with a steel retainer. Thus lubricating oil
returning from the sprayed underside of the piston
head and working through the grooves in the piston
pin bushings is prevented from reaching the cylinder
walls.
Each piston is fitted with compression rings and oil
control rings (Fig. 1).
Equally spaced holes are drilled just below each oil
control ring land to permit the excess oil that is
scraped off the cylinder walls to return to the
crankcase.
Inspect Piston Rings
When an engine is hard to start, runs rough or lacks
power, worn or sticking compression rings may be the
cause. Replacing the rings will aid in restoring engine
operation to normal.
Fig. 1 • Typical Piston Assembly
Fig. 2 - Removing or Installing Piston Ring
April, 1974 SEC. 1.6 Page 1
I .0
risTon ana ribiun
U/U I IVN-/I
The compression rings may be inspected through the
ports in the cylinder liners after the air box covers
have been removed. If the rings are free and are not
worn to the extent that the plating or grooves are
gone, compression should be within operating
specifications. Refer to Section 15.2 for the procedure
for checking cpmpression pressure.
Remove Piston and Connecting Rod
1. Drain the cooling system.
2. Drain the oil and remove the oil pan.
3. Remove the oil pump and inlet and outlet pipes, if
necessary (Section 4.1).
4. Remove the cylinder head (Section 1.2).
5. Remove the carbon deposits from the upper inner
surface of the cylinder liner.
6. Use a ridge cutter to remove any ridge in the
cylinder liner at the top of the piston ring travel.
NOTE: Move the piston to the bottom of its
travel and place a cloth over the top of the
piston to collect the cuttings. After the ridge has
been removed, turn the crankshaft to bring the
piston to the top of its stroke and carefully
remove the cloth with the cuttings.
7. Remove the bearing cap and the lower bearing shell
from the connecting rod. Then push the piston and
rod assembly out through the top of the cylinder block.
The piston cannot be removed from the bottom of the
cylinder block.
Fig. 3 - Cleaning Piston
8. Reassemble the bearing cap and lower bearing shell
to the connecting rod.
Disassemble Piston and Connecting Rod
Note the condition of the piston and rings. Then
remove the rings and connecting rod from the piston
as follows:
1. Secure the connecting rod in a vise equipped with
soft jaws and remove the piston rings with tool J 8128
as shown in Fig. 2.
2. Punch a hole through the center of one of the piston
pin retainers with a narrow chisel or punch and pry
the retainer from the piston, being careful not to
damage the piston or bushings.
3. Withdraw the piston pin from the piston, then
remove the connecting rod.
4. Drive the remaining piston pin retainer out from
the inside with a brass rod or other suitable tool.
Clean Piston
Clean the piston components with fuel oil and dry
them with compressed air. If fuel oil does not remove
the carbon deposits, use a chemical solvent (Fig. 3)
that will not harm the piston pin bushings or the tin-
plate on the piston.
The upper part of the piston, including the
compression ring lands and grooves, is not tin-plated
and may be wire-brushed to remove any hard carbon.
However, use care to avoid damage to the tin-plating
on the piston skirt. Clean the ring grooves with a
suitable tool or a piece of an old compression ring that
has been ground to a bevel edge.
Clean the inside surfaces of the piston and the oil
drain holes in the piston skirt. Exercise care to avoid
enlarging the holes while cleaning them.
Inspection
If the tin-plate on the piston and the original grooves
in the piston rings are intact, it is an indication of very
little wear.
Excessively worn or scored pistons, rings or cylinder
liners may be an indication of abnormal maintenance
or operating conditions which should be corrected to
avoid recurrence of the failure. The use of the correct
types and proper maintenance of the lubricating oil
filters and air cleaners will reduce to a minimum the
amount of abrasive dust and foreign material
Page 2
UtIKUII UltbtL
Piston and Piston Rings 1 .6
THIS PISTON SUITABLE FOR
INSTALLATION AS IS
SLIGHTLY SCORED, USE ONLY
AFTER REMOVING SCORE MARKS
BY POUSHING WITH CROCUS
CLOTH OR HARD INDIA STONE
BADLY SCOREO-UNFIT
FOR USE
Fig. 4 • Comparison of Pistons
introduced into the cylinders and will reduce the rate
of wear.
Long periods of operation at idle speed and the use of
improper lubricating oil or fuel must be avoided,
otherwise a heavy formation of carbon may result and
cause the rings to stick.
Keep the lubricating oil and engine coolant at the
proper levels to prevent overheating of the engine.
Examine the piston for score marks, cracks, damaged
ring groove lands or indications of overheating. A
piston with light score marks which may be cleaned up
may be 're-used (Fig. 4). Any piston that has been
severely scored or overheated must be replaced.
Indications of overheating or burned spots on the
piston may be the result of an obstruction in the
connecting rod oil passage.
Replace the piston if cracks are found across the
internal struts. Use the magnetic particle inspection
methods outlined in Section 1.3 under Crankshaft
Inspection for locating cracks in the piston.
Check the cylinder liner and block bore for excessive
out-of-round, taper or high spots which could cause
failure of the piston (refer to Section 1.0 for
specifications).
Inspection of the connecting rod and piston pin are
covered in Section 1.6.1.
Other factors that may contribute to piston failure
include oil leakge into the air box, oil pull-over from
the air cleaner, dribbling injectors, combustion blow-
by and low oil pressure (dilution of the lubricating
oil).
Inspect and measure the piston pin bushings. The
piston pin-to-bushing clearance with new parts is
.0025 "to .0034". A maximum clearance of .010 "is
allowable with' worn parts. The piston pin bushings in
the connecting rod are covered in Section 1.6.1.
Remove Bushings from Piston
1. Place the piston in the holding fixture J 1513-1 so
that the bushing bores are in alignment with the hole
in the fixture base.
2. Drive each bushing from the piston with the
bushing remover J 4972-4 and handle J 1513-2
(Fig. 5).
Install Bushings in Piston
1. Place the spacer J 7587-1 in the counterbore in the
fixture J 1513-1 (small end up).
April, 1974 SEC. 1.6 Page 3
.o
TIMOR ana risron
HANDLE
INSTAUER
BUSHING
FIXTURE
Fig. 5 • Removing or Installing Piston Pin
Bushings
2. Place the piston on the fixture so that the spacer
protrudes into the bushing bore.
3. Insert the installer J 4972-2 in a bushing, then
position the bushing and installer over the lower
bushing bore.
NOTE: Locate the joint in the bushing toward
the bottom of the piston (Fig. 6).
4. Insert the handle J 1513-2 in the bushing installer
and drive the bushing in until it bottoms on the
spacer.
5. Install the second bushing in the same manner.
6. The bushings must withstand an end load of 1800
pounds without moving after installation.
7. Ream the bushings to size as follows:
a. Clamp the reaming fixture J 5273 in a vise
Page 4
Fig. 6 - Location oi Joint in Piston Pin
Bushings
(Fig. 7). Then insert the guide bushing J 4970-5
in the fixture and secure it with the set screw.
b. Place the piston in the fixture and insert the pilot
end of the reamer J 4970-4 through the clamping
bar, bushings and into the guide bushing.
Fig. 7 - Reaming Piston Pin Bushings
DETROIT DIESEL 53
Piston and Piston Rings 1 .6
Fig. 8 • Measuring Piston-to-liner Clearance
c. With the piston, fixture and reamer in alignment,
tighten the wing nuts securely.
^^B^
Fig. 9 - Measuring Piston Ring Gap
d. Ream the bushings (Fig. 7). Turn the reamer in a
clockwise direction only, when reaming or with-
drawing the reamer. For best results, use only
moderate pressure on the reamer.
e. Withdraw the reamer and remove the piston from
the fixture. Blow out the chips and measure the
inside diameter of the bushings. The diameter
must be 1.3775" to 1.3780".
Fitting Piston
Measure the piston skirt diameter lengthwise and
crosswise of the piston pin bore. Measurements should
be taken at room temperature (70 °F.). The taper and
out-of-round must not exceed .0005 " . Refer to
Section 1.0 for piston diameter specifications.
A new cylinder liner has an inside diameter of
3.8752 "to 3.8767". The piston-to-liner clearance,
with new parts, is .003 1 " to .0068 " (non-turbocharged
engines).
A maximum clearance of .010" (non-turbocharged
engines) is allowable
with used parts.
With the cylinder liner installed in the cylinder block,
hold the piston upside down in the liner and check the
clearance in four places 90° apart (Fig. 8).
Use feeler gage set J 5438 to check the clearance. The
spring scale, attached to the proper feeler gage, is used
to measure the force in pounds required to withdraw
the feeler gage.
Fig. 10 • Measuring Piston Ring Side Clearance
April, 1974 SEC. 1.6 Page 5
1 .6 Piston and Piston Rings
DETROIT DIESEL 53
Select a feeler gage with a thickness that will require a
pull of six pounds to remove. The clearance will be
.001" greater than the thickness of the feeler gage
used, i.e., a .004" feeler gage will indicate a clearance
of .005 "when it is withdrawn with a pull of six
pounds. The feeler gage must be perfectly flat and free
of nicks and bends.
If any bind occurs between the piston and the liner,
examine the piston and liner for burrs. Remove burrs
with a fine hone (a flat one is preferable) and recheck
the clearance.
Fitting Piston Rings
Each piston is fitted with a fire ring, three compression
rings and two oil control rings (Fig. 1).
The current top compression (fire) ring can be
identified by the bright chrome on the bottom side
and oxide (rust color) on the top. The former ring had
a plain metal color on both sides.
A two-piece oil control ring is used in both oil ring
grooves in the pistons for non-turbocharged (naturally
aspirated) engines.
All new piston rings must be installed whenever a
piston is removed, regardless of whether a new or used
piston or cylinder liner is installed.
Insert one ring at a time inside of the cylinder liner
and far enough down to be within the normal area of
ring travel. Use a piston to push the ring down to be
sure it is parallel with the top of the liner. Then
measure the ring gap with a feeler gage as shown in
Fig. 9. Refer to Section 1.0 for ring gap specifications.
If the gap on a compression ring is insufficient, it may
be increased by filing or stoning the ends of the ring.
File or stone both ends of the ring so the cutting
action is from the outer surface to the inner surface.
This will prevent any chipping or peeling of the
chrome plate on the ring. Tho ends of the ring must
remain square and the chamfer on the outer edge
must be approximately .015"
Check the ring side clearance as shown in Fig. 10.
Ring side clearances are specified in Section 1.0.
Piston in Section 1.6.1. Then refer to Frg. 1 and
install the piston rings.
NOTE: Lubricate the piston rings and piston
with engine oil before installing the rings.
COMPRESSION RINGS
1. Starting with the bottom ring, install the
compression rings with tool J 8128 as shown in Fig. 2.
To avoid breaking or pverstressing the rings, do not
spread them any more than necessary to slip them
over the piston.
CAUTION: When installing the top compression
(fire) ring with the tapered face, be sure the
side marked "TOP" is toward the top of the
piston.
2. Stagger the ring gaps around the piston.
OIL CONTROL RINGS
The upper and lower oil control rings used on pistons
for non-turbocharged engines consist of two halves
(upper and lower).
Install the oil control rings as follows:
1. Install the ring expanders in the oil control ring
grooves in the piston.
CAUTION: When installing the oil control rings,
use care to prevent overlapping the ends of the
ring expanders. An overlapped expander will
cause the oil ring to protrude beyond allowable
limits and will result in breakage when the
piston is inserted in the ring compressor during
installation in the cylinder liner. Do not cut or
grind the ends of the expanders to prevent
overlapping. Cutting or grinding the ends will
decrease the expanding force on the oil control
rings and result in high lubricating oil
consumption.
Install Piston Rings
Before installing the piston rings, assemble the piston
and rod as outlined under Assemble Connecting Rod to
Page 6
Install the upper and lower halves of the lower oil
control ring by hand. Install the upper half with the
gap 180 "from the gap in the expander. Then install
the lower half with the gap 45 ° from the gap in the
UCIKUII UlCCStL OJ
riston and riston Kings I .o
upper half of the ring. Make sure the scraper edges
are facing down (toward the bottom of the piston).
NOTE: The scraping edges of all oil control
rings must face downward (toward the bottom
of the piston) for proper oil control.
3. Install the upper and lower halves of both oil
control rings (non-turbocharged engines) as outlined
above.
If there is a noticeable resistance during installation of
the piston, check for an overlapped ring expander.
April, 1974 SEC. 1.6 Page 7
UtIKVJII LMCSCL
I .O. I
*p? "™
CONNECTING ROD
Each connecting rod (Figs. 1 and 2) is forged to an
"I" section with a closed hub at the upper end and a
bearing cap at the lower end. The connecting rod is
drilled to provide lubrication to the piston pin at the
upper end and is equipped with a nozzle to spray
cooling oil to the underside of the piston head on
engines equipped with an oil cooler. Engines that are
no; equipped with an oil cooler do not use nozzle type
connecting rods. An orifice is pressed into a
counterbore at the lower end of the oil passage (in
rods equipped with a spray nozzle) to meter the flow
of oil.
NOTE: Never intermix nozzle type connecting
rocs in an engine with non-nozzle type
connecting rods.
A helically-grooved bushing is pressed into each side
of the connecting rod at the upper end. The cavity
between the inner ends of these bushings registers
with the drilled oil passage in the connecting rod and
forms a duct around the piston pin. Oil entering this
cavity lubricates the piston pin bushings and is then
forced out the spray nozzle to cool the piston. The
piston pin floats in the bushings of both the piston and
the connecting rod.
A service connecting rod includes the bearing cap.
Fig. 1 • Connecting Rod Mounting
bolts, nuts, spray nozzle (if used), orifice and the
piston pin bushings pressed in place and bored to size.
The replaceable connecting rod bearing shells are
covered in Section 1.6.2.
Disassemble Connecting Rod from Piston
Witn the rod and piston assembly removed from the
engine, disassemble the piston and connecting rod as
outlined in Section 1.6.
BUSHING
NUT
Fig. 2 • Connecting Rod Details and Relative
Location of Parts
April, 1974 SEC. 1.6.1 Page 1
1.6.1 Connecting Rod
DETROIT DIESEL 53
DO NOT USE OR ATTEMPT TO SALVAGE
HODS WITH INDICATIONS OVER 005 DEEP
EXTENDING OVER EDGES Op "H" SECTION
ON BOTH SIDES OF FLANGE. SHADED AR
ARC MOST HIGHLY STRCS5CO
EXAMPLE OF AN INDICATION
FOLLOWING LONGITUDINAL
FORGING 7 LOW UNCS
START OP FATIGUE CRACK RESULTING
FROM OVERLOADING (DUE TO HYDRO-
STATIC LOCK) DO NOT ATTEMPT TO
SALVAGE (THJS TYPC OF INDICATION
IS NOT VISIBLE WITH BUSHINGS IN PLACE).
EXAMPLE or A TRANSVERSE INDICATION'
THAT HOES NOT FOLLOW LONGITUDINAL
FORGING FLOW LINES CAN BE CITHER A
FORGING LAP. HIAT TREAT CRACK, OR
START OF A FATIGUE CRACK.
- NON-CRITICAL AREA-
CRITICAL AREA
ACCEPTABLE LIMITS
NON-CRITICAL
AXEA
AS
INDICATIONS IN NON-CRITIC
ARE ACCEPTABLE UNLESS THEY CAN
BE OBSERVED AS OBVIOUS CRACKS
»ITHOl'T WACNITIC INSPECTION
LONGITUDINAL INDICATIONS
FOLLOWING FOROED FLOW LINES
ARE USUALLY SEAMS AND ARE NOT
CONSIDERED HARMFUL IF LESS THAN
1/12 DEEP. DEPTH CAN BE DETER-
MINED BY GRINDING A SMALL AREA
NEAR THE CENTER OF THE INDICA-
TION.
TRANSvr.ME IHI.XATIOMS [ACROSS FLOW LINES).
HAVING A MAXIMUM LENGTH OF 1/i, WHICH CAN
BE REMOVED BY GRINDING NO DEEPER THAN 1/64
ARE ACCIPTABLIL AFTER THEIR COMPLETE RE-
MOVAL. AN EX\.E.'TiON TO TH1« IS A ROD HAVING
A-< INDICATION WHICH EXTENDS OVER THE EDGE
OF "H" SECT.ON AND IS PRESENT ON BOTH SIDE*
OF TH* FLANGt IN THIS CASE MAXIMUM ALLOW.
ABLE DE.TH 14 . MS (SEE SECTDN A-A)
GRINDING NOTES
CAKE SHOULD >E TAXZN IN GRINDING OUT IN-
DICATIONS TO ASSURE PROPER BLENDING OF
GROUND AREA INTO UNGROUND SURFACE SO
AJ TO FORM A SMOOTH CONTOUR.
VVvVV'SNNXV NNVsXTWvNN1
POOR PRACTICE GOOD PRACTICE
1496
Fig. 3 - Magnetic Particle Inspection Limits for Connecting Rod
Inspection
Clean the connecting rod and piston pin with fud oil
and dry them with compressed air. Blow compressH
air through the drilled oil passage in the connecting
rod to be sure the orifice, oil passage and spray holes
are not clogged.
Check the connecting rod for cracks (Fig. 3) by the
magnetic particle method outlined in Section 1.3
under Crankshaft Inspection.
If a new service connecting rod is required, stamp the
cylinder number on the connecting rod and cap (refer
to Section 1.6.3).
NOTE: Clean the rust preventive from a service
replacement connecting rod and blow com-
pressed air through the drilled oil passage to be
sure the orifice, oil passage and spray holes are
not clogged. Also make sure the split line (cap
to rod) is thoroughly cleaned to avoid trapped
contaminants from adversely affecting bearing
shell "crush".
Check the connecting rod bushings for indications of
scoring, overheating or other damage. Bushings that
have overheated may become loose and creep
Page 2
together, thus blocking off the lubricating oil to the
piston pin, bushings and spray nozzle.
Inspect the piston pin for signs of fretting. When re-
using a piston pin, the highly polished and lapped
surface of the pin must not in any way be refinished.
Polishing or refinishing the piston pin is not
recommended as it could result in very rapid bushing
wear.
Since it is subjected to downward loading only, free
movement of the piston pin is desired to secure perfect
alignment and uniform wear. Therefore, the piston
pin is assembled with a full floating fit in the
connecting rod and piston bushings, with relatively
large clearances. Worn piston pin clearances up to
.010" are satisfactory.
Remove Bushings
If it is necessary to replace the connecting rod
bushings, remove them as follows:
' \
UtIKUII UltbtL
Connecting Kod 1 .6. 1
DRIVER
HANDLE -
REMOVER
HOLDER
SPRAY
NOZZLE
POSITION HOLES
AS SHOWN
Fig. 4 • Removing or Installing Bushings
1. Clamp the upper end of the connecting rod in
holder J 7632 (Fig. 4) so that the bore in the bushings
is aligned with the hole in the base of the holder.
2. Place the bushing remover J 4972-4 in the
connecting rod bushing, insert handle J 1513-2 in the
remover and drive the bushings from the rod.
Fig. 6 • Position of Spray Nozzle Holes
Replace Spray Nozzle
The connecting rod bushings must be removed before
the spray nozzle can be replaced. The orifice in the
lower end of the drilled^ passage in the connecting rod
is not serviced and it is not necessary to remove it
when replacing the spray nozzle.
Replace the spray nozzle as follows:
1. Remove the connecting rod bushings (note Caution).
2. Insert spray nozzle remover J 8995 through the
upper end of the connecting rod and insert the pin, in
the curved side of the tool, in the opening in the
bottom of the spray nozzle.
3. Support the connecting rod and tool in an arbor
press as shown in Fig. 5.
Fig. 5 • Removing Spray Nozzle
Fig. 7 • Location of Bushing Joint
April, 1974 SEC. 1.6.1 Page 3
1.6.1 Connecting Rod
DETROIT DIESEL 53
4. Place a short sleeve directly over the spray nozzle.
Then press the nozzle out of the connecting rod.
5. Remove the tool.
6. Start the new spray nozzle, with the holes positioned
as shown in Fig. 6, straight into the counterbore in the
connecting rod.
7. Support the connecting rod in the arbor press, place
a short 3/8" I.D. sleeve on top of the nozzle and press
the nozzle into the connecting rod until it bottoms in
the counterbore.
8. Install new bushings in the connecting rod.
Install Bushings
1. Clamp the upper end of the connecting rod
assembly in holder J 7632 so that the bore for the
bushings aligns with the hole in the base of the tool
(Fig. 4).
2. Start a new bushing straight into the bore of the
connecting rod, with the bushing joint at the top of the
rod (Fig. 7).
3. Insert installer J 4972-2 in the bushing, then insert
handle J 1513-2 in the installer and drive the bushing
in until the flange of the installer bottoms on the
connecting rod.
4. Turn the connecting rod over in the holder and
install the second bushing in the same manner.
5. The bushings must withstand an end load of 2000
pounds without moving after installation.
6. Ream the bushings to size as follows:
a. Clamp reaming fixture J 7608-4 in a bench vise.
c. Place ,he crankshaft end of the connecting rod on
the ai bor of the fixture (Fig. 8). Tighten the nuts on
the 3/8"-24 bolts (In-line engines) to
40-45 Ib-ft torque.
d. Slide the front guide bushing J 4971-6 (with the
pin end facing out) in the fixture.
e. Install spacer J 7608-3 in the fixture.
f. Align the upper end of the connecting rod with the
hole in the reaming fixture.
g. Install the rear guide bushing J 1686-5 on the reamer
J 7608-21, then slide the reamer and bushing into
the fixture.
h. Turn the reamer in a clockwise direction only,
when reaming or withdrawing the reamer. For best
results, use only moderate pressure on the reamer.
i. Remove the reamer and the connecting rod from
the fixture, blow out the chips and measure the in-
side diameter of the bushings. The inside diameter
of the bushings must be 1 .3760" to 1 .3765". This will
provide a piston pin-to-bushing clearance of .0010"
Fig. 8 • Reaming Bushings
Fig. 9 - Installing Piston Pin Retainer
UCIKUII LMC3CL
rcoa
I.O.I
to .0019" with a new piston pin. A new piston pin
has a diameter of 1.3746" to 1.3750".
Assemble Connecting Rod to Piston
Apply clean engine oil to the piston pin and bushings.
Refer to Fig. 2 and assemble the connecting rod to the
piston as follows:
1 . Place the piston in the holding fixture (Fig. 9).
2. Place a new piston pin retainer in position. Then
place the crowned end of installer J 23762 against the
retainer and strike the tool just hard enough to deflect-
the retainer and seat it evenly in the piston.
CAUTION: Do not drive the retainer in too far
or the piston bushing may be moved inward
and result in reduced piston pin end clearance.
3. Place the upper end of the connecting rod between
the piston pin bosses and in line with the piston pin
holes. Then slide the piston pin in place. If the piston
pin-to-bushing clearances are within the specified
limits, the pin will slip into place without use of force.
4. Install the second piston pin retainer as outlined in
Steps 1 and 2.
5. After the piston pin retainers have been installed,
check for piston pin end clearance by cocking the
connecting rod and shifting the pin in its bushings.
6. One important function of the piston pin retainer is
to prevent the oil, which cools the underside of the
piston and lubricates the piston pin bushings, from
reaching the cylinder walls. Check the retainers for
proper sealing as follows:
a. Place the piston and connecting rod assembly
upside down on a bench.
b. Pour clean fuel oil in the piston to a level above
the piston pin bosses.
c. Dry the external surfaces of the piston in the area
around the retainers and allow the fuel oil to set for
about fifteen minutes.
d. Check for seepage of fuel oil around the retainers.
If the fuel oil leaks around the retainers, install new
retainers. In extreme cases, it may be necessary to
replace the piston.
e. After the leakage test is completed, empty the fuel
oil from the piston, dry the parts with compressed air
and lubricate the piston pin with clean engine oil.
7. Install the piston rings on the piston as outlined in
Section 1.6.
8. Install the piston and connecting rod assembly in
the engine as outlined in Section 1.6.3.
April, 1974 SEC. 1.6.1 Page 5
DETROIT DIESEL 53
1.6.2
CONNECTING ROD BEARINGS
The connecting rod bearing shells (Fig. 1) are
precision made and are replaceable without shim
adjustments. They consist of an upper bearing shell
seated in the connecting rod and a lower bearing shell
seated in the connecting rod cap. The bearing shells
are prevented from endwise or radial movement by a
tang at the parting line at one end of each bearing
shell.
The upper and lower connecting rod bearing shells are
different and are not interchangeable. The upper
bearing shell has two short oil grooves and two oil
holes; each groove begins at the end of the bearing
shell and terminates at an oil hole. The lower bearing
shell has a continuous oil groove from one end of the
shell to the other. These grooves maintain a
continuous registry with the oil hole in the crankshaft
connecting rod journal, thereby providing a constant
supply of lubricating oil to the connecting rod
bearings, piston pin bushings and spray nozzle
through the oil passage in the connecting rod.
Remove Bearing Shells
The connecting rod bearing caps are numbered 1, 2, 3,
etc. on an In-lint engine
with matching numbers stamped on
the connecting rods. When removed, each bearing cap
arid the bearing shells must always be reinstalled on
the original connecting rod.
Remove the connecting rod bearings as follows:
1. Drain the oil and remove the oil pan.
2. Remove the oil inlet pipe and screen assembly.
3. Remove one connecting rod bearing cap. Push the
connecting rod and piston assembly up into the
cylinder liner far enough to permit removal of the
upper bearing shell. Do not pound on the edge of the
bearing shell with a sharp tool.
4. Inspect the upper and lower bearing shells as
outlined under Inspection.
5. Install the bearing shells and bearing cap before
another connecting rod bearing cap is removed.
Inspection
Bearing failures may result from deterioration (acid
formation) or contamination of the oil or loss of oil.
An analysis of the lubricating oil may be required to
determine if corrosive acid and sulphur are present
which cause acid etching, flaking and pitting. Bearing
seizure may be due to low oil or no oil.
After removal, clean the bearings and inspect them for
scoring, pitting, flaking, etching or signs of overheat-
ing. If any of these defects are present, the bearings
must be discarded. The upper bearing shells, which
BUSHING
NUT
Fig. 1 • Connecting Rod and Bearing Shells
April, 1974 SEC. 1.6.2 Page 1
1.6.2 Connecting Rod Bearings
DETROIT DIESEL 53
Bearing
Size
Bearing
Thickness
Minimum
Thickness
In-Line Engines
Standard
.002" Undersize
.010" Undersize
.020" Undersize
.030" Undersize
.12457.1250"
.12557.1260"
.12957.1300"
.13457.1350"
.13957.1400"
.1230"
.1240"
.1280"
.1330"
.1380"
\
/•Type Engine
Standard
.002" Undersize
.010" Undersize
.020" Undersize
.030" Undersize
.12477.1252'
.12577.1262'
.12977.1302'
.13477.1352'
.13977.1402'
.1230"
.1240"
.1280"
.1330"
.1380"
TABLE 1
carry the load, will normally show signs of distress
before the lower bearing shells do.
Inspect the backs of the bearing shells for bright spots
which indicate they have been shifting in their
supports. If such spots are present, discard the bearing
shells. Also inspect the connecting rod bearing bore
for burrs, foreign particles, etc.
Measure the thickness of the bearing shells, using a
micrometer and ball attachment J 4757, as described
under Inspection in Section 1.3.4. The minimum
thickness of a worn standard connecting rod bearing
shell should not be less than .1230 "and, if either
bearing shell is thinner than this dimension, replace
both bearing shells. A new standard bearing shell has
a thickness of .1245" to .1250" (in-line engine).
Refer to Table 1 .
In addition to the thickness measurement, check the
clearance between the connecting rod bearing shells
and the crankshaft journal. This clearance may be
checked by means of a soft plastic measuring strip
which is squeezed between the journal and the bearing
(refer to Shop Notes in Section 1.0). The maximum
connecting rod bearing- to-journal clearance with used
parts in .006 " .
Before installing the bearings, inspect the crankshaft
journals (refer to Inspection in Section 1.3).
Do not replace one connecting rod bearing shell alone.
If one bearing shell requires replacement, install both
new upper and lower bearing shells. Also, if a new or
reground crankshaft is to be used, install all new
bearing shells.
Page 2
Bearing shells are available in .010", .020 "and
.030 " undersize for service with reground crankshafts.
To determine the size bearings required, refer to
Crankshaft Grinding in Section 1.3.
Bearings which are .002 " undersize are available to
compensate for slight journal wear where it is
unnecessary to regrind the crankshaft.
NOTE: Bearing shells are NOT reworkable from
one undersize to another under any
circumstances.
Install Connecting Rod Bearing Shells
With the crankshaft and the piston and connecting rod
in place, install the connecting rod bearings as follows:
1. Rotate the crankshaft until the connecting rod
journal is at the bottom of its travel, then wipe the
journal clean and lubricate it with clean engine oil.
2. Install the upper bearing shell - the one with the
short groove and oil hole at each parting line -- in the
connecting rod. Be sure tfte tang on the bearing shell
fits in the groove in the connecting rod.
3. Pull the piston and rod assembly down until the
upper rod bearing seats firmly on the crankshaft
journal.
4. Note the numbers stamped on the connecting rod
and the bearing cap and install the lower bearing shell
- the one with the continuous oil groove - in the
bearing cap, with the tang on the bearing shell in the
groove in the bearing cap.
5. Install the bearing and cap and tighten the nuts on
the 3/8 "-24 bolts (In-line engines) to 40-45
Ib-ft torque.
6. Install the lubricating oil pump inlet tube assembly.
Replace the inlet tube seal ring or elbow gasket if
hardened or broken.
7. Install the oil pan, using a new gasket.
8. Refer to the Lubricating Oil Specifications in
Section 13.3 and fill the crankcase to the proper level
on the dipstick.
9. If new bearings were installed, operate the engine
on the run-in schedule as outlined in Section 13.2.1.
ii:
DETROIT DIESEL 53
1.6.3
CYLINDER LINER
The cylinder liner (Fig. 1) is of the replaceable wet
type, made of hardened alloy cast iron, and is a slip fit
in the cylinder block. The current liner is centrifugally
cast, while the former liner was sand cast.
The liner is inserted in the cylinder bore from the top
of the cylinder block. The flange of each liner rests on
a counterbore in the top of the block.
A synthetic rubber seal ring, recessed in the cylinder
block bore, is used between the liner and the block to
prevent water leakage into the air box.
The upper portion of the liner is directly cooled by
water surrounding the liner. The center portion of the
liner is air cooled by the scavenging air which enters
the cylinder through eighteen equally spaced ports.
I
The air inlet ports in the liner are machined at an
angle to create a uniform swirling motion to the air as
it enters the cylinder. This motion persists throughout
the compression stroke and facilitates scavenging and
combustion.
The wear on a liner and piston is directly related to
the amount of abrasive dust and dirt introduced into
the engine combustion chamber through the air
Fig. 1 • Cylinder Liner
Fig. 2 • Removing Cylinder Liner
intake. This dust, combined with lubricating oil on the
cylinder wall, forms a lapping compound and will
result in rapid wear. Therefore, to avoid pulling
contaminated air into the cylinder, the air cleaners
must be serviced regularly according to the surround-
ings in which the engine is operating.
i LJ/U"
MEASURE INSIDE
1 DIAMETER OF
LINER AT PLACES
i A, 8, C, D, E,
F, AND G ON "XZ"
AND "WV" AXES
Fig. 3 • Cylinder Liner Measurement Diagram
November, 1973 SEC. 1.6.3 Page 1
Remove Cylinder Liner
It is very important that the proper method is followed
when removing a cylinder liner. Do not attempt to
push the liner out by inserting a bar in the liner ports
and rotating the crankshaft, otherwise the piston may
be damaged or the upper ring groove may collapse.
To remove a cylinder liner, refer to Fig. 2 and
proceed as follows:
1. Remove the piston and connecting rod assembly as
outlined in Section 1.6.
2. Remove the cylinder liner with tool set J 22490 as
follows:
a. Slip the lower puller clamp up on the puller rod
and off the tapered seat. Cock the clamp so it will
slide down through the liner. The clamp will drop
back on the tapered seat after it clears the bottom
of the liner. Then slide the upper puller clamp
down against the top edge of the liner.
Fig. 4 • Checking Bore of Cylinder Liner
b. With the tool in place, strike the upset head on the
upper end of the puller rod a sharp blow with the
puller weight, thus releasing the liner.
c. Remove the tool from the liner. Then remove the
liner from the cylinder block.
d. Remove and discard the cylinder liner seal ring
from the groove in the cylinder block bore.
If tool J 22490 is unavailable, tap the liner out with a
hardwood block and hammer.
Inspect Used Cylinder Liner
When the cylinder liner is removed from the cylinder
block, it must be thoroughly cleaned and then checked
for:
Cracks
Scoring
Poor contact on outer surface
Flange irregularities
Inside diameter
Out-of-round
Taper
A cracked or excessively scored liner must be
discarded. A slightly scored liner may be cleaned-up
and re-used.
Excessive liner-to-block clearance or block bore
distortion will reduce heat transfer from the liner to
the block and to the engine coolant. Poor contact
between the liner and the block bore may be indicated
by stains or low pressure areas on the outer surface of
the liner.
Examine the outside diameter of the liner for fretting.
GLAZE
BROKEN
Fig. 5 • Glazed Surface of Cylinder Liner
Page 2
DETROIT DIESEL 53
Cylinder Liner 1 .6.3
Fig. 6 - Cylinder Liner Ridge Due to Wear
Fretting is the result of a slight movement of the liner
in the block bore during engine operation, which
causes material from the block to adhere to the liner.
These metal particles may be removed from the
surface of the liner with a coarse, flat stone.
Install the liner in the proper bore of the cylinder
block and measure the inside diameter at the various
points shown in Fig. 3. Use cylinder bore gage J 5347
(Fig. 4), which has a dial indicator calibrated in
.0001 " increments, as it is rather difficult to obtain
accurate measurements with a micrometer. Set the
cylinder bore gage on zero in master ring gage J 8385.
Also check the liner for taper and out-of-round.
NOTE: Dial bore gage master setting fixture
J 23059 may be used in place of the master
ring gage.
To reuse the liner, the taper must not exceed .002 "and
the out-of-round must not exceed .003". In addition,
the ridge formed at the top of the ring travel must be
removed. If the out-of-round exceeds .003", rotate the
liner 90 "in the block bore and recheck.
bore becomes very smooth or glazed due to the
rubbing action of the piston rings. Unless this glaze is
removed, the time required to seat new piston rings
will be lengthened.
The ridge formed at the top of the liner by the travel
of the piston rings must also be removed. Otherwise,
interference with the travel of the new compression
rings may result in ring breakage.
Therefore, even though the taper and out-of-round are
within the specified limits, the glaze and ridge must be
removed by working a hone up and down the full
length of the liner a few times.
Whenever a liner is honed, it should be placed in a
fixture (a scrap cylinder block makes an excellent
honing fixture). However, if it is necessary to hone a
liner in the cylinder block that is to be used in
building up the engine, the engine must be dismantled
and then, after honing, the cylinder block and other
parts must be thoroughly cleaned to ensure that all
abrasive material is removed.
The hone J 5902-01, equipped with 120 grit stones
J 5902-14, should be worked up and down, at a speed
of 300-400 rpm, the full length of the liner a few times
in a criss-cross pattern that produces hone marks on a
45 "axis. This operation may be performed with emery
cloth if a hone is not available.
After the liner has been honed, remove it from the
fixture and clean it thoroughly. Then dry it with
compressed air and check the entire surface for burrs.
After honing, the liner must conform to the same
limits on taper and out-of-round as a new liner and
the piston-to-liner clearance must be within the
specified limits (Section 1.0).
Inspect New Cylinder Liner
Both the former and current liners can be intermixed
in In-line engines.
I
Hone Used Cylinder Liner
A used cylinder liner must be honed for the following
reasons:
1. To break the glaze (Fig. 5) which results after long
periods of operation.
2. To remove the ridge (Fig. 6) formed at the top by
the piston ring travel.
When a liner has been in service for a long period, the
Install the cylinder liner in the block and measure the
inside diameter at the various points shown in Fig. 3.
Use dial bore gage J 5347 and set the gage on zero
with master ring J 8385.
NOTE: Dial bore gage master setting fixture
J 23059 may be used in place of the master
ring gage.
A new cylinder liner is 3.8752" to 3.8767" on the
inside diameter and should be straight from top to
bottom within .001" and round within .002" total
indicator reading when the liner is in place in the
November, 1973 SEC. 1.6.3 Page 3
1 .6.3 Cylinder Liner
DETROIT DIESEL 53
block. Refer to Section 1.0 for the specified piston-to-
liner clearance.
NOTE: Do not modify the surface finish in a
new service cylinder liner. Since the liner is
properly finished at the factory, any change will
adversely affect the seating of the piston rings.
Fitting Cylinder Liner in Block Bore
1. Wipe the inside and outside of the liner clean and
make sure the block bore and counterbore are clean so
the liner flange will seat properly. Then slide the liner
into the block until the flange rests on the bottom of
the counterbore in the block.
CAUTION: Do not drop or slam the liner flange
against the bottom of the counterbore in the
block.
2. Tap the liner lightly with a soft hammer to make
certain the liner flange seats on the bottom of the
counterbore.
3. Clamp the liner in place with hold-down clamp
J 21793 and measure the distance from the top of the
liner flange to the top of the block with dial indicator
set J 22273 (Fig. 7). The top of the liner flange should
be .0465 " to .0500 " below the top of the block, and
there must not be over .0015" difference in depth
between any two adjacent liners when measured along
the cylinder longitudinal center line. If the above
limits are not met, install the liner in another bore and
recheck, or use a new liner.
4. Matchmark the liner and the cylinder block with
chalk or paint so the liner mav be reinstalled in the
Fig. 7 - Checking Distance of Liner Flange
Below Top Face of Block
OPERATION i
Fig. 8 - Installing Piston and Connecting Rod
Assembly in Ring Compressor and Cylinder
Liner
same position in the same block bore. Place the
matchmark on the engine serial number side of the
block (In-line engine).
5. Remove the hold-down clarnp and the cylinder
liner.
Install Piston and Connecting Rod Assembly
1. With the piston assembled to the connecting rod
and the piston rings in place as outlined in
Sections 1.6 and 1.6.1, apply Cindol 1705 oil to the
piston, rings and the inside surface of the piston ring
compressor J 6883.
NOTE: Inspect the ring compressor for nicks or
burrs, especially at the non-tapered inside
diameter end. Nicks or burrs on the inside
diameter of the compressor will result in
damage to the piston rings.
Page 4
DETROIT DIESEL 53
Cylinder Liner 1 .6.3
Fig. 9 • Cylinder Liner Seal Ring Location in Cylinder Block Bore
2. Place the piston ring compressor on a wood block,
with the chamfered end of the ring compressor facing
up.
3. Position (stagger) the piston ring gaps properly on
the piston. Make sure the ends of the oil control ring
expanders are not overlapped.
4. Start the top of the piston straight into the ring
compressor. Then push the piston down until it
contacts the wood block (Operation 1 of Fig. 8).
5. Note the position of the matchmark and place the
liner, with the flange end down, on the wood block.
6. Place the ring compressor and the piston and
connecting rod assembly on the liner so the numbers
on the rod and cap are aligned with the matchmark on
the liner (Operation 2 of Fig. 8).
NOTE: The numbers, or number and letter, on
the side of the connecting rod and cap identify
the rod with the cap and indicate the particular
cylinder in which they are used. If a new service
connecting rod is to be installed, the same
identification numbers, or number and letter,
must be stamped in the same location as on the
connecting rod that was replaced.
7. Push the piston and connecting rod assembly down
into the liner until the piston is free of the ring
compressor.
CAUTION: Do not force the piston into the
liner. The peripheral abutment type expanders
apply considerably more force on the oil ring
than the standard expander. Therefore, extra
care must be taken during the loading
operation to prevent ring breakage.
8. Remove the connecting rod cap and the ring
compressor. Then push the piston down until the
compression rings pass the cylinder liner ports.
Fig. 10 - Installing Piston, Rod and Liner
Assembly in Cylinder Block
November, 1973 SEC. 1.6.3 Page 5
1.6.3 Cylinder Liner
DETROIT DIESEL 53
Install Cylinder Liner, Piston and Connecting
Rod Assembly
After the piston and connecting rod assembly have
been installed in the cylinder liner, install the entire
assembly in the engine as follows:
1. Make sure the seal ring groove in the cylinder block
is clean. Then install a new seal ring.
NOTE: The current cylinder block has an ad-
ditional seal ring groove approximately 1/8"
below the original top groove (Fig. 9). This
groove will permit further use of the cylinder
block where corrosion or erosion of the upper
seal ring groove has occurred. The lower seal
ring groove in the current cylinder block has
been eliminated. Reinstallation of the lower
seal ring is not necessary in the former cylinder
block.
2. Apply hydrogenated vegetable type shortening or
permanent type antifreeze to the inner surface of the
seal ring.
3. If any of the pistons and liners are already in the
engine, use hold-down clamps (Fig. 7) to retain the
liners in place when the crankshaft is rotated.
4. Rotate the crankshaft until the connecting rod
journal of the particular cylinder being worked on is
at the bottom of its travel. Wipe the journal clean and
lubricate it with clean engine oil.
5. Install the upper bearing shell — the one with a
short oil groove at each parting line -- in the
connecting rod. Lubricate the bearing shell with clean
engine oil.
6. Position the piston, rod and liner assembly in line
with the block bore (Fig. 10) so the identification
number on the rod is facing
the engine serial number side
(In-line engine). Also align the matchmarks on the
liner and the block. Then slide the entire assembly
into the block bore and seal ring, being careful not to
damage the seal ring.
7. Push or pull the piston and connecting rod into the
liner until the upper bearing shell is firmly seated on
:he crankshaft journal.
8. Place the lower bearing shell - the one with the
continuous oil groove from one parting line to the
other -- in the connecting rod cap, with the tang on the
bearing shell in the notch in the connecting rod
bearing cap. Lubricate the bearing shell with clean
engine oil.
9. Install the bearing cap and the bearing shell on the
connecting rod with the identification numbers on the
cap and the rod adjacent to each other. On the 3/8"-
24 bolts (In-line engines), tighten the nuts to
40-45 Ib-ft torque.
10. Check the connecting rod side clearance. The
clearance between the side of the rod and the
crankshaft should be .006" to .012" with new parts on
an In-line engine.
11. Install the remaining liner, piston and rod
assemblies in the same manner. Use hold-down clamps
to hold each liner in place.
12. After all of the liners and pistons have been
installed, remove the hold-down clamps.
13. Install new compression gaskets and water and oil
seals as outlined in Section 1.2. Then install the
cylinder head and any other parts which were removed
from the engine.
14. After the engine has been completely reassembled,
refer to the Lubricating Oil Specifications in
Section 13.3 and refill the crankcase to the proper
level on the dipstick.
15. Close all of the drains and fill the cooling system.
16. If new parts such as pistons, rings, cylinder liners
or bearings were installed, operate the engine on the
run-in schedule given in Section 13.2.1.
Page 6
DETROIT DIESEL 53
1.7
ENGINE BALANCE AND BALANCE WEIGHTS
In the balance of two-cycle engines, it is important to
consider disturbances due to the reciprocating action
of the piston masses. These disturbances are of two
kinds: unbalanced forces and unbalanced couples.
These forces and couples are considered as primary or
secondary according to whether their frequency is
equal to engine speed or twice engine speed. Although
it is possible to have unbalanced forces or couples at
frequencies higher than the second order, they are of
small consequence in comparison to the primary forces
and couples. Even the secondary forces and couples
are usually of little practical significance.
The reciprocating masses (the piston and upper end of
the rod) produce an unbalanced couple due to their
arrangement on the crankshaft.
On an In-line engine, it
tends to rock the engine from end to end in a vertical
plane. This couple is cancelled by incorporating an
integral crankshaft balance component and by placing
balance weights
at the outer ends of the balance shaft
and camshaft (In-line engine). This balance arrange-
ment produces a couple that is equal and opposite in
magnitude and direction to the primary couple.
On the balance shaft and
camshaft (In-line engine), each set of weights (weights
on the outer ends of each shaft comprise a set) rotates
in an opposite direction with respect to the other.
When the weights on either end of the engine are in a
vertical plane, their centrifugal forces are in the same
direction and oppose the primary couple. When they
are in a horizontal plane, the centrifugal forces of
these balance weights oppose each other and are,
therefore, cancelled. The front balance weights act in a
direction opposite to the rear balance weights;
therefore, rotation will result in a couple effective only
in a vertical plane. This couplej along with that built
into the crankshaft, forms an elliptical couple which
completely balances the primary couple.
The balance weights are integral with the gears and
the circular balance weights (pulleys) on the shafts.
Additional weights are attached to the camshaft and
balance shaft gears on three cylinder
engines.
Both the rotating and primary reciprocating forces
and couples are completely balanced in the engines.
Consequently, the engines will operate smoothly and
in balance throughout their entire speed range.
Remove Front Balance Weights
1. Remove the nut at each end of both shafts as
outlined in Section 1.7.2.
2. Force the balance weight off the end of each shaft,
using two screw drivers or pry bars between the
balance weight and the upper front cover as shown in
Fig. 1.
Install Front Balance Weights
1. Reinstall the Woodruff keys in the shafts, if they
were removed.
2. Align the keyway in the balance weight with the key
in the shaft, then slide the weight on the shaft. If the
weight does not slide easily onto the shaft, loosen the
thrust washer retaining bolts at the opposite end of the
shaft. Then, to prevent possible damage to the thrust
washer, support the rear end of the shaft while
tapping the weight into place with a hammer and a
\z*r w
Fig. 1 • Removing rront Balance Weight (Pulley
Type)
November, 1973 SEC. 1.7 Page 1
sleeve. Retighten the thrust washer retaining bolts to
30-35 Ib-ft torque. Install the other weight in the same
manner.
3. Wedge a clean rag between the gears. Refer to
Fig. 1 of Section 1.7.2 and tighten the gear retaining
nuts to 300-325 Ib-ft torque. Then tighten the front
balance weight retaining nuts to 300-325 Ib-ft torque.
Remove the rag from the gears.
ige 2
DETROIT DIESEL 53
1.7.1
GEAR TRAIN AND ENGINE TIMING
A train of helical gears, completely enclosed between
the engine end plate and the flywheel housing, is
located at the rear of the Series 53 engines.
The gear train on an In-line engine (Fig. I) consists of
a crankshaft gear, an idler gear, a camshaft gear, and
a balance shaft gear. The governor drive gear, the
upper blower rotor gear for the three cylinder
engines,
are driven by the camshaft gear or
balance shaft gear, depending upon the engine model.
The idler gear rotates on a stationary hub.
The camshaft and balance shaft gears on In-line
engines
are pressed on and keyed to their respective shafts and
each gear is secured by a retaining nut and lock plate.
The crankshaft, idler, camshaft and balance shaft
gears on In-line engines are completely
interchangeable with each other
On In-line engines, the camshaft and balance shaft
gears have additional weights attached to the rear face
of each gear.
These weights are
important in maintaining perfect engine balance.
On In-line engines, the crankshaft gear is
pressed on and keyed to the end of the crankshaft.
IN-LINE ENGINE
R.H. ROTATION
Fig. 1 - In-Line Engine Gear Train Timing Marks (Standard Timing Shown)
February, 1972 SEC. 1.7.1 Page 1
1.7.1 Gear Train and Timing
DETROIT DIESEL 53
The camshaft and balance shaft gears on an In-line
engine
mesh with each other and run at the same
speed as the crankshaft gear. Since the camshaft gears
must be in time with each other, and the two as a unit
in time with the crankshaft gear, timing marks have
been stamped on the face of the gears to facilitate
correct gear train timing.
The symbol system of marking the gears makes gear
train timing a comparatively easy operation. When
assembling the engine, it is important to remember the
engine rotation. Then, working from the crankshaft
gear to the idler gear and to the camshaft and/or
balance shaft gear in that order, line up the
appropriate circle symbols on the gears or the
appropriate triangles as each gear assembly is installed
on the engine. Refer to Fig .1 for a typical
gear train timing arrangement.
NOTE: It is advisable to make a sketch
indicating the position of the timing marks
BEFORE removing or replacing any of the
gears in the gear train.
symbols stamped on the gears. The letters stamped on
the crankshaft gears identify the proper timing marks
for the particular engine: "I" represents "In-line"
engine, "R" represents
right-hand rotation engine,
and "A" represents advanced timing.
Effective with engine serial numbers 3D-64404,
all Series 53 vehicle
engines are built with advanced timing. The timing is
advanced by aligning the proper "A" timing mark on
the crankshaft gear with the circle-triangle timing
mark on the idler gear.
IN-LINE ENGINE:
The camshaft and balance shaft gears are positioned
so that the circle timing marks are adjacent to each
other (Fig. 1). One circle-triangle timing mark on the
idler gear is aligned with the second "circle" on the
mating camshaft (or balance shaft) gear. The other
timing mark on the idler gear is aligned with the
proper timing mark on the crankshaft gear.
The circle and the triangle are the basic timing The crankshaft gear is stamped "IR-A" on the left
Page 2
DETROIT DIESEL 53
Gear Train and Timing 1.7.1
side of the circle timing mark (Fig. l)for a right-hand
rotation engine. For standard timing, the circle on the
crankshaft gear is aligned with the circle-triangle on
the idler gear. For advanced timing, the "A" adjacent
to the "IR" on the crankshaft gear is aligned with the
circle-triangle on the idler gear.
February, 1972 SEC. 1.7.1 Page 3
1.7.1 Gear Train and Timing
DETROIT DIESEL 53
Lubrication
The gear train is lubricated hy the overflow of oil
from the camshaft and balance shaft pockets spilling
into the gear train compartment. A certain amount of
the oil also spills into the gear train compartment
from the camshaft and balance shaft end bearings and
the idler gear bearing.
ENGINE TIMING
The correct relationship between the crankshaft and
camshafl(s) must be maintained to properly control
fuel injection and the opening and closing of the
exhaust valves.
The crankshaft timing gear can be mounted in only
one position since it is keyed to the crankshaft. The
camshaft gear(s) can also be mounted in only one
position due to the location of the keyway relative to
the cams. Therefore, when the engine is properly
timed, the markings on the various gears will match as
shown in Fig . I.
Pre-ignition. uneven running and a loss of power may
result if an engine is "out of time".
When an engine is suspected of being out of time, due
to an improperly assembled gear (rain, a quick check
can be made without removing the flywheel and
flywheel housing by following the procedure outlined
below.
Check Engine Timing
Access to the crankshaft pulley, to mark the top dead
center position of the selected piston, and to the front
end of the crankshaft or the flywheel for turning the
crankshaft is necessary when performing the timing
check. Then, proceed as follows:
1. Clean and remove the valve rocker cover.
2. Select any cylinder for the timing check.
3. Remove the injector as outlined in Section 2.1 or
2.1.1.
4. Carefully slide a rod, approximately 12" long,
through the injector tube until the end of the rod rests
on top of the piston. Place the throttle in the no-fuel
position. Then, turn the crankshaft slowly in the
direction of engine rotation. Stop when the rod
reaches the end of its upward travel. Remove the rod
and turn the crankshaft, opposite the direction of
—•-'•'in, between 1/16 and 1/8 of a turn.
""'tVi .001" graduations and a
spindle movement of at least 1". Provide an extension
for the indicator spindle. The extension must be long
enough to contact the piston just before it reaches the
end of its upward stroke. Also, select suitable
mounting attachments for the indicator so it can be
mounted over the injector tube in the cylinder head.
6. Mount the indicator over the injector tube. Check to
be sure the indicator spindle extension is free in the
injector tube and is free to travel at least one inch.
1 . Attach a suitable pointer to the engine lower front
cover. The outer end of the pointer should extend out
over the top of the crankshaft pulley.
8. Turn the crankshaft slowly, in the direction of
engine rotation, until the indicator hand just stops
moving.
9. Continue to turn the crankshaft, in the direction of
rotation, until the indicator starts to move again. Now
set the indicator on zero and continue to turn the
crankshaft until the indicator reading is .010".
Engine
'INDICATOR READING
Standard
Retarded
1 -Tooth
Advanced
1 -Tooth
STANDARD TIMING
U 3
.228"
.204"
.245"
("3-
.206"
.179"
.232"
ADVANCED TIMING
<'>3-
.232"
.206"
.258"
* Indicator readings shown are nominal values. The
allowable tolerance is ± .005 in.
(1) High velocity type injector earn.
(2) Low velocity type injector cam.
TABLE 1
DETROIT DIESEL 53
Gear Train and Timing 1.7.1
10. Scribe a line on the crankshaft pulley in line with
the end of the pointer.
1 1 . Slowly turn the crankshaft, opposite the direction
of rotation, until the indicator hand stops moving.
12. Continue to turn the crankshaft, opposite the
direction of rotation, until the indicator starts to move
again. Now set the indicator on zero and continue to
turn the crankshaft until the indicator reading is
.010".
13. Scribe the second line on the crankshaft pulley in
line with the end of the pointer.
14. Scribe a third line on the pulley half way between
the first two lines. This is top dead center.
NOTE: If the crankshaft pulley retaining bolt
loosened up, tighten it to the torque specified in
Section 1.0.
15. Remove the dial indicator and rod from the
engine.
16. Install the injector as outlined in Section 2.1 or
2.1.1. Then, refer to Section 14 and adjust the exhaust
valve clearance and time the fuel injector.
17. Turn the crankshaft, in the direction of rotation,
until the exhaust valves in the cylinder selected are
completely open. Reinstall the dial indicator so the
indicator spindle rests on the top of the injector
follower. Then, set the indicator on zero. Next turn the
crankshaft slowly, in the direction of rotation, until the
center mark on the pulley is in line with the pointer.
18. Check the front end of the camshaft for an
identification mark. For identification purposes, a
letter "V" is stamped on each end of a low velocity
camshaft; but a letter "V" is not stamped on a high
velocity camshaft. Note the indicator reading and
compare it with the dimensions listed in Table 1 for
the particular camshaft in the engine.
19. Remove the dial indicator; also remove the pointer
attached to the front of the engine.
20. Install the valve rocker cover.
February, 1972 SEC. 1.7.1 Page 5
DETROIT DIESEL 53
1.7.2
/W*K;
CAMSHAFT, BALANCE SHAFT AND BEARINGS
The camshaft and balance shaft used in the In-line
engines,
are located just below the top of the cylinder
block. The camshaft and balance shaft in the In-line
engines may be positioned on either side of the engine
as required by the engine rotation and accessory
arrangement.
The shafts are supported by bearings (bushing type)
that are pressed into bores in the cylinder block. The
balance shaft is supported by front and rear bearings
only, whereas the camshaft is supported by end,
intermediate and center bearings.
The camshafts in the
three cylinder engine are supported by two end
bearings and two intermediate bearings.
To facilitate assembly, letters signifying the engine
models in which a shaft may be used are stamped on
the ends of the shaft. The letters on the timing gear
end of the camshaft must correspond with the engine
model. For example, the letters RC are stamped on a
camshaft used in an RC model engine. For additional
identification, a camshaft with no designation on the
ends or ;> "7" stamped on the ends is a high-velocity
high-lift camshaft. A camshaft stamped with a "V" or
"V7" is a low velocity high-lift camshaft.
Fig. 1 • Removing or Installing Nut on
Camshaft or Balance Shaft
NOTE: The low lift camshaft which provides a
maximum valve cam lobe lift of .276 " is
stamped "V7L" on both ends.
Lubrication is supplied under pressure to the camshaft
and balance shaft end bearings via oil passages
branching off from the main oil gallery direct to the
camshaft end bearings.
In addition, oil is forced through an oil passage in
each camshaft which lubricates the camshaft interme-
diate bearings. On the current camshafts, the
intermediate journal oil grooves were eliminated and a
chamfer added to the intermediate journal oil holes.
When replacing a former camshaft with a current
camshaft, always use new bearings.
All of the camshaft and balance shaft bearings
incorporate small slots through which lubricating oil is
directed to the cam follower rollers.
Remove Camshaft or Balance Shaft
Whenever an engine is being completely reconditioned
or the bearings, thrust washers, or the gears need
Fig. 2 • Removing or Installing Thrust Washer
Retaining Bolts
August, 1972 SEC. 1.7.2 Page 1
7.2 Camshaft and Bearings
DETROIT DIESEL 53
Fig. 3 - Removing End Bearing
placing, remove the shafts from the engine in the
Mowing manner:
NOTE: Refer to Shop Notes in Section 1.0 to
install a cup plug in the front end of the
camshaft.
Drain the engine cooling system.
Remove all accessories and assemblies with their
taching parts as necessary to permit the engine to be
Dunted on an overhaul stand.
ocedures for removing accessories and assemblies
>m the engine will be found in their respective
:tions of this manual.
Mount the engine on an overhaul stand. Be sure the
gine is securely mounted on the stand before
leasing the lifting sling.
Remove the cylinder head(s). Refer to Section 1.2.
Remove the flywheel and the flywheel housing as
tlined in Sections 1.4 and 1.5.
Remove the bolts which secure the gear nut retainer
ige 2
plates (if used) to the gears, then remove the retainer
plates.
7. Wedge a clean rag between the gears as shown in
Fig. 1; then, remove the nuts from each end of both
shafts with a socket wrench.
8. Remove the balance weights from the front end of
the shafts as outlined in Section 1.7.
9. Remove the upper engine front
(Section 1.7.8).
cover
10. Remove the oil slinger from the front end of both
shafts.
11. Remove the two retaining bolts that secure the
camshaft or balance shaft thrust washer to the cylinder
block by inserting a socket wrench through a hole in
the web of the gear as shown in Fig. 2.
12. Withdraw the shaft, thrust washer and gear as an
assembly from the rear end of the cylinder block.
Disassemble Camshaft or Balance Shaft
1. Remove the gear from the shaft. Refer to
Section 1.7.3.
2. Remove the end plugs from the camshaft, to
facilitate the removal of any foreign material lodged
behind the plugs, as follows:
a. Clamp the camshaft in a vise equipped with soft
jaws, being careful not to damage the cam lobes
or machined surfaces of the shaft.
b. Make an indentation in the center of the camshaft
end plug with a 31/64 " drill (carboloy tip).
c. Punch a hole as deeply as possible with a center
punch to aid in breaking through the hardened
surface of the plug.
d. Then, drill a hole straight through the center of
the plug with a 1/4 " drill (carboloy tip).
e. Use the 1/4" drilled hole as a guide and redrill
the plug with a 5/16 " drill (carboloy tip).
f. Tap the drilled hole with a 3/8 "-16 tap.
g. Thread a 3/8 "-16 adaptor J 8183 into the plug.
Then, attach a slide hammer J 6471-1 to the
adaptor and remove the plug by striking the
weight against the handle.
h. Insert a length of 3/8 " steel rod in the camshaft
oil gallery and drive the remaining plug out.
DETROIT DIESEL 53
Camshaft and Bearings 1 .7.2
NOTE: If a steel rod is not available, remove the
remaining plug as outlined in Steps "a"
through "g".
Inspection
Soak the camshaft in clean fuel oil. Then, run a wire
brush through the oil gallery to remove any foreign
material or sludge. Clean the exterior of the camshaft
and blow out the oil gallery and the oil holes with
compressed air. Clean the camshaft bearings and
related parts with fuel oil and dry them with
compressed air.
Inspect the cams and journals for wear or scoring. If
the cams are scored, inspect the cam rollers as outlined
in Section 1.2.1.
Check the runout at the center bearing with the
CAMSHAFT AND BALANCE SHAFT CYLINDER
BLOCK BORE MACHINING CHART
Engine
Bearing
Location
Dimension
Minimum
Maximum
3
3
End
Intermediate*
2.385"
2.375"
2.386"
2.376"
TABLE 1
camshaft mounted on the end bearing surfaces. Run
out should not exceed .002 ".
Examine both faces of the thrust washers. If either
face is scored or if the thrust washers are worn
excessively, replace the washers. New thrust washers
are .208 " to .210 " thick.
Also, examine the surfaces which the thrust washers
contact; if these surfaces are scratched but not severely
scored, smooth them down with an oil stone. If the
score marks are too deep to be removed, or if parts are
badly worn, use new parts.
The clearance between new shafts and new bearings is
.0045 " to .006 ", or a maximum of .008 " with worn
parts. Excessive clearance between the shafts and the
bearings will cause low oil pressure and excessive
backlash between the gears.
Bearings are available in .010 " and .020 " undersize
for use with worn or reground shafts.
Oversize camshaft and balance shaft bearings are
available in sets, .010" oversize on the outside
diameter, to permit reuse of a cylinder block having
one or more scored block bearing bores. To use the
oversize bearings, the camshaft and balance shaft
block bores must be carefully line-bored (machined) to
the dimensions shown in Table 1.
Fig. 4 • Installing Intermediate Camshaft Bearing
August, 1972 SEC. 1.7.2 Page 3
1 .7.2 Camshaft and Bearings
DETROIT DIESEL 53
Remove Bearings
The end bearings must be removed prior to removing
the intermediate bearings.
CAUTION: When removing the bearings be sure
to note the position of the bearings in the bore
with respect to the notch in the bearings.
Replacement bearings must be installed in the
same position.
1. Remove all accessories and assemblies with their
attaching parts as is necessary so that tool set J 7593-
32 may be used as shown in Fig. 3 and in A of Fig. 7.
Tool set J 7593-03, designed for use with standard size
bearings, may be used to remove and install .010 "
undersize and .020 " undersize bearings by reducing
the pilot diameter of the pilot J 7593-2, installer
I 7593-3, remover J 7593-5, installer J 7593-6, and
installer J 7593-15. The pilot diameter of these tools
ihould be reduced by .020 ". This reduction in tool
diameter does not materially effect usage on standard
size bearings. If the tools are used frequently, however,
it may be advisable to purchase additional standard
pieces. Reduced diameter tools have not been released.
>. Insert the small diameter end of the pilot J 7593-2
.nto the end bearing.
5. Then, with the unthreaded end of the shaft J 7593-1
itarted through the pilot, push the shaft through the
Dlock bore until the end of the shaft snaps into the
•emoverJ 7593-5.
I. Now drive the end bearing out of the cylinder
jlock. The nearest intermediate and /or center
>earings can be removed now in the same manner,
fhe large diameter end of pilot J 7593-2 will fit into
INTERMEDIATE
AND CENTER
Fig. 5 • Camshaft and Balance Shatt Bearing
Identification
NOTCH INBOARD AS SHOWN-
-ALL BEARINGS THIS SIDE
NOTCH OUTBOARD AS SHOWN-AU OTHER
BEARINGS THIS SIDE
REAR VIEW OF "A i D"
3 CYLINDER ENGINES
NOTCH INBOARD AS SHOWN -
-ALL BEARINGS THIS SIDE
NOTCH OUTBOARD AS SHOWN-
-ALL BEARINGS THIS SIDE
REAR VIEW OF "B & C"
3 CYLINDER ENGINES
Fig. 6 • Location of Notch in Relation to Shaft
Bore Centerline
'age 4
DETROIT DIESEL 53
Camshaft and Bearings 1.7.2
the camshaft bore and is used when removing the
other end bearing and any remaining bearings.
Install Intermediate and/or Center Camshaft
Bearings
Camshaft ,center and intermediate bearings must be
installed prior to installing the camshaft end bearings.
On the four cylinder In-Line and 8V engine, the
center, rear intermediate and rear bearings are
installed in that order by pressing the bearings from
the rear to the front of the block. The front
intermediate and front bearings are installed by
pressing the bearings from the front to the rear of the
block. Bearings are similarly installed in the three
cylinder and 6V engine except that there is no center
bearing. The center bearing for the two cylinder block
is installed by pressing the bearing from the rear to
the front of the block.
NOTE: Current bearings incorporate lubrication
grooves on the inner bearing surface (Fig. 5).
To properly install the camshaft and balance shaft
bearings, refer to Fig. 6 for location of the notch in
the bearing in relation to the camshaft or balance
shaft bore centerline in the cylinder block.
Also, to facilitate assembly, the camshaft and balance
shaft bearings are color coded on the side and/or end
as shown in Table 2.
1. Insert pilot J 7593-2 in the bore of the block as
shown in Fig. 4. Use the small end of the pilot if an
CAMSHAFT AND BALANCE SHAFT
BEARING COLOR CODE CHART
Bearing
Position
Color Code
Outside
Diameter
Inside
Diameter
Currenf
Former
End
Brown
Brown
Black
Yellow
Standard
.010"
Oversize
Standard,
.010" &. 020" U.S.
Standard (only)
Inter-
mediate
Orange
Orange
Red
Blue
Standard
.010"
Oversize
Standard,
. 010" &. 020" U.S.
Standard (only)
Table 2
end bearing has been installed. Refer to B and C of
Fig. 7.
2. Insert the new intermediate or center bearing into
the camshaft bore and position it correctly. Install the
center bearing first.
3. Then, with the unthreaded end of shaft J 7593-1
started through the pilot, push the shaft through the
entire length of the block bore.
4. Slide installer J 7593-6 on the shaft until the
locating pin registers with the notch in the bearing
Then, slide installer J 7593-3 or J 7593-15 on the shaft
with the large diameter inserted into the end of the
block bore. Refer to C and note of Fig. 7.
5. Next, place a spacer (if required), thrust washer,
plain washer and hex nut over the threaded end of the
puller. The short spacer J 7593-1 1, shown in Fig. 4, is
used on the three cylinder (In-Line) and 6V blocks.
The long spacer J 7593-10 is used on the two cylinder
block.
6. Align the shaft in such a way that a "C" washer,
J 7593-4, can be inserted in a groove in the shaft
adjacent to installer J 7593-6.
7. Place a "C" washer in the groove near the end of
the shaft and, using a suitable wrench on the hex nut,
draw the bearing into place until the "C" washer butts
up against installer J 7593-3 and prevents the shaft
from further movement.
Install End Bearings
Refer to the camshaft and balance shaft color code
chart and the cylinder block bore machining
dimension chart when installing the end bearings.
1. Insert pilot J 7593-2 in the bore of the block as
shown in "D" of Fig. 7. Use the small diameter of the
pilot if a bearing has been installed.
2. Insert support J 7593-12 in the bore in the opposite
end of the block; then, with the unthreaded end of the
shaft started through pilot J 7593-2, push the shaft
through the block and support J 7593-12.
3. Place a new end bearing on installer J 7593-3 and
align the notch in the bearings with the pin on the
installer. Then, slide the installer and the bearing on
the shaft. Position the bearing correctly with, the
groove in the camshaft bore.
4. Place "C" washer J 7593-4 in the end notch in the
shaft; pull the shaft back until the washer butts
against the installer.
August, 1972 SEC. 1.7.2 Page 5
1 .7.2 Camshaft and Bearings
DETROIT DIESEL 53
J-7593-5
J-7S93-4
td hd /
A J-7J93-I J-7593-2
THRUST BEARING WASHER NUT
J-7J93-4 J-7593-3" J-7593-4
I-7593-4
J-7J93-3'
J-7593-6
J-7593-1
J-7593-2
J-7593-4 J-7593-3 J-7593-12
•NOTE: U>« J-7593-1 5 when installing (he
right front intermediate or left rear intermediate
bearing in 6V cylinder block.
J-7593-1
J-7593-2
NOTE: Use J-7593-15 in place of J-7593-3
at shown in Fig. B to install center bearing in
8V cylinder block.
Fig. 7 • Removing and Replacing Camshaft or Balance Shaft Bearings
5. Next, place a spacer (if required), thrust washer,
plain washer and hex nut over the threaded end of the
shaft as shown in "D" of Fig. 7 and, using a suitable
wrench on the hex nut, draw the bearing into place
until the shoulder on the installer prevents the shaft
from further movement. The bearing is now installed
in its correct position.
Install the remaining end bearings in the same
manner.
block. The center bearing for the two cylinder block is
5.54 " from the rear face of the block. The
intermediate bearings for the four cylinder and three
cylinder block are 5.54 " from the rear and front face
of the block. The right rear and left front intermediate
bearings for the 6V and 8V cylinder block are 5.54 "
from the rear and front face of the block; and the
right front and left rear intermediate bearings are
6.66 " from the front and rear face of the block.
Use of tool J 7593-03 assures that the bearings are
properly spaced in relation to the end of the block.
The center bearing (notch end) for a four and 8V
cylinder block is 10.94 " from the rear face of the
Page 6
DETROIT DIESEL 53
Camshaft and Bearings 1 .7.2
NUT PULLEY
SLINGER KEY BALANCE
SHAFT
END THRUST GEAR
BEARING WASHER
SPACER PLUG
CAMSHAFT
SPACER
GEAR
RETAINER
Fig. 8 - Camshaft and Balance Shaft Details and Relative Location of Parts
Assemble and Install Camshaft and Balance
Shaft
Refer to Fig. 8 and assemble the camshaft and
balance shaft.
1. Install new end plugs in the camshaft. Press the
plugs in to a depth of 1.940 " to 2.060 ".
2. Install the gears and thrust washers on their
respective shafts as outlined in Section 1 .7.3.
3. Lubricate the bearings and shafts with engine oil
and slide the shaft assemblies into the cylinder block
being careful not to damage the bearings or the cams
and journals. Make sure that the appropriate timing
marks on the gears are aligned. Refer to Gear Train
and Engine Timing in Section 1.7.1.
4. Slide an oil slinger on the front end of both shafts.
5. Install the upper engine front cover, if used,
(Section 1.7.8).
6. Secure the thrust washers in place as shown in
Fig. 2 and tighten the bolts to 30-35 Ib-ft torque.
7. Install the front balance weights (Section 1.7).
8. Attach the gear nut retainer plates (if used) to the
gears with bolts and lock washers and tighten the bolts
to 35-39 Ib-ft torque.
9. Check the clearance between the thrust washer and
the gear on both shafts. The clearance should be
.005" to .015 ", or a maximum of .019" with used
parts.
10. Check the backlash between the mating gears. The
backlash should be .003 " to .005 " and should not
exceed .007 " between used gears.
11. Install the flywheel housing and other parts or
assemblies that were removed from the engine as
outlined in their respective sections of this manual.
August, 1972 SEC. 1.7.2 Page 7
UtIKWII UIC3CL
CAMSHAFT AND BALANCE SHAFT GEARS
The camshaft and balance shaft gears on an In-line
engine
are located at the flywheel end of the engine
and mesh with each other and run at the same speed
as the crankshaft.
Since the camshaft and balance shaft gears on In-line
engines
must be in time with each other, timing marks are
stamped on the rim of each gear. Also, since these two
gears as a unit must be in time with the crankshaft,
timing marks are located on the idler and crankshaft
gears (refer to Section 1.7.1).
Each gear is keyed to its respective shaft and held
securely against the shoulder on the shaft by a nut. A
gear nut retainer, with a double hexagon hole in the
center, fits over the nut on some engines. The retainer
is attached to the gear by bolts threaded into tapped
holes in the gear.
On the three cylinder In-line engines,
external weights are attached to the rear face of each
gear.
The weights are important
in maintaining perfect engine balance.
When new service gears are used on an In-line engine,
the external weights on the old
gears must be ^transferred to the new gears. If the
weights are transferred to new gears, tighten the bolts
to 45-50 Ib-ft torque.
Remove Camshaft and Balance Shaft Gears
1. Remove the camshaft and the balance shaft from
the engine as outlined in Section 1.7.2.
2. Place the camshaft and gear assembly in an arbor
press with the gear suitably supported as shown in
Fig. 1.
3. Place a wood block under the lower end of the
camshaft so the threads will not be damaged when the
shaft is pressed from the gear.
4. Place a short piece of 3/4" O.D. brass rod between
the end of the camshaft and the ram of the press; then
force the camshaft out of the camshaft gear.
5. Remove the thrust washer, Woodruff key and spacer
from the camshaft.
6. Remove the gear from the balance shaft in a similar
manner.
Fig. 1 - Removing Camshaft Gear
Inspection
Clean the gears with fuel oil and dry them
compressed air. Then examine the gear teet)
evidence of scoring, pitting and wear. Replac
gears if necessary.
Examine both faces of the camshaft and balance
thrust washer and, if either face is worn or s(
replace the washer. Also examine the surface o
camshaft and balance shaft which the thrust w
contacts. If this surface is scratched, but not se^
scored, smooth it up with a fine oil stone.
Install Camshaft and Balance Shaft Gears
1. Note the letters stamped on the end of the carr
which signify the engine models in which a carr
may be used. The letters on the timing gear end <
camshaft must correspond with the engine moc
the particular engine being assembled. Refer t
front of this manual for engine model identificati
2. Place the rear camshaft spacer over the timing
end of the camshaft and install the Woodruff key
3. Lubricate the thrust washer with clean engii
and place the thrust washer over the gear end <
camshaft and the spacer.
7.3 Camshaft Gears
Fig. 2 - Installing Camshaft Gear
Start the camshaft gear over the end of the
nshaft with the key in the shaft registering with the
keyway in the gear.
5. Then, with the camshaft supported in an arbor
press, place a sleeve on top of the gear and under the
ram of the press. Bring the ram of the press down on
the sleeve and press the gear tight against the spacer
on the shaft (Fig. 2).
6. Measure the clearance between the camshaft thrust
washer and the camshaft. This clearance should be
.008" to .015" when new parts are used. With used
parts, a maximum clearance of .021" is allowable.
7. Install the gear retaining nut on the camshaft by
hand. Tighten the nut after the shaft is installed in the
cylinder block.
8. Install the gear on the balance shaft in a similar
manner. No rear spacer is used with the balance shaft
gear, since the gear seats against a shoulder on the
shaft.
9. Install the camshaft and balance shaft in the engine
as outlined in Section 1 .7.
DETROIT DIESEL 53
IDLER GEAR AND BEARING ASSEMBLY
IN-LINE
The engine idler gear and bearing assembly, located at
the flywheel end of the engine, meshes with the
camshaft and crankshaft gears and rotates on a
stationary hub. The hub is secured directly to the
cylinder block by a bolt which passes through the hub
and three bolts which pass through the flywheel
housing, hub and end plate (Fig. 1).
Two timing marks (a triangle within a circle) are
stamped on the idler gear diametrically opposite
( 1 80 °) to one another.
The inside diameter of the idler gear bearing is
2.186 "-2. 187 " and the outside diameter of the idler
gear hub is 2.1825 "-2. 1835 ". Therefore, the clearance
between the idler gear hub and the idler gear bearing
is .0025 " to .0045 ", with a maximum allowable wear
limit of .007 ".
A thrust washer is provided on both sides of the idler
gear and bearing assembly. The standard thickness of
the idler gear and bearing assembly is 1.233 " to
1 .234 " and the standard thickness of the two thrust
washers is .236 " to .240 "; thus, the clearance between
the thrust washers and the idler gear is .006 " to
.013 ", with a maximum allowable wear limit of
.017".
On an In-line engine, the idler gear is positioned on
the left-hand side for a right-hand rotating engine
as viewed from the rear. Refer to Fig. 5 under General
Description.
ENGINES
On early engines, an idler gear spacer (dumm
was used on the side opposite the idler gear. Cu
the flywheel housing has an integral cast hub
.015 " thick shim is used between the flywheel h
and the end plate.
Remove Idler Gear and Bearing Assembly
(Flywheel Housing Removed)
1. Remove the idler gear outer thrust washer fr<
idler gear hub (Fig. 3).
2. Slide the idler gear straight back off of thi
gear hub.
3. Remove the bolt which secures the idler gear
Fig. 1 - Installing Idler Gear Hub
Fig. 2 • Installing Idler Gear
Idler Gear
DETROIT DIESEL 53
INNER
rHRUST
VASHER
OUTER THRUST WASHER
IDLER GEAR
BOLT
Fig. 3 - Idler Gear Details and Relative Location of Parts
Under block. Then remove the idler gear hub
z idler gear inner thrust washer as an assembly.
Hon
the idler gear and bearing assembly, hub and
washers thoroughly in clean fuel oil and dry
nth compressed air. Examine the gear teeth and
g for scoring, pitting and wear. If the gear teeth
>rn or the bearing is scored, pitted or worn
vely, replace the gear and bearing assembly or
a new bearing in the gear. Examine the outside
er of the idler gear hub and thrust washers; if
or worn excessively, replace them.
sr gear bearing with two oil grooves has been
>rated in the idler gear and bearing assemblies
ing with engine serial number 3D-
a new bearing is installed in the idler gear, it
jt protrude beyond the gear face on either side.
Idler Gear and Bearing Assembly
; the inner thrust washer on the forward end of
;r gear hub with the flat in the inner diameter
thrust washer over the flat on the end of the
ib and with the oil groo'yes in the thrust washer
the idler gear.
: the small protruding end of the idler gear hub
through the end plate and into the counterbore in the
cylinder block.
3. Insert two 3/8 "-16 bolts through the idler gear hub
and thread them into the cylinder block, as shown in
Fig. 1, to be sure the bolt holes will be irk alignment
when the flywheel housing is installed.
4. Insert the 3/8 "-16x1-3/4 " special bolt through the
center of the idler gear hub and thread it into the
cylinder block. Tighten the bolt to 40-45 Ib-ft torque.
Then remove the two 3/8 "-16 bolts previously
installed for alignment of the gear hub.
5. Lubricate the idler gear hub and idler gear bearings
liberally with clean engine oil.
6. Position the crankshaft gear and the camshaft gear
or balance shaft gear so that their timing marks will
align with those on the idler gear. Refer to Figs. 1 and
2 in Section 1.7.1.
7. With these timing marks in alignment, install the
idler gear as shown in Fig. 2.
8. Apply a thin film of cup grease to the inner face
(face with the oil grooves) of the outer idler gear
thrust washer. Then place the thrust washer over the
end of the idler gear hub with the oil grooves in the
side of the thrust washer facing the idler gear and the
flat in the inner diameter of the thrust washer over the
flat on the end of the idler gear hub.
9. Check the backlash between the mating gears. The
backlash should be .003 " to .Q05 " between new gears
and should not exceed .007 " between used gears.
i.;
CRANKSHAFT TIMING GEAR
In-line
The crankshaft timing gear is keyed and pressed on
the crankshaft and drives the camshaft gear (In-line
engines) or balance shaft gear (In-line engines)
through an idler gear.
Since the camshaft must be in time with the
crankshaft, timing marks are located on the rim of the
idler gear with corresponding timing marks stamped
on the crankshaft gear and camshaft and balance
shaft gears (refer to Section 1.7.1).
Remove Crankshaft Timing Gear (Flywheel
Housing Removed)
The crankshaft timing gear is a .001 " to .003 " press
fit on the crankshaft. Remove the gear as follows:
1 . Remove the crankshaft rear oil seal sleeve, if used.
To remove the sleeve, peen the outside diameter of the
sleeve until it stretches sufficiently so it can be slipped
off of the crankshaft.
2. Before removing the crankshaft gear, align the
timing marks of the gear train and note their location
so the gear can be reinstalled in its original position.
3. Attach bar type puller J 4871 to the crankshaft gear
with three long bolts or hooks, flat washers and nuts
through the holes in the gear as shown in Fig. 1.
4. Turn the center screw of the puller to pull the
crankshaft gear off of the crankshaft.
Engine
Inspection
Clean the gear with fuel oil and dry it
compressed air. Examine the gear teeth for evi
of scoring, pitting or wear. If severely damagi
worn, install a new gear. Also check the other ge,
the gear train.
Install Crankshaft Timing Gear
1. If removed, install the Woodruff key in the ke
in the crankshaft.
2. Start the timing gear over the end of the crank
with the timing marks on the outer rim of the
facing out and the keyway in the gear in align
with the Woodruff key in the crankshaft.
3. Align the proper timing mark on the crank
gear with the corresponding mark on the idler
(refer to Section 1.7.1).
NOTE: When advanced timing is required, ali$
the timing mark "A" with the timing mark c
the idler gear.
4. Place a heavy hammer against the head of th<
in the front end of the crankshaft. Place ins
J 7557 against the rear face of the timing geai
Fig. 1 - Removing Crankshaft Timing Gear
Fig. ,2 • Installing Crankshaft Timing Gear
DETROIT DIESEL 53
he gear up against the shoulder on the backlash should be .003 "-.005 " with new gears or r
aft as shown in Fig. 2. .008 " maximum with used gears. *•
k the gear backlash with the mating gear. The 6. Install a new crankshaft rear oil seal sleeve, if
required, as outlined in Section 1.3.2.
53
ACCESSORY DRIVE
CAMSHAFT
Fig- 1 • Accessory Drive
Szs^JfZ'Avsi
For the
accessory drive locations and rotation
FLYWHEEL
RC(5xxx-7xw)
,,„ .
Accessory Drive
DETROIT DIESEL 53
BOLT
Fig. 3 - Air Compressor Drive
pling and drive plate (Fig. 3) or a spacer,
te, drive coupling and hub (Fig. 4).
s plate and spacer, when used, are bolted to
haft or balance shaft gear. The accessory is
the flywheel housing and driven by a drive
:d to the accessory shaft and splined to the
which is splined to the drive plate attached to
haft or balance shaft gear. The current drive
shown in Fig. 4, has 21 external teeth; the
mpling had 23 external teeth.
/en accessories, such as battery-charging
'S or air compressors, are driven off the
or balance shaft gears by a drive hub and
rig. 5), or a spacer, accessory drive plate,
drive shaft, accessory drive retainer
and pulley (Fig. 6).
t arrangement, illustrated in Fig. 5, the drive
ilted to the camshaft or balance shaft gear.
;al retainer is bolted to the flywheel housing
mlley is keyed to the drive hub shaft which
irough the oil seal retainer.
xond arrangement, shown in Fig. 6, the
id accessory drive plate are bolted to the
or balance shaft gear. The accessory drive
;plined to the drive plate at one end and
by a bearing in the accessory drive retainer
SPACER
DRIVE
HUB
COUPLING
\ DRIVE
BOLT DISC
5470
Fig. 4 - Hydraulic Pump Drive
Remove Accessory Drive
Remove the direct gear driven type accessory drive us
follows:
1. Remove any external piping or connections to the
accessory.
2. Remove the five bolts and lock washers attaching
the accessory to the flywheel housing. Pull the
accessory straight out from the flywheel housing.
3. Remove the drive coupling.
4. Remove the drive hub from the accessory shaft, if
necessary.
5. Place a clean, lintless cloth in the flywheel housing
opening, underneath the accessory drive plate, to
prevent bolts from accidentally falling into the gear
train. Remove the lock wires, if used. Then remove the
four bolts (and lock washers, if used) and remove the
accessory, the drive plate and the spacer, if used.
Remove the drive assembly for a belt driven type
accessory as follows:
1. Remove any external piping or connections to the
accessory.
2. Loosen the accessory and slide it toward the drive
pulley. Then remove the drive belt and accessory.
3. Remove the bolt and washer (Fig. 5), or nut
(Fig. 6), retaining the pulley on the drive shaft.
DETROIT DIESEL 53
Accessory Drive 1.7,
GASKET
SQIT
LOCK WASHER
DRIVE HUB
PULLEY
WASHER
BOLT
F'g. 5 - Components of
the drive retainer assembly to the flvwhe,,
Remove the retainer assembly ^ ^
6. Remove the accessory drive
space, (Fig. 6), OI driv* ™
similar 10 thai outlined in Sien 5
driven type
""Pection
(Drh* HuD Type)
newpar
'• Rem°Ve the snaP ri"8 and ball bearing
-ssor
drive shaft
oil and dry i, i,h
i* h
fluid
excess'vely, replace ,hem wjlh
the
earinS » clean
DRIVE PLATE
DRIVE SHAFT GASKET
BEARING
BOLT
LOCK RING
KEY
NUT
RETAINER
Accessory Drive
DETROIT DIESEL 53
OIL DRAINAGE
PASSAGE
7 - Former and Current Drive Plate Type
Accessory Drive
> hearing. Wipe the outside of the bearing
en hold the inner race and revolve the outer
rly by hand. If the bearing is worn or does not
y, replace the bearing.
he accessory drive hub, shown in Fig. 5, for
at the area of contact with the lip of the oil
the hub is grooved to a point where the
less of the oil seal is lost, a ring type oil seal
available which serves to reposition the seal,
/iding a new sealing surface for the lip of the
. 8).
Accessory Drive
ive old gasket material from the flywheel
Use care so that no gasket material falls into
train compartment.
a clean, lintless cloth in the flywheel housing
to prevent bolts from accidentally falling in
train. Align the bolt holes in the accessory
te and spacer (if used), or the accessory drive
i the tapped holes in the camshaft or balance
ir. Then secure the plate and spacer, or drive
i four bolts (and lock washers or lock wire, if
emove the cloth from the flywheel housing
SPACER
DRIVE HUB
COVER
Fig. 8 - Location of Oil Seal Spacer
CAUTION: When replacing the drive hub .on the
accessory shaft, drive the hub squarely on the
shaft (refer to Section 12.4).
a. Place a new gasket on the flange and align the
holes in the gasket with the bolt holes in the
flange. Use a light coat of grease to retain the
gasket in position.
b. Place the accessory in position against the flywheel
housing, rotating it, if necessary, to align the teeth
of the accessory hub with those in the drive
coupling. Secure the accessory to the flywheel
housing with five bolts and lock washers.
4. If the accessory drive shown in Figs. 6 or 7 is used,
assemble as follows:
a. Install the accessory drive plate and spacer as
outlined in Steps 1 and 2 above.
b. Place the drive shaft retainer on the bed of an
arbor press, with the mounting flange side up.
Press the double row ball bearing straight in until
the bearing contacts the shoulder in the bore of
the retainer. Install the snap ring.
NOTE: On former accessory drives (Fig. 7),
install the bearing with the protruding face of
the inner race towards the retainer. ,
DETROIT DIESEL 53
Accessory Drive , 1.7.7
d. Turn the retainer over again, bearing side up, and
press the accessory drive shaft in the bearing until
the shoulder on the shaft contacts the bearing.
e. Apply a light coat of grease to the mounting
flange of the retainer and place a new gasket in
position against the flange. Align the holes in the
gasket with the bolt holes in the flange.
f. Place the retainer and drive shaft assembly against
the flywheel housing, rotating the shaft slightly, if
necessary, to permit the teeth of the drive shaft to
mesh with the teeth in the drive plate. Secure the
retainer assembly to the flywheel housing with
five bolts and lock washers.
g. On current accessory drives, install the spacer over
the shaft and against the bearing.
h. Install the Woodruff key in the drive shaft. Start
the pulley straight on the shaft, aligning the
keyway in the pulley with the key on the shaft.
Use a soft hammer to tap the pulley on the shaft.
i. Thread the pulley retaining nut on the end of the
drive shaft and draw it up tight.
j. Install the accessory on the engine and slip the
drive belt over the pulleys. Position the accessory
to provide the proper tension on the belt and
secure it in place.
NOTE: When installing or adjusting an acces-
sory drive belt(s), be sure the bolt at the
accessory adjusting pivot point is properly
tightened, as well as the bolt in the adjusting
slot.
5. Assemble the accessory drive shown in Fig. 5 i
follows:
a. Press a new oil seal in the oil seal retainer, if th
seal was removed.
b. Coat the mounting flange of the retainer lightl
with grease and place a new gasket against th
flange. Align the holes in the gasket with the bo
holes in the flange.
c. With the accessory drive hub in place (see Step
above), slip the retainer and oil seal assembl
over the end of the shaft. Use care not to damag
the oil seal. Secure the retainer to the flywhee
housing with five bolts and lock washers.
d. Install the Woodruff key. Start the pulley straigh
on the shaft, aligning the keyway in the pulle
with the key on the shaft. Use a soft hammer t
tap the pulley on the shaft.
e. Install the washers and the pulley retaining bol
and draw the bolt up tight.
f. Install the accessory on the engine and slip th
drive belt over the pulleys. Position the accessor
to provide the proper tension on the belt am
secure it in place.
NOTE: When installing or adjusting an acces-
sory drive belt, be sure the bolt at the accessory
adjusting pivot point is properly tightened, as
well as the bolt in the adjusting slot.
ENGINE FRONT
In-Line
The upper engine front cover is mounted against the
cylinder block at the upper front end of the engine.
The
camshaft and balance shaft oil seals (In-line engine)
are pressed into the
cover.
Remove Cover
When necessary, the oil seals may be removed without
removing the upper front cover. This may be done by
drilling diametrically opposite holes in the seal casing
and threading metal screws, backed by flat washers,
into the casing. Remove the seal by prying against the
washers with pry bars. Install the new seals with
installer J 9790.
If necessary, remove the engine cover as follows:
1. Remove the various parts and sub-assemblies from
the engine as outlined in their respective sections of
this manual.
2. Remove the pulleys from the front end of the
camshaft and balance shaft (In-line engine).
Refer to Section 1.7.2.
3. Remove the upper front cover-to-cylinder block
attaching bolts.
COVER (Upper)
Engines
4. Tap the cover and dowel pin assembly away f
the cylinder block.
5. Remove the Woodruff keys and oil seal sps
from the shafts.
6. Remove all traces of the old gasket material f
the cylinder block and cover.
Inspection
Check the oil seals and the spacers for wear
damage. Replace them if necessary.
Remove Oil Seals
1 . Support the inner face of the cover on wood bli
at least one inch thick to protect the dowel pins in
cover.
2. Drive the oil seals out of the cover.
Install Oil Seals
1. Support the inner face of the cover on wood bloc
2. If the outside diameter of the oil seal is not
coated with sealant, coat the bore in the cover i
non-hardening sealant.
POSSIBLE AREAS
OF INTERFERENCE
Fig. 2 - In-Line Engine Upper hront Cover
Front Cover
DETROIT DIESEL 53
a new oil seal in the cover with the lip of
nting toward the inner face of the cover.
N: Keep the lip of the oil seal clean and
m scratches.
: seal into the cover with installer J 9790
seal is flush with the bottom of the
e second oil seal in the same manner,
excess sealant from the cover and the seals.
er
iw gasket to the cover.
le cover on the engine and secure it with
ock washers. Tighten the bolts to 35 Ib-ft
3. Apply cup grease to the outside diameter of the oil
seal spacers, then slide them on the shafts.
NOTE: Current engines use an oil slinger
between the oil seal spacer and the shoulder on
the camshaft and between the spacer and the
end bearing on the balance shaft (In-line
engine). Addition of the oil slinger improves
sealing by reducing the amount of oil in the
area of the oil seals.
If oil slingers are installed on in-line engines built
prior to Serial Number 3D-573
check the distance from the holes to the gasket flange
(Fig. 2). If necessary, machine or grind the cover to
provide sufficient clearance for the slingers.
4. Install a Woodruff key in each shaft.
5. Install the pulleys on the shafts.
6. Install and tighten the pulley retaining nuts to 300-
325 Ib-ft torque.
SHOP NOTES - TROUBLE SHOOTING - SPECIFICATIONS -
SERVICE TOOLS
SHOP NOTES
TEFLON WRAPPED PIPE PLUGS
Pipe plugs with a baked teflon coating are available
for service. However, pipe plugs can be hand wrapped
satisfactorily with teflon tape to provide a better seal
and facilitate plug removal. When a teflon wrapped
plug is installed, it is extremely important that the
specified torque not be exceeded.
Hand wrap a pipe plug with teflon tape as follows:
1. Be sure the pipe plug is thoroughly clean and dry
prior to applying the teflon tape. All dirt, grease, oil
and scale must be removed.
2. Start the tape one or two threads from the sm
leading edge of the plug, joining the tape tog
with an overlap of approximately 1/8" .
3. Wrap the tape tightly in the same direction a:
would turn a nut. The tape must conform tc
configuration of the threads (be pressed into the r.
diameter of the threads) without cutting or rippin
tape.
4. Hand tighten and hand torque the pipe plug ai
not exceed the specified torque. Do not use power toe
CHECKING BEARING CLEARANCES
A strip of soft plastic squeezed between the crankshaft
journal and the connecting rod bearing or main
bearing may be used to- measure the bearing
clearances.
The strip is a specially molded plastic "wire"
manufactured commercially and is available in three
sizes and colors. Type PG-1 (green) has a clearance
range of .001 " to .003", type PR-1 (red) has a range
of .002" to .006" and type PB-1 (blue) has a range of
.004 " to .009 " .
The plastic strip may be used for checking the bearing
clearances as follows:
1 . Remove the bearing cap and wipe the oil from the
bearing shell and the crankshaft journal.
NOTE: When checking the main bearing
clearances with the engine in a position where
the main bearing caps are supporting the
weight of the crankshaft and the flywheel, an
erroneous reading, due to the weight of the
crankshaft and flywheel, can be eliminated by
supporting the weight of the crankshaft with a
jack under the counterweight adjoining the
bearing being checked.
2. Place a piece of the plastic strip the full width of the
bearing shell, about 1 /4 " off center (Fig. 1).
3. Rotate the crankshaft about 30 ° from bottom dead
center and reinstall the bearing cap. Tighten the bolts
to the specified torque.
Fig. 1 • Using Plastic Strip to Measure
Bearing-to-Crankshaft Clearance
educations DETROIT DIESEL 53
:he bearing cap. The flattened plastic strip (Fig. 1). The number within the graduation on the '
id adhering to either the bearing shell or envelope indicates the bearing clearance in thou-
ift. sandths of an inch. Taper may be indicated when one
end of the flattened plastic strip is wider than the
other. Measure each end of the plastic; the difference
the width of the flattened plastic strip at between the readings is the approximate amount of
aint with the graduations on the envelope taper.
CAMSHAFT CUP PLUG INSTALLATION
il leak occurs at the drive plug area in the Install the cup plug as follows:
f the camshaft, install a cup plug in the end
shaft rather than removing and replacing 1. Clean the hole in the front end of the camshaft and
ug. aPpty Permatex No. 1 sealant, or equivalent, to the
outer diameter of the cup plug.
It is not necessary to remove the
't from the engine when installing the 2. Install the plug to a depth of .180" -.210" with tool
'. J 24094.
DETROIT DIESEL 53
Specifications 1
TROUBLE SHOOTING
EXHAUST VALVE
Probable Causes
1
1 . STICKING VALVE 4. BENT VALVE
8. VARNISH DEPOSITS
ON VALVE STEM
5. BROKEN VALVE
1
9. SCORED OR SCUFFED
VALVE STEM
2. IMPROPER VALVE
SEATING 6 -EXCESSIVE VALVE TO
1
GUIDE CLEARANCE
] 10. ALL VALVES BENT
|
3. VALVE SEAT PITTED 7. CARBON DEPOSITS
'OR OVERHEATED ON VALVE HEAD
1 1 . OIL RUNNING DOWN
VALVE STEM
SUGGESTED BFMFnY
1. Check for carbon deposits, a bent valve guide,
defective spring or antifreeze (glycol) in the
lubricating oil. Replace a bent guide. Clean-up and
re face the valve. Replace the valve if necessary.
2. Check for excessive valve-to-guide clearance, bent
valve guide or carbon deposits. Replace a bent or worn
guide. Clean the carbon from the valve. Reface or
replace the valve, if necessary.
3. Check the operating conditions of the engine for
overload, inadequate cooling or improper timing.
Reface the valve and insert. Replace the valve if it is
warped or too badly pitted. Use a harder-face valve if
operating conditions warrant.
4. Check for contact between the valve head and the
piston as a result of incorrect valve clearance, an
improperly positioned exhaust valve bridge (four valve
head) or a defective spring. Check the valve guide,
insert, cylinder head and piston for damage. Replace
damaged parts.
5. Check for excessive valve-to-guide clearance,
defective valve spring or etching of the valve stem at
the weld. Improper valve clearance is also a cause of
this type of failure. Check the guide, insert, cylinder
head and piston for damage. Replace damaged parts.
6. Replace a worn valve guide. Check and replace the
valve, if necessary.
7. Black carbon deposits extending from the val
seats to the guides indicates cold operation due to lig
loads or to the use of too light a fuel. Rusty brov
valve heads with carbon deposits forming narrc
collars near the guides indicate hot operation due
overloads, inadequate cooling or improper timii
which results in carbonization of the lubricating o
Clean-up the valves, guides and inserts. Reface I
valves and inserts or replace them if they are warpe
pitted or scored.
8. Check for a worn valve guide or excessive exhai
back pressure. Replace a worn guide. Check the val
seat for improper seating. Reface the valve and inse
or, if necessary, replace.
9. Check for a bent valve stem or guide, metal chips
dirt, or for lack of lubrication. Clean up the valve ste
with crocus cloth wet with fuel oil or replace the vah
Replace the guide. When installing a valve, use care
depressing the spring so that the spring cap DO]
NOT scrape the valve stem.
10. Check for a gear train failure or for improper ge
train timing.
11. Check the operation of the engine for excess
idling and resultant low engine exhaust back pressu
Install valve guide oil seals.
ecifications
DETROIT DIESEL 53
SPECIFICATIONS
i, clearances and wear limits are listed
hould be specifically noted that the
)ply only when all new parts are used at
ere the various specifications apply. This
to references within the text of the
column entitled "Limits" in this chart
unt of wear or increase in clearance which
can be tolerated in used engine parts and still ensure
satisfactory performance. It should be emphasized that
the figures given as "Limits" must be qualified by the
judgement of personnel responsible for installing new
parts. These wear limits are, in general, listed only for
the parts more frequently replaced in engine overhaul
work. For additional information, refer to the text.
TABLE OF SPECIFICATIONS, NEW CLEARANCES AND WEAR LIMITS
These limits also apply to oversize and undersize parts
:NGINE PARTS (Standard Size, New)
MINIMUM
MAXIMUM
LIMITS
Cylinder Block
i-
>r (top) 4.5195" 4.5215" 4.5235"
>r (center) 4.4865" 4.4880" 4.4900"
>r (bottom) 4.3565" 4.3575" 4.3595"
Dund .0015" .0020"
.0015" .0020"
ner counterbore:
>r 4.8200" 4.8350"
3000" .3020"
ing bore:
liameter (vertical axis, in-line engine) 3.2510" 3.2520"
:e of block:
;--transverse (all) .0030"
i--longitudinal (3 cyl.) .0060"
counterbores (top surface):
• head seal strip groove 0970" .1070"
loles 1090" .1150"
s 0920" .0980"
Cylinder Liner
lameter (upper seal ring surface) 4.4850" 4.4860"
ameter (lower seal ring surface) 4.3550" 4.3560"
meter 3.8752" 3.8767"
nd (inside diameter) .0020" .0030"
ide diameter) • .0010" .0020"
flange BELOW block 0465" .0500" .0500"
in depth between adjacent liners .0015" .0015"
DETROIT DIESEL 53
Specifications
ENGINE PARTS (Standard Size, New)
MINIMUM MAXIMUM
Pistons and Rings
Piston:
Diameter (at skirt):
Non-turbocharged engines 3.8699" 3.8721"
Clearance-piston skirt-to-liner:
Non-turbocharged engines .0031" .0068"
Out-of-round .0005"
Taper .0005"
Inside diameter-piston pin bushing 1.3775" 1.3780"
Compression rings:
Gap (chrome ring) .0200" .0460"
Gap (cast iron ring) 0200" .0360"
Clearance--ring-to-groove:
Top (No. 1) 0030" .0060"
No. 2 0070" ,0100"
No. 3 and 4 .0050" .0080"
No. 3 and 4 (21:1 ratio piston) 0045" .0070"
Oil control rings:
Gap 0100" .0250"
Clearance-ring-to-groove .0015" .0055"
Piston Pins
Diameter 1.3746" 1.3750"
Clearance-pin-to-piston bushing .0025" .0034"
Clearance-pin-to-conn.- rod bushing .0010" .0019"
Connecting Rod
Length-center-to-center 8.7990" 8.8010"
Inside diameter (upper bushing) 1.3760" 1.3765"
Normal side clearance (in-line engine) .0060" .0120"
Crankshaft
Journal diameter-main bearing (in-line engine) 2.9990" 3.0000"
Journal diameter-conn, rod bearing (in-line engine) 2.4990" 2.5000"
Journal out-of-round .00025" .
Journal taper .0005" .0030"
§Runout on journals-total indicator reading:
3 cyl. in-line engine .0020"
§Runout tolerance given for guidance when regrinding crankshaft.
Crankshaft for 3-53 supported on No. 1 and No. 4 journals; runout me
at No. 2 and No. 3 journals.
When the runout on adjacent journals is in the opposite direction, the sum must not exceed .003" total indicator r<
When in the same direction, the difference must not exceed .003" total indicator reading. When high spots of rur
adjacent journals are at right angles to each other, the sum must not exceed .004" total indicator re.ading, or .0
each journal.
ENGINE PARTS (Standard Size, New)
MINIMUM
MAXIMUM
LIMITS
asher thickness 1190"
(end thrust clearance) 0040"
Connecting Rod Bearing
ameter (vertical axis, in-line engine) 2.5015"
o-journal clearance (in-line engine) .0015"
thickness 90° from parting line (in-line) .1245"
Main Bearings
ameter (vertical axis, in-line engine) 3.0020"
o-journal clearance (in-line engine) .0010"
thickness 90°from parting line (in-line) .1245"
Camshaft
(at bearing journals) 2.1820"
it center bearing (when mounted on end
st 0050"
asher thickness 2080"
Balance Shaft
(at bearing journals) 2.1820"
st 0050"
asher thickness .2080"
Camshaft and Balance Shaft Bearings
ameter 2.1870"
2--bearing-to-shaft .0045"
Camshaft and Balance Shaft Gears
.0030"
Idler Gear (In-line Engines)
0030"
r bearing inside diameter 2.1860"
' hub outside diameter 2.1825"
s-bearing-to-hub .0025"
0060"
asher thickness .1180"
Crankshaft Timing Gear
0030"
meter (gear) 4.0580"
ameter (crankshaft) 4.0600"
.1220"
.0110"
2.5035"
.0045"
.1250"
3.0Q30"
.0040"
.1250"
2.1825"
.0020"
.0150"
.2100"
2.1825"
.0150"
.2100"
2.1880"
.0060"
.0050'
.0050"
2.1870"
2.1835"
.0045 "
.0130"
.1200"
.0050"
4.0590"
4.0610"
,0180"
.0060"
.1230"
.0060"
.1230"
.0190"
.0190"
.0080"
.0070"
.0070"
.0070'
DETROIT DIESEL 53
Specifications
ENGINE PARTS (Standard Size, New)
MINIMUM MAXIMUM LIMITS
Blower Drive Gear
Backlash 0030" .0050" .0070"
End play (blower drive gear shaft) .0040" .0060"
Governor Drive Gear
Backlash 0030" .0050" .0070"
Cylinder Head
Cam follower bore (current) 1.0626" 1.0636"
Cam follower bore (former) 1.0620" 1.0630"
Exhaust valve insert counterbore:
Diameter (4-valve head) 1.1590" 1.1600"
Exhaust Valve Seat Inserts
Outside diameter (4-valve) 1.1605" 1.1615"
Seat width 0468" .0781" .0781"
Valve seat runout .0020" .0020"
Exhaust Valves
Stem diameter (current 4-valve) .2480" .2488"
Stem diameter (former 4-valve) .2475" .2485"
Valve head-to-cylinder head:
Current 4-valve head flush .024"recess. .039"reces
Former 4-valve head 006"protr. .018" recess. .033"reces
Valve Guides
Distance below top of head (plain guide) 0100" .0400"
Distance below top of head (machined for seal) 1900" .2200"
Diameter-inside (4-valve) 2505" .2515"
Clearance-Valve-to-guide (current 4-valve) 0017" .0035" .0050"
Clearance-Valve-to-guide (former 4-valve) 0020" .0040" .0050"
Rocker Arms and Shafts
Diameter-rocker shaft 8735" .8740"
Diameter-inside (rocker arm bushing) .8750" .8760"
Diameter-inside (valve rocker arm bore) .8753" .8763"
Clearance-shaft-to-injector rocker bushing 0010" .0025" .0040"
Clearance-shaft-to-valve rocker bore 0013" .0028" .0040"
Cam Followers
Diameter 1.0600" 1.0610"
Clearance-follower-to-current head 0016" .0036" .0060"
Clearance-follower-to-former head 0010" .0030" .0060"
Rollers and pins:
Clearance»pin-to-bushing 0013" .0021 " .010" Hori
Side clearance-roller-to-follower 0150" .0230" .0230"
Specifications DETROIT DIESEL 53
STANDARD BOLT AND NUT TORQUE SPECIFICATIONS
EAD
E
TORQUE
(Ib-ft)
THREAD
SIZE
TORQUE
(Ib-ft)
-20
7-9
9/16-12
90-100
•28
8-10
9/16-18
107-117
i-18
13-17
5/8 -11
137-147
i-24
15-19
5/8 -18
. 168-178
-16
30-35
3/4 -10
240-250
-24
35-39
3/4 -16
290-300
i-14
46-50
7/8 - 9
410-420
i-20
57-61
7/8 -14
475-485
-13
71-75
1 - 8
580-590
-20
83-93
1 -14
685-695
EXCEPTIONS TO STANDARD BOLT AND NUT TORQUE SPECIFICATIONS
LICATION THREAD TORQUE
SIZE (Ib-ft)
:tor control shaft bracket bolts 1/4 -20 10-12
follower guide bolts 1/4 -20 12-15
irnor to flywheel housing bolts 5/16-18 10-12
gear hub and spacer bolts 5/16-18 19-23
>an bolts 5/16-18 10-12
gear hub and spacer bolts 3/8 -16 40-45
:tor clamp bolts 3/8 -16 20-25
DOX cover bolts (in-line engine) 3/8 -16 12-16
heel housing bolts 3/8 -16 25-30
heel housing bolts 3/8 -24 25-30
lecting rod nuts (in-line engine) 3/8 -24 40-45
line nuts 3/8 -24 12-15
connector 3/8 -24 20-28
;er arm bracket bolts 7/16-14 50-55
vheel bolts 1/2 -20 110-120
in bearing cap bolts 9/16-12 120-130
inder head bolts 5/8 -11 170-180
ge mounted air compressor drive shaft nut 3/4 -10 §
kshaft end bolt (in-line engine) 3/4 -16 290-300
:ompressor drive pulley nut 3/4 -16 80-100
kshaft end bolt (engines with cone mounted pulley
amped with letter "A"
1 -14
200-220
shaft and balance shaft nut
1-1/8 -18
300-325
ate at assembly with international Compound No. 2, or equivalent (refer to Parts Catalog or Microfiche, Section 12.8000A),
>-ft plus increase torque to line-up cotter pin.
DETROIT DIESEL 53 Specifications
STANDARD PIPE PLUG TORQUE SPECIFICATIONS
Use sealing compound on plugs without gaskets or Tellon. These specifications apply to plugs installed below the sur
the part of which they are a component.
THREAD TORQUE THREAD TOR<
SIZE (Ib-ft) SIZE (Ib-
1/8 10-12 3/4 33-
1/4 14-16 1 75-
3/8 18-22 1-1/4 95-
1/2 23-27 1-1/2 110-
SERVICE TOOLS
TOOL NAME TOOL NO.
Cylinder Block
Bore gage J 5347
Dial bore gage master setting fixture J 23059
Dial indicator set J 22273
Engine overhaul stand J 6837-01
Adaptor plate (In-line) J 7622
Cylinder Head
Brush J 8152
Cam follower holding fixture J 5840
Cylinder head guides (set of 2) J 9665
Cylinder head lifter J 22062-01
Dial gage (4 - valve head) J 8165-2
Grinder (4 - valve head) J 8165-1
Grinding wheel (15°4 - valve head) J 7792-2
Grinding wheel (30°4 - valve head) J 7792-3
Grinding wheel (60°4 - valve head) J 7792-4
Pilot (4 - valve head) J 7792-1
Push rod remover (set of three) J 3092-01
Socket J 8? 32-01
Spring tester J 9t>66
Valve guide cleaner (4 - valve head) J 7793
Valve guide installer (15°4 - valve head) J 7832
Valve guide installer (45°4 - valve head) J 9729
Valve guide installer (guide used with oil seal - 4 valve head) J 9730
Specifications DETROIT DltSEL 53
. NAME TOOL NO.
; guide remover (4 • valve head) J 7775
j spring checking gage WRE 500-60
; spring compressor (4 - valve head) J 7455
j seat insert installer (4 - valve head) J 7790
5 seat insert remover (4 - valve head) J 7774
kshaft
shaft oil seal installer J 21899
kshaft front oil seal installer J 22153
kshaft front oil seal sleeve installer (in-line \ J 22524
kshaft pulley installer J 7773
kshaft pulley,' remover J 5356
ikshaft rear oil seal (O.S.) expander J 21278
ikshaft rear oil seal sleeve installer J 21277
jle J 3154-1
ometer ball attachment J 4757
;eal expander J 9769
,eal expander (in-line) J 7454
,eal installer J 9479
nstaller (part of J 9479) J 9479-1
itud (2) (part of J 9479) J 9479-2
eal installer J 9727
eal installer J 9783
T J 4794-01
heel
leel lifting tool J 6361-01
heel Housing
kshaft rear oil seal expander (O.S. seal) J 21278
kshaft rear oil seal expander (Std. size seal) J 9769
indicator J 8001-3
indicator post J 9748
neel housing aligning studs (set of 2) J 7540
leel housing concentricity gage J 9737
DETROIT DIESEL 53 Specifications
TOOL NAME TOOL NO.
Piston, Connecting Rod and Cylinder Liner
Adaptor sleeve J 7608-5
Bore gage J 5347
Connecting rod bushing reamer J 4971-4
Connecting rod bushing reamer set J 7608-01
Connecting rod holder J 7632
Cylinder hone set (2 1/2" to 5 3/4" range) J 5902-01
Cylinder liner remover set J 22490
Dial bore gage master setting fixture J 23059
Dial indicator set j 22273
Driver handle J 1513-2
Feeler gage pack (part of J 5438) J 3174-01
Fixture and arbor assembly J 7608-4
Guide j 1686-5
Guide J 4970-5
Guide J 4971-6
Hold down clamp J 21793
Master ring - cylinder liner J 8385
Micrometer ball attachment J 4757
Piston and connecting rod bushing
installer and remover set J 1513-02
Piston bushing reamer J 4970-4
Piston bushing reaming fixture J 5273
Piston bushing spacer J 7587-1
Piston holding fixture J 1513-1
Piston pin bushing installer J 4972-2
Piston pin bushing remover J 4972-4
Piston pin retainer installer J 23762
Piston ring compressor J 6883
Piston ring remover and installer J 8128
Piston-to-liner feeler gage set J 5438
Spacer J 7608-3
Spray nozzle remover J 8995
Spring scale (part of J 5438) J 8129
Stone (120 grit) J 5902-14
Camshaft
Adaptor J 8183
Bar type puller J 4871
Camshaft and balance shaft bearing
remover and installer set J 7593-03
Camshaft cup plug installer J 24094
Camshaft oil seal installer J 21899
Crankshaft timing gear installer J 7557
Installer J 9790
Slide hammer J 6471-1
Spring scale J 8129
UtIKUM Ult^tL
SECTION 2
FUEL SYSTEM AND GOVERNORS
CONTENTS
Fuel System,
Fuel Injector (Needle Valve)
Fuel Injector Tube
Fuel Pump
Fuel Pump Drive
Fuel Strainer and Fuel Filter.
2.1,1
2.1.4
2.2
2.2.1
2.3
Mechanical Governors
Limiting Speed Mechanical Governor (In-line Engine)
2.7
2.7.1
Shop Notes - Trouble Shooting - Specifications - Service Tools.
2.0
FUEL SYSTEM
The fuel system (Fig, l) includes the fuel
injectors, fuel pipes (inlet and outlet), fuel manifolds
(integral with the cylinder head), fuel pump, fuel
strainer, fuel filter and fuel lines.
Fuel is drawn from the supply tank through the fuel
strainer and enters the fuel pump at the inlet side.
Leaving the pump under pressure, the fuel is forced
through the fuel filter and into the inlet fuel manifold,
then through fuel pipes into the inlet side of each
injector.
The fuel manifolds are identified by the words IN (top
passage) and OUT (bottom passage) which are a
several places in the side of the cylinder head,
aids installation of the fuel lines.
Surplus fuel returns from the outlet side of
injectors to the fuel return manifold and then ba
the supply tank.
All engines are equipped with a restrictive fittii
the fuel outlet manifold to maintain the fuel s^,
pressure.
Refer to Section 13.2 for the size fitting required.
Typical Fuel System for In-Line
Engines
may be installed in the supply line
I tank and the fuel strainer to prevent
ng back when the engine is shut down.
DETROIT DIESEL 53
2.1
FUEL INJECTOR (NEEDLE VALVE)
The fuel injector (Figs. 1 and 2) is a lightweight
compact unit which enables quick, easy starting
directly on diesel fuel and permits the use of a simple
open type combustion chamber. The simplicity of
design and operation provides for simplified controls
and easy adjustment. No high pressure fuel lines or
complicated air-fuel mixing or vaporizing devices are
required.
The fuel injector performs four functions:
OUTLET
INLET
1. Creates the .high fuel pressure required for effi
injection.
2. Meters and injects the exact amount of fuel reqi
to handle the load.
3. Atomizes the fuel for mixing with the air in
combustion chamber.
4. Permits continuous fuel flow.
Combustion required for satisfactory engine open
is obtained by injecting, under pressure, a s
quantity of accurately metered and finely atom
fuel oil into the cylinder.
Metering of the fuel is accomplished by an upper
lower helix machined in the lower end of the injt
plunger. Figure 3 illustrates the fuel metering f
no-load to full-load by rotation of the plunger in
bushing.
FOLLOWER
FOUOWEI
SPRING
FRTEf
CAP
NEEDLE VALVE
SPRAY TIP
SPRING CAGI
SPRING SEA-
Fig. 1 • Fuel Injector Assembly
Fig. 2 • Cutaway View of Fuel Injector
Fuel Injector
DETROIT DIESEL 53
EFFECTIVE
STBOKf
EFFECTIVE
STROKE
EFFECTIVE
STROKE
V
f
JL
IDLING
LOAD
HALF
LOAD
FULL
LOAD
ig. 3 - Fuel Metering from No-Load to Full-
Load
4 illustrates the phases of injector operation by
tical travel of the injector plunger.
•ntinuous fuel flow through the injector serves,
lition to preventing air pockets in the fuel
, as a coohint for those injector parts subjected
combustion temperatures.
•y the power output of the engine, injectors
different fuel output capacities are used. The
tput of the various injectors is governed by the
ngle of the plunger and the type of spray tip
fcefer to Fig. 5 for the identification of the
rs and their respective plungers and spray tips.
:he helix angle on the plunger determines the
and operating characteristics of a particular
f injector, it is imperative that the correct
rs are used for each engine application. If
rs of different types are mixed, erratic operation
ult and may cause serious damage to the engine
ie equipment which it powers.
JTION: Do not intermix the needle valve
|j
rl LOWER
J- PORT
I
START OF
INJECTION
STROKE
END OF
INJECTION
STROKE
BOTTOM
OF
STROKE
Phases of Injector Operation Through
Vertical Travel of Plunger
injectors with the other types of injectors in an
engine.
Each fuel injector has a circular disc pressed into a
recess at the front side of the injector body for
identification purposes (Fig. 5). The identification tag
indicates the nominal output of the injector in cubic
millimeters.
Each injector control rack (Fig. 2) is actuated by a
lever on the injector control tube which, in turn, is
connected to the governor by means of a fuel rod.
These levers can be adjusted independently on the
control tube, thus permitting a uniform setting of all
injector racks.
The fuel injector combines in a single unit all of the
parts necessary to provide complete and independent
fuel injection at each cylinder.
INJECTOR SPRAY TIP* PLUNGER
N45 6--QQ6--165A
Fig. 5 - Injector Identification Chart
DETROIT DIESEL 53
Fuel Injector
Operation
Fuel, under pressure, enters the injector at the inlet
side through a filter cap and filter (Fig. 2). From the
filter, the fuel passes through a drilled passage into the
supply chamber," that area between the plunger
bushing and the spill deflector, in addition to that area
under the injector plunger within the bushing. The
plunger operates up and down in. the bushing, the bore
of which is open to the fuel supply in the annular
chamber by two funnel-shaped ports in the plunger
bushing.
The motion of the injector rocker arm is transmitted
to the plunger by the follower which bears against the
follower spring (Fig. 6). In addition to the reciprocat-
ing motion, the plunger can be rotated, during
operation, around its axis by the gear which meshes
with the control rack. For metering the fuel, an upper
helix and a lower helix are machined in the lower part
of the plunger. The relation of the helices to the two
ports changes with the rotation of the plunger.
As the plunger moves downward, under pressure oi
the injector rocker arm, a portion of that fuel trapped
under the plunger is displaced into the supply chamber
1. Injector Assembly
3. Pin-Dowel
24. Rack-Injector Control
36. Clamp-- Injector
38. Washer
39. Bolt
40. Tube-Injector Hole
47. Shaft-Balance
48. Camshaft
49. Cam Follower Assy.
52. Rod-Push
56. Arm-Injector Rocker
59. Tube-Injector Control
60. Lever-Rack Control
62. Head-Cylinder
68. Pipe-Fuel Inlet (Supply)
69. Pipe-Fuel Outlet
(Return)
through the lower port until the port is d<
the lower end of the plunger. A portion <
trapped below the plunger is then forced up
central passage in the plunger into the Cue
recess and into the supply chamber through
port until that port is closed off by the upp
the plunger. With the upper and lower
closed off, the remaining fuel under the
subjected to increased pressure by the
downward movement of the plunger.
i
When sufficient pressure is built up, it opei
non-return check valve. The fuel in the cl
cage, spring cage, tip passages and tip fue
compressed until the pressure force acting i
the needle valve is sufficient to open the val
the downward force of the valve spring. As s
needle valve lifts off of its seat, the fuel
through the small orifices in the spray
atomized into the combustion chamber.
When the lower land of the plunger un<
lower port in the bushing, the fuel pressure
plunger is relieved and the valve spring
needle valve, ending injection.
A pressure relief passage has been provici
spring cage to permit bleed-off of fuel leakir
needle pilot in the tip assembly.
A check valve, directly below the bushing
leakage from the combustion chamber inti
Fig. 6 - Fuel injector Mounting
Fig. 7 - Removing Injector from Cylinder
Fuel Injector
DETROIT DIESEL 53
ig. 8
Checking Rack and Plunger for Free
Movement
r in case the valve is accidentally held open by a
particle of dirt. The injector plunger is then
?d to its original position by the injector
:r spring. Figure 4 shows the various phases of
r operation by the vertical travel of the injector
r.
: return upward movement of the plunger, the
)ressure cylinder within the bushing is again
.vith fuel oil through the ports. The constant
tion of fresh cool fuel through the injector
the fuel supply in the chamber, helps cool the
r and also effectively removes all traces of air
might otherwise accumulate in the system and
re with accurate metering of the fuel.
lei injector outlet opening, through which the
fuel oil returns to the fuel return manifold and
ack to the fuel tank, is directly adjacent to the
iening.
ing the position of the helices, by rotating the
r, retards or advances the closing of the ports
; beginning and ending of the injection period.
same time, it increases or decreases the amount
injected into the cylinder. Figure 3 shows the
; plunger positions from no-load to full-load.
:he control rack pulled out all the way (no
>n), the upper port is not closed by the helix
fter the lower port is uncovered. Consequently,
e rack in this position, all of the fuel is forced
ito the supply chamber and no injection of fuel
dace. With the control rack pushed all the way
injection), the upper port is closed shortly after
ver port has been covered, thus producing a
um effective stroke and maximum injection,
this no injection position to full injection
n (full r;u'k moveni^nt^ thp rnntniir nf thp
upper helix advances the closing of the ports and the
beginning of injection.
General Instructions for Injector Care and
Overhaul
The fuel injector is one of the most important and
precisely built parts of the engine. The injection of the
correct amount of fuel into the combustion chamber at
exactly the right time depends upon this unit. Because
the injector operates against high compression
pressure in the combustion chamber, efficient opera-
tion demands that the injector assembly is maintained
in first-class condition at all times. Proper maintenance
of the fuel system and the use of the recommended
type fuel filters and clean water-free fuel are the keys
to trouble-free operation of the injectors.
Due to the close tolerances of various injector parts,
extreme cleanliness and strict adherence to service
instructions is required.
Perform all injector repairs in a clean, well lighted
room with a dust free atmosphere. An ideal injector
room is slightly pressurized by means of an electric
fan which draws air into the room through a filter.
This pressure prevents particles of dirt and dust from
entering the room through the doors and windows. A
suitable air outlet will remove solvent fumes along
with the outgoing air. Also provide a source for 1 10
volt alternating current electric power.
Fig. 9 - Injector High Pressure Test
DETROIT DIESEL 53
Fuel injector !
Provide the injector repair room with a supply of
filtered, moisture-proof compressed air for drying the
injector parts after they have been cleaned. Use wash
pans of rust-proof material and deep enough to permit
all of the injector parts to be completely covered by
the cleaning agent, usually clean fuel oil, when
submerged in wire baskets of 16 mesh wire screen. Use
baskets which will support the parts so as to avoid
contact with the dirt which settles at the bottom of the
pans.
Rags should never be used for cleaning injector parts
since lint or other particles will clog parts of the
injector when it is assembled. A lint-free cleaning
tissue is a good, inexpensive material for wiping
injector parts.
When servicing an injector, follow the general
instructions outlined below:
1. Whenever the fuel pipes are removed from an
injector, cover the filter caps with shipping caps to
keep dirt out of the injectors. Also protect the fuel
pipes and fuel connectors from the entry of dirt or
other foreign material.
2. After an injector has been operated in an engine, do
not remove the filter caps or filters while the injector is
in the engine. Replace the filters only at the time of
complete disassembly and assembly of an injector.
NOTE: In the offset injector, a filter is used in
the inlet side only. No filter is required 01
outlet side (Fig. 34).
3. Whenever an injector has been remov
reinstalled or replaced in an engine, m,
following adjustments as outlined in Section 1'
a. Time the injector.
b. Position the injector control rack.
4. Whenever an engine is to be out of servia
extended period, purge the fuel system, then fi]
a good grade of rust preventive (refer to Sectio
5. When a reconditioned injector is to be pi
stock, fill it with injector test oil J 8130. Do not
oil. Install shipping caps on both filte
immediately after filling. Store the injectoi
upright position to prevent test oil leakage.
NOTE: Make sure that new filters have
installed in a reconditioned injector which
be placed in stock. This precaution will pre
dirt particles from entering the injector due
possible reversal of fuel flow when insta
the injector in an engine other than the orij
unit.
Remove Injector
1 . Clean and remove the valve rocker cover.
2. Remove the fuel pipes from both the injec
the fuel connectors (Fig. 6).
NOTE: Immediately after removal of the
pipes' from an injector, cover the filter caps
shipping caps to prevent dirt from entering
injector. Also protect the fuel pipes and
Fig. 10 • Spray Pattern Test
Fig. 11 • Removing Injector Follower Stop
Fuel Injector
nectors from entry of dirt or foreign
[erial.
nk the engine to bring the outer ends of the
)ds of the injector and valve rocker arms in line
itally.
nove the two rocker shaft bracket bolts and
the rocker arms away from the injector and
(Fig- 7).
love the injector clamp bolt, special washer and
An injector that passes all of the tests outlined below
may be considered to be satisfactory for service
without disassembly, except for the visual check of the
plunger.
However, an injector that fails to pass one or more of
the tests is unsatisfactory. Perform all of the tests
before disassembling an injector to correct any one
condition.
Identify each injector and record the pressure drop
and fuel output as indicated by the following tests:
sen the inner and outer adjusting screws on the
r rack control lever and slide the lever away
ic injector.
the injector from its seat in the cylinder head
;r the injector hole in the cylinder head to keep
i material out.
n the exterior of the injector with clean fuel oil
y it with compressed air.
jector
ection does not reveal any external damage,
>erform a series of tests to determine the
on of the injector to avoid unnecessary
uling.
need stage of
>n caused by
jn matter in
lue to improper
ton.
The above condition
con be caused by
either tack of fuel
at high speeds or
water in fuel.
INJECTOR CONTROL RACK AND
PLUNGER MOVEMENT TEST
Place the injector in the injector fixture and rack
freeness tester J 22396. Refer to Fig. 8 and place the
handle on top of the injector follower.
If necessary, adjust the contact screw in the handle to
ensure the contact screw is at the center of the follower
when the follower spring is compressed.
With the injector control rack held in the no-fuel
position, push the handle down and depress the
follower to the bottom of its stroke. Then very slowly
release the pressure on the handle while moving the
control rack up and down as shown in Fig. 8 until the
follower reaches the top of its travel. If the rack does
Fig. 12 - Unusable Injector Plungers
Fig. 13 - Installing Injector Valve Parts on
Auxiliary Tester J 22640
DETROIT DIESEL 53
Fuel Injector 2
not fall freely, loosen the injector nut, turn the tip,
then retighten the nut. Loosen and retighten the nut a
couple of times if necessary. Generally this will free
the rack. Then, if the rack isn't free, change the
injector nut. In some cases it may be necessary to
disassemble the injector to eliminate the cause of the
misaligned parts.
INJECTOR HIGH PRESSURE TEST
This test is performed to discover any fuel leaks at the
injector filter cap gaskets, body plugs and nut seal
ring.
The high pressure test also indicates whether or not
the plunger and bushing clearance is satisfactory.
1. Install the injector in tester J 9787.
CAUTION: When testing an injector just
removed from an engine, the flow of fuel
through the injector on the tester should be the
same as in the engine. C ^nnections on the test
head of the tester may be changed to obtain the
correct direction of flow.
2. Thoroughly dry the injector with compressed air.
3. Check the fuel connections for leaks. If leaks have
occurred, tighten the connections, dry the injector and
recheck.
4. With the injector rack in the full-fuel position and
the injector tester handle locked in position by means
of the handle lock (Fig. 9), operate the pump handle
to build up and maintain the pressure.
At this time, the condition of the plunger and bushing
may be established. If there is excessive clearance
between the plunger and bushing, pressure beyond the
normal valve opening pressure cannot be obtained.
Replacement, of the plunger and bushing assembly is
then required.
Pump up the injector tester and maintain a pressure of
1600 to 2000 psi by actuating the pump handle. Then
inspect for leaks at the injector filter cap gaskets, body
plugs and injector nut seal ring. If any of these
conditions exist, refer to Trouble Shooting Chart 5 in
Section 2.0.
NOTE: It is normal for fuel to seep out around
the rack due to high pressure fuel being applied
to a normally low pressure area in the injector
assembly. However, fuel droplets at the rack
indicate excessive leakage.
injector tester to equal or exceed the capacit;
the pressure gage.
INJECTOR VALVE HOLDING PRESSURE
TEST
The injector valve holding pressure test will det
whether the various lapped surfaces in the injec
sealing properly.
Operate the pump handle to bring the pressure
approximately 450 psi.
Close the fuel shut-off valve and note the p
drop. The time for a pressure drop from 450 psi
psi must not be less than 40 seconds. If the p
drop is less than 40 seconds, check the inje<
follows:
1. Thoroughly dry the injector with compressed ;
2. Open the tester fuel valve and operate the
handle to maintain the test pressure.
3. A leak around the spray tip or seal ring usi
caused by a loose injector nut, a damaged seal :
a brinelled surface on the injector nut or spray t
4. A leak at the filter cap indicates a loose filter
a damaged filter cap gasket.
5. A "dribble" at the spray tip orifices indie
leaking valve assembly due to a damaged surf
dirt. Leakage at the tip will cause pre-ignition
engine.
NOTE: A drop or two of fuel at the spray ti]
only an indication of the fuel trapped in
spray tip at the beginning of the test and is
detrimental as long as the pressure d
specified is not less than 40 seconds.
SPRAY PATTERN TEST
After completing the valve holding pressure tes
the fuel shut-off valve, place the injector rack
full-fuel position and operate the injector severa
in succession by operating the tester han
approximately 40 strokes per minute as she
Fig. 10. Observe the spray pattern to see that a!
orifices are open and injecting evenly. The be^
and ending of injection should be sharp and t
injected should be finely atomized.
If all of the spray tip orifices are not ope
injecting evenly, clean them during injector ov
Fig. 14 - Injector Needle Valve Test with Auxiliary Tester J 22640
VISUAL INSPECTION OF PLUNGER
To prevent damage to the pressure
>t exceed 100 psi during this test.
An injector which passes all of the previous tests
should have the plunger checked visually, under a
magnifying glass, for excessive wear or a possible chip
on the bottom helix. There is a small area on the
bottom helix and lower portion of the upper helix, if
chipped, that will not be indicated in any of the tests.
Remove the plunger from the injector as follows:
15 - Checking Needle Valve Lift
Fig. 16 - Position of Fuel Flow Pipes in
Comparator
i uei
1 . Support the injector, right side up, in holding fixture
J 22396.
2. Compress the follower spring. Then raise the spring
above the stop pin with a screw driver and withdraw
the pin (Fig. 1 1). Allow the spring to rise gradually.
3. Remove the injector from the holding fixture. Turn
the injector upside down, to prevent the entry of dirt,
and catch the spring and plunger as they drop out.
4. Inspect the plunger. If the plunger is chipped
(Fig. 12), replace the plunger and bushing assembly.
5. Reinstall the plunger, follower and spring.
/ SWITCH
VIAL
FUEL FLOW
VIAL CHANGER START BUTTON
Fig. 17 • Placing Injector in Comparator
J 7041
Fig. 18 - Setting Comparator Stroke Counter
NEEDLE VALVE TESTS
Remove the injector nut and remove all of the ]
below the injector bushing as outlined u
Disassemble Injector.
Clean all of the carbon off of the spray tip seat ir
injector nut as outlined under Clean Injector Parts.
If the spray pattern test indicated that tip cleanii
necessary, clean the carbon from the tip cavity b
the needle valve and orifices as outlined under (.
Injector Parts.
With the injector nut and spray tip cleaned, asse;
the check valve, check valve cage, spring, spring
spring cage, needle valve and tip assembly
auxiliary tester J 22640 (Fig. 13). Carefully pilo
injector nut over the spray tip and valve parts
thread it on the body as shown in Fig. 13. Tightei
injector nut to 75-85 Ib-ft torque.
Install the shield in the auxiliary tester as show
Fig. 14 and operate the pump handle until the s
tip valve has opened several times to purge thj
from the system.
Operate the pump handle with smooth even st:
(40 strokes per minute) and note the pressure at v
the needle valve opens. The valve should open bet
2300 and 3300 psi. The opening and closing a
should be sharp and produce a finely atomized spi
If the valve opening pressure is below 2300 psi ai
Injector
DETROIT DIESEL 53
ioor, the cause usually is a worn or
ring. Replace the spring.
ling pressure is within 2300-3300 psi,
c for spray tip seat leakage. Actuate
i several times, then hold the pressure
15 seconds. Inspect the spray tip seat
re should be no fuel droplets although
; of the end of the valve tip is
seat is satisfactory, proceed to check
a pressure drop of from 1500 to 1000
)uld not be less than 5 seconds. If the
ops from 1500 to 1000 psi in less than
; the needle valve and tip assembly.
ye assembly passes the above test, the
check can be omitted. To check the
t , use tool J 9462-01 (Fig. 15) as
ator by placing the bottom surface of
mbly on a flat surface and zero the
y tip and needle valve assembly tight
im of the gage with the quill of the
ic hole in the plunger.
.g the spray tip and needle valve
jainst the gage, read the needle valve
:ator. The lift should be .008 " to
eds .018 ", the tip assembly must be
less than .008 ", inspect for foreign
the needle valve and the tip seat.
•alve lift is within the limits, install a
spring and recheck the valve opening
e action. Low valve opening pressure
ition with a new spring and seat
y tip and needle valve assembly must
Calibrator
J 22410
Comparator
J 7041
Min.
Max.
Min.
Max.
47
51
14
20
Fig. 20 - Position of Calibrator Fuel Flow Pipes
Reassemble the injector as outlined under Assemble
Injector and check it in the comparator or the
calibrator.
FUEL OUTPUT TEST
The injector fuel output test can be performed in
either the comparator J 7041 or the calibrator
J 22410.
When injectors are removed from an engine for fuel
output testing and, if satisfactory, reinstalled without
disassembly, extreme care should be taken to avoid
reversing the fuel flow. When the fuel flow is reversed,
dirt trapped by the filter is back-flushed into the
injector components.
Before removing an injector from the engine, note the
direction of the fuel flow. To avoid reversing the fuel
flow when checking injector fuel output, use the
appropriate adaptor. The position of the fuel pipes on
the comparator (Fig. 16) depends on the adaptor
being used and the direction of fuel flow through the
injector. The position of the braided fuel inlet tube
and the plastic fuel outlet tube on the calibrator
(Fig. 20) depends on the adaptor being used and the
direction of fuel flow through the injector.
Fig. 21 - Injector in Calibrator J 22410
COMPARATOR J 7041
To check the fuel output, operate the injector in the
comparator (Fig. 17) as follows:
1. Place the injector in the comparator and tighten the
hand wheel to clamp the injector and adaptor in
position.
IMPORTANT: Make sure the counter on the
comparator is preset to 1000 strokes. If, for any
reason, this setting has been altered, raise the
cover and reset the counter to 1000 strokes by
pulling the selector wheel to be changed to the
right and rotating it to its proper setting
(Fig. 18). Then release the wheel and close the
cover. Refer to the comparator instruction
booklet for further information.
NOTE: When installing a low clamp body
injector in the comparator, position the injector
in the adaptor at approximately a 45 ° angle,
rather than straight into the adaptor, then bring
it into a vertical position and secure it in place.
2. Pull the injector rack out to the no-fuel position.
Fig. 22 • Setting Calibrator Stroke Counter
3. Start the comparator by turning on the switch.
4. After the comparator has started, push the inji
rack in to the full-fuel position.
5. Let the injector run for approximately 30 secon
purge the air that may be in the system.
6. After 30 seconds, press the fuel flow start bu
This will start the flow of fuel into the vial.
Fig. 23 • Removing or Installing Filter Cap
March. 1973 SEC. 2.1.1
DETROIT DIESEL 53
Fue! injector 2.1.1
The exterior surface of an injector spray tip may be
cleaned by using a brass wire buffing wheel, tool
J 7944. To obtain a good polishing effect and longer
brush life, the buffing wheel should be installed on a
motor that turns the wheel at approximately 3000 rpm.
A convenient method of holding the spray tip while
cleaning and polishing is to place the tip over the drill
end of the spray tip cleaner tool J 1243 and hold the
body of the tip against the buffing wheel. In this way,
the spray tip is rotated while being buffed.
CAUTION: Do not buff excessively. Do not use a
steel wire buffing wheel or the spray tip holes may
be distorted,
When the body of the spray tip is clean, lightly buff
the tip end in the same manner. This cleans the spray
tip orifice area and will not plug the orifices.
Wash the spray tip in clean fuel oil and dry it with
compressed air.
Clean and brush all of the passages in the injector
body, using fuel hole cleaning brush J 8152 and rack
hole cleaning brush J 8150. Blow out the passages and
dry them with compressed air.
Carefully insert reamer J 21089 in the injector body
(Fig. 29). Turn it in a clockwise direction a few turns,
then remove the reamer and check the face of the ring
for reamer contact over the entire face of the ring. If
necessary, repeat the reaming procedure until the
reamer does make contact with the entire face of the
ring. Clean up the opposite side of the ring in the
same manner.
Carefully insert a .375 " diameter straight fluted
reamer inside the ring bore in the injector body. Turn
the reamer in a clockwise direction and remove any
burrs inside the ring bore. Then wash the injector
body in clean fuel oil and dry it with compressed air.
OUTLET
INLET
OUTLET
INLET
5478
Fig. 34 - Location of Filter In Injector Body
Carefully insert carbon remover tool J 9418-1 in th
injector nut. Turn it in a clockwise direction to remov
the carbon deposits on the flat spray tip seat as show
in Fig. 30. Remove the carbon deposits from the lowc
end of the injector nut with carbon remover J 9418-
(Fig. 30) in the same manner. Use care to prevei
removing any metal or setting up burrs on the spra
tip seat.
Wash the injector nut in clean fuel oil and dry it wit
compressed air. Carbon deposits on the spray ti
seating surfaces of the injector nut will result in poc
sealing and consequent fuel leakage around the spra
tip.
When handling the injector plunger, do not touch th
finished plunger surfaces with your fingers. Wash th
plunger and bushing with clean fuel oil and dry thei
with compressed air. Be sure the high pressure blee
hole in the side of the bushing is not plugged. If th:
hole is plugged, fuel leakage will occur at the uppe
end of the bushing where it will drain out of th
injector body vent and rack holes, during engin
operation, causing a serious oil dilution problem. Kee
the plunger and bushing together as they are mate
parts.
After washing, submerge the parts in a clea
receptable containing clean fuel oil. Keep the parts c
each injector assembly together.
Inspect Injector Parts
Inspect the teeth on the control rack and the contn
rack gear for excessive wear or damage. Also check fc
excessive wear in the bore of the gear and inspect th
Injector
DETROIT DIESEL 53
11 automatically stop the flow of fuel
ces.
lei stops flowing into the vial, pull the
no-fuel position.
nparator off and reset the counter.
reading on the vial and refer to Fig. 19
' the injector fuel output falls within its
. If the quantity of fuel in the vial does
i the specified limits, refer to Trouble
( 6 and Shop Notes in Section 2.0 for
•emedy.
I J 22410
fuel output, operate the injector in the
, 21) as follows:
e the cam shift index wheel and fuel
n their respective positions. Turn on
;1 oil heater switch and preheat the
5 ° to 105 °F.
roper injector adaptor between the tie
ge it with the fuel block locating pin.
: adaptor forward and up against the
injector seat J 22410-226 into the
it (cradle handle in vertical position).
Fig. 25 • Removing Injector Nut
Clamp the injector into position by operating the air
valve.
NOTE: Make sure the counter (Fig. 22) on the
calibrator is preset at 1000 strokes. If for any
reason this setting has been altered, reset the
counter to 1000 strokes by twisting the cover
release button to the left and hold the reset
lever in the full up position while setting the
numbered wheels. Close the cover. Refer to the
calibrator instruction booklet for further
information.
3. Pull the injector racks out to the no-fuel position.
4. Turn on the main power control circuit switch. Then
start the calibrator by turning on the motor starter
switch.
NOTE: The low oil pressure warning buzzer will
sound briefly until the lubricating oil reaches
the proper pressure.
5. After the calibrator has started, set the injector rack
into the full-fuel position. Allow the injector to operate
for approximately 30 seconds to purge the air that
may be in the system.
6. After the air is purged, press the fuel flow start
button (red). This will start the flow of fuel into the
vial. The fuel flow to the vial will automatically stop
after 1000 strokes.
7. Shut the calibrator off (thp ralihrntor will stnn in
ruel Injector
Fig. 26 - Removing Spray Tip from Injector
Nut
the specified limits. If the quantity of fuel in the vial
does not fall within the specified limits, refer to
Trouble Shooting Chart 6 and Shop Notes in
section 2.0 for the cause and remedy.
NOTE: Refer to Section 2.0 for different factors
that may affect the injector calibrator output
reading.
The comparator or the calibrator may be used to check
and select a set of injectors which will inject the same
amount of fuel in each cylinder at a given throttle
setting, thus resulting in a smooth running, well
balanced engine.
J 4298-1
Fig. 28 - Cleaning Spray Tip Orifices
An injector which passes all of the above tests may b
put back into service. However, an injector which fai
to pass one 'or more of the tests must be rebuilt an
checked on the comparator or the calibrator.
Any injector which is disassembled and rebuilt mu:
be tested again before being placed in service.
Disassemble injector
If required, disassemble an injector as follows:
1. Support the injector upright in injector holdin
fixture J 22396 (Fig. 23) and remove the filter cap
gaskets and filters.
NOTE: Whenever a fuel injector is disassem-
bled, discard the filters and gaskets and replace
with new filters and gaskets. In the offset
injector, a filter is used in (he inlet side only. No
filter is required in the outlet side (Fig. 34).
2. Compress the follower spring as shown in Fig. 1
Fig. 27 - Cleaning Injector Spray Tip
Fig. 29 - Cleaning Injector Body Ring
Fuel Injector
DETROIT DIESEL 53
g. 30 - Cleaning Injector Nut Spray Tip Seat
raise the spring above the stop pin with a screw
and withdraw the pin. Allow the spring to rise
illy.
er to Fig. 24 and remove the plunger follower,
:r and spring as an assembly.
:rt the fixture and, using socket J 4983-01, loosen
t on the injector body (Fig. 25).
the injector nut straight up, being careful not to
»e the spray tip and valve parts. Remove the
tip and valve parts from the bushing and place
n a clean receptacle until ready for assembly.
an injector has been in use for some time, the
tip, even though clean on the outside, may not
hed readily from the nut with the ringers. In this
support the nut on a wood block and drive the
wn through the nut, using tool J-1291-02 as
in Fig. 26.
'er to Fig. 36 and remove the spill deflector,
ift the bushing straight out of the injector body.
love the injector body from the holding fixture,
the body upside down and catch the gear
r and gear in your hand as they fall out of the
BUSHING
CHECK VALVE SPRING
CAGE SEAT
CTGR CHECK/ VALVE SPRING SPRAY
'DY VALVE SPRING CAGE TIP 3»4»
8. Withdraw the injector control rack from the injector
body. Also remove the seal ring from the body.
Clean Injector Parts
Since most injector difficulties are the result of dirt
particles, it is essential that a clean area be provided
on which to place the injector parts after cleaning and
inspection.
Wash all of the parts with clean fuel oil or a suitable
cleaning solvent and dry them with clean, filtered
compressed air. Do not use waste or rags for cleaning
purposes. Clean out all of the passages, drilled holes
and slots in all of the injector parts.
Carbon on the inside of the spray tip may be loosened
for easy removal by soaking for approximately 15
minutes in a suitable solution prior to the external
cleaning and buffing operation. Methyl Ethyl Ketone
J 8257 solution is recommended for this purpose.
Clean the spray tip with tool J 9464-01 £Fig. 27).
CAUTION: Care must be exercised when
inserting the carbon remover J 9464-01 in the
spray tip to avoid contacting the needle valve
seat in the tip.
Wash the tip in fuel oil and dry it with compressed
air. Clean the spray tip orifices with pin vise J 4298-1
and the proper size spray tip cleaning wire. Use wire
J 21460 to clean .0055 " diameter holes and wire
J 21461 to clean .006 " diameter holes (Fig. 28).
Before using the wire, hone the end until it is smooth
and free of burrs and taper the end a distance of
1/16" with stone J 8170. Allow the wire to extend
1/8 " from toolJ 4298-1.
g. 31 - Sealing Surfaces which may Require
Lapping
Fig. 32 • Examing Sealing Surface with a
Magnifying Glass
DETROIT DIESEL 53
Fue! Injector 2.
The exterior surface of an injector spray tip may be
cleaned by using a brass wire buffing wheel, tool
J 7944. To obtain a good polishing effect and longer
brush life, the buffing wheel should be installed on a
motor that turns the wheel at approximately 3000 rpm.
A convenient method of holding the spray tip while
cleaning and polishing is to place the tip over the drill
end of the spray tip cleaner tool J 1243 and hold the
body of the tip against the buffing wheel. In this way,
the spray tip is rotated while being buffed.
CAUTION: Do not buff excessively. Do not use a
steel wire buffing wheel or the .spray dp holes may
be distorted.
When the body of the spray tip is clean, lightly buff
the tip end in the same manner. This cleans the spray
tip orifice area and will not plug the orifices.
Wash the spray tip in clean fuel oil and dry it with
compressed air.
Clean and brush all of the passages in the injector
body, using fuel hole cleaning brush J 8152 and rack
hole cleaning brush J 8150. Blow out the passages and
dry them with compressed air.
Carefully insert reamer J 21089 in the injector body
(Fig. 29). Turn it in a clockwise direction a few turns,
then remove the reamer and check the face of the ring
for reamer contact over the entire face of the ring. If
necessary, repeat the reaming procedure until the
reamer does make contact with the entire face of the
ring. Clean up the opposite side of the ring in the
same manner.
Carefully insert a .375 " diameter straight fluted
reamer inside the ring bore in the injector body. Turn
the reamer in a clockwise direction and remove any
burrs inside the ring bore. Then wash the injector
body in clean fuel oil and dry it with compressed air.
OUTLET
INLET
54/
e=±J
STANDARD INJECTOR OFFSET INJECTOR
USE FILTER IN BOTH FILTER REQUIRED ON
INLET AND OUTLET INLET SIDE ONLY
(ABOVE CONTROL RACK
Fig. 34 - Location of Filter In Injector Body
Carefully insert carbon remover tool J 9418-1 ii
injector nut. Turn it in a clockwise direction to rei
the carbon deposits on the flat spray tip seat as si
in Fig. 30. Remove the carbon deposits from the I
end of the injector nut with carbon remover J 9<
(Fig. 30) in the same manner. Use care to pn
removing any metal or setting up burrs on the s
tip seat.
Wash the injector nut in clean fuel oil and dry it
compressed air. Carbon deposits on the spra)
seating surfaces of the injector nut will result in
sealing and consequent fuel leakage around the s
tip.
When handling the injector plunger, do not toucl
finished plunger surfaces with your fingers. Was!
plunger and bushing with clean fuel oil and dry
with compressed air. Be sure the high pressure I
hole in the side of the bushing is not plugged. If
hole is plugged, fuel leakage will occur at the u
end of the bushing where it will drain out of
injector body vent and rack holes, during er
operation, causing a serious oil dilution problem.
the plunger and bushing together as they are n
parts.
After washing, submerge the parts in a <
receptable containing clean fuel oil. Keep the pat
each injector assembly together.
Inspect Injector Parts
Inspect the teeth on the control rack and the co
rack gear for excessive wear or damage. Also chec
excessive wear in the bore of the eear and insnec
ig. 35
• Details of Injector Filters and Caps
and Their Relative Location
t both ends of the spill deflector for sharp edges
rs which could create burrs on the injector body
sctor nut and cause particles of metal to be
jced into the spray tip and valve parts. Remove
vith a 500 grit stone.
E the follower spring for visual defects. Then
the spring with spring tester J 9666 and an
te torque wrench.
irrent injector follower spring (.142 " diameter
las a free length of approximately 1.504" and
be replaced when a load of less than 70 Ibs. will
;ss it to 1.028 ".
icommended that at the time of overhaul, all
rs in an engine be converted to the current
(.142 " diameter wire) which will provide
ed cam roller to shaft follow. However, in the
that one or two injectors are changed, the
ing injectors need not be reworked to
>rate the current spring.
the seal ring area on the injector body for burrs
>ches. Also check the surface which contacts the
1 bushing for scratches, scuff marks or other
:. If necessary, lap this surface. A faulty sealing
-SEAL'
SPILL
DEFLECTOR •
NEEDLE VALVE-
- SPRING CAGE
SPRING SEAT-
-VALVE SPRING
CHECK VALVE
CAGE
• CHECK VALVE
Fig. 36 • Injector Rack, Gear, Spray Tip and
Valve Assembly Details and Relative Location
of Parts
surface at this point will result in high fuel
consumption and contamination of the lubricating oil.
Replace any loose injector body plugs or a loose dowel
pin. Install the proper number tag on a service
replacement injector body.
Inspect the injector plunger and bushing for scoring,
erosion, chipping or wear. Check for sharp edges on
that portion of the plunger which rides in the gear.
Remove any sharp edges with a 500 grit stone. Wash
the plunger after stoning it. Injector Bushing
Inspectalite J 21471 can be used to check the port
holes in the inner diameter of the bushing for cracks
or chipping. Slip the plunger into the bushing and
DETROIT DIESEL 53
Fuel Injector 2.1
check for free movement. Replace the plunger and
bushing as an assembly if any of the above damage is
noted, since they are mated parts. Use new mated
factory parts to assure the best performance from the
injector.
Injector plungers cannot be reworked to change the
output. Grinding will destroy the hardened case at the
helix and result in chipping and seizure or scoring of
the plunger.
Examine the spray tip seating surface of the injector
nut and spray tip for nicks, burrs, erosion or
brinelling. Reseat the surface or replace the nut or tip
if it is severely damaged.
The injector valve spring plays an important part in
FOLLOWER-
PLUNGER
FOLLOWER SPRING-
CONTROL RACK
SPRAY TIP
,TOP PIN
Part
Name
Minimum
Thickness
Tip, Spray (Shoulder)
Cage, Check Valve
Valve, Check
Cage, Valve Spring
.199
.165-. 163
.022
.602
MINIMUM THICKNESS (Used Parts)
establishing the valve opening pressure of the inje
assembly. Replace a worn or broken spring.
Inspect the sealing surfaces of the injector p
indicated by arrows in Fig. 31. Examine the sea
surfaces with a magnifying glass as shown in Fig.
for even the slightest imperfections will prevent
injector from operating properly. Check for bu
nicks, erosion, cracks, chipping^ and excessive w
Also check for enlarged orifices -in the spray
Replace damaged or excessively worn parts. Check
minimum thickness of the lapped parts as noted in
chart.
Examine the seating area of the needle valve for v,
or damage. Also examine the needle quill and
contact point with the valve spring seat. Repl
damaged or excessively worn parts.
Examine the needle valve seat area in the spray tip
foreign material. The smallest particle of s
material can prevent the needle valve from seal
properly. Polish the seat area with polishing s
J 22964. Coat only the tapered end of the stick v
polishing compound J 23038 and insert it directly i
the center of the spray tip until it bottoms. Rotate
stick 6 to 12 times, applying a light pressure with
thumb and forefinger.
CAUTION: Be sure that no compound is
.030"
-CHECK VALVE
VALVE CAGE
SPRING SEAT
LONG QUILL SHORT QUILtT
\ .^-
NEEDLE VALVE
FORMER DESIGN
NEW DESIGN
2.1 .1 Fuel Injector
DETROIT DIESEL
accidentally placed on the lapped surfaces
located higher up in the spray tip. The slightest
lapping action on these surfaces can alter the
near-perfect fit between the needle valve and
tip.
Before reinstalling used injector parts, lap all of the
sealing surfaces indicated by the arrows in Fig. 31. It
is also good practice to lightly lap the sealing surfaces
of new injector parts which may become burred or
nicked during handling.
Lapping Injector Parts
Lap the sealing surfaces indicated in Fig. 31 and the
chart as follows:
1. Clean the lapping blocks (J 22090) with compressed
air. Do not use a cloth or any other material for this
purpose.
2. Spread a good quality 600 grit dry lapping powder
on one of the lapping blocks.
3 Place the part to be lapped flat on the block as
shown in Fig. 33 and. using a figure eight motion,
move it back and forth across the block. Do not press
on the part, but use just enough pressure to keep the
part flat on the block. It is important that the part be
kept flat on the block at all times.
4. After each four or five passes, clean the lapping
powder from the part by drawing it across a
piece of tissue placed on a flat surface and inspec
part. Do not lap excessively (refer to the chai
minimum thickness).
5. When the part is flat, wash it in cleaning so
and dry it with compressed air.
6. Place the dry part on the second block. ,
applying lapping powder, move the part lightly a
the block in a figure eight motion several times to
it a smooth finish. Do not lap excessively. Again
the part in cleaning solvent and dry it with compr
air.
7. Place the dry part on the third block. Do no
lapping powder on this block. Keep the part flal
move it across the block several times, using the f
eight motion. Lapping the dry part in this m£
gives it the "mirror" finish required for pe
sealing.
8. Wash all of the lapped parts in clean fuel oil
dry them with compressed air.
Assemble Injector
Use an extremely clean bench to work on and to
the parts when assembling an injector. Also be su
of the injector parts, both new and used, are clean
Study Figs. 34 through 37 for the proper rel
position of the injector parts, then proceed as folk
ASSEMBLE INJECTOR FILTERS
Always use new filters and gaskets when reassem
an injector.
1. Insert a new filter, dimple end down, slotted en
DETROIT DIESEL 53
Fuel Injector 2.1
in each of the fuel cavities in the top of the injector
body (Fig. 35).
NOTE: Install a new filter in the inlet side
(located over the injector rack) in a fuel injector
with an offset body. No filter is required in the
outlet side of the offset body injector (Fig. 34).
2. Place a new gasket on each filter cap. Lubricate the
threads and install the filter caps. Tighten the filter
caps to 65-75 Ib-ft torque with a 9/16 " deep socket
(Fig. 23).
3. Purge the filters after installation by directing
compressed air or fuel through the filter caps.
4. Install clean shipping caps on the filter caps to
prevent dirt from entering the injector.
ASSEMBLE RACK AND GEAR
Refer to Fig. 36 and note the drill spot marks on the
control rack and gear. Then proceed as follows:
1. Hold the injector body, bottom end up, and slide the
rack through the hole in the body. Look into the body
bore and move the rack until you can see the drill
marks. Hold the rack in this position.
2. Place the gear in the injector body so that the
marked tooth is engaged between the two marked
teeth on the rack (Fig. 36).
3. Place the gear retainer on top of the gear.
4. Align the locating pin in the bushing with the slot in
the injector body, then slide the end of the bushing
into place.
J 5119
Fig. 42 - Checking Injector Spray Tip
Concentricity
ASSEMBLE SPRAY TIP, SPRING CAGE
AND CHECK VALVE ASSEMBLIES
Refer to Fig. 36 and assemble the parts as follows:
1. Support the injector body, bottom end up,
injector holding fixture 3 22396.
2. Place a new seal ring on the shoulder of the b(
Then place the spill deflector over the barrel of
bushing.
3. Place the check valve (without the .010 " h
centrally on the top of the bushing. Then place
check valve cage over the check valve and against
bushing.
CAUTION: The former and new check valve and
check valve cage are not separately inter-
changeable in a former injector (Fig. 38).
2.1.1 Fuel Injector
DETROIT DIESE
BRIDGE IMPROPERLY POSITIONED
BRIDGE PROPERLY POSITIONED
Fig. 43 • Relationship Between Exhaust Valve Bridge and Valve Stems
a former injector if a new design spray tip
assembly is used.
5. Place the spring cage, spring seat and valve spring
assembly (valve spring down) on top of the check
valve cage.
CAUTION: When installing a new spray tip
assembly in a former injector, a new valve
spring seat must also be installed. The current
needle valve has a shorter quill.
6. Insert the needle valve, tapered end down, inside of
the spray tip (Fig. 2). Then place the spray tip and
needle valve on top of the spring cage with the quill
end of the needle valve in the hole in the spring cage.
7. Lubricate the threads in the injector nut and
carefully thread the nut on the injector body by hand.
Rotate the spray tip between your thumb and first
finger while threading the nut on the injector body
(Fig. 39). Tighten the nut as tight as possible by hand.
At this point there should be sufficient force on the
spray tip to make it impossible to turn with your
fingers.
8. Use socket J 4983-01 and a torque wrench to tighten
the injector nut to 75-85 Ib-ft torque (Fig. 40).
NOTE: Do not exceed the specified torque.
Otherwise, the nut may be stretched and result
in improper sealing of the lapped surfaces in a
subsequent injector overhaul.
ASSEMBLE PLUNGER AND FOLLOWER
1. Refer to Fig. 37 and slide the head of the {
into the follower.
2. Invert the injector in the assembly fixture (fil
end up) and push the rack all the way in. Thei
the follower spring on the injector body.
3. Refer to Fig. 41 and place the stop pin
injector body so that the follower spring rests
narrow flange of the stop pin. Then align the
the follower with the stop pin hole in the i
body. Next align the flat side of the plunger w
slot in the follower. Then insert the free end
plunger in the injector body. Press down <
follower and at the same time press the stop p
position. When in place, the spring will hold tl
pin in position.
Check Spray Tip Concentricity
To assure correct alignment, check the concentr:
the spray tip as follows:
1. Place the injector in the concentricity gage J i
shown in Fig. 42 and adjust the dial indicator tc
2. Rotate the injector 360 and note the total i
as indicated on the dial.
3. If the total run-out exceeds .008 ", remo
injector from the gage. Loosen the injector nut,
the spray tip and tighten the nut to 75-85 Ib-ft
Recheck the spray tip concentricity. If, after
UICOCL
ruei m|ecTor
. \ . \
attempts, the spray tip cannot be positioned satisfacto-
rily, replace the injector nut.
Test Reconditioned Injector
Before placing a reconditioned injector in service,
perform all of the tests (except the visual inspection of
the plunger) previously outlined under Test Injector.
The injector is satisfactory if it passes these tests.
Failure to pass any one of the tests indicates that
defective or dirty parts have been assembled. In this
case, disassemble, clean, inspect, reassemble and test
the injector again.
Install Injector
Before installing an injector in an engine, remove the
carbon deposits from the beveled seat of the injector
tube in the cylinder head. This will assure correct
alignment of the injector and prevent any undue
stresses from being exerted against ihe spray tip.
Use injector tube bevel reamer J 5286-9, Section 2.1.4,
to clean the carbon from the injector tube. Exercise
care to remove ONLY the carbon so that the proper
clearance between the injector body .and the cylinder
head is maintained. Pack the flutes of the reamer with
grease to retain the carbon removed from the tube.
Be sure the fuel injector is filled with fuel oil. If
necessary, add cjean fuel oil at the inlet filter cap until
it runs out of the outlet filter cap.
Install the injector in the engine as follows:
1. Refer to Fig. 6 and insert the injector into the
injector tube with the dowel pin in the injector body
registering with the locating hole in the cylinder head.
2. Slide the injector rack control lever over so that it
registers with the injector rack.
3. Install the injector clamp, special washer (with
curved side toward injector clamp) and bolt. Tighten
the bolt to 20-25 Ib-ft torque. Make sure that the
clamp does not interfere with the injector follower
spring or the exhaust valve springs.
NOTE: Check the injector control rack for free
movement. Excess torque can cause the control
rack to stick or bind.
4. Move the rocker arm assembly into position and
secure the rocker arm brackets to the cylinder head by
tightening the bolts to the torque specified in
Section 2.0.
CAUTION: On four valve cylinder heads, there
is a possibility of damaging the exhaust valves
if the exhaust valve bridge is not resting on the
ends of the exhaust valves when tightening the
rocker shaft bracket bolts. Therefore, note the
position of the exhaust valve bridge (Fig. 43)
before, during and after tightening the rocker
shaft bolts.
5. Remove the shipping caps. Then install the fuel
pipes and connect them to the injector and the fuel
connectors. Use socket J 8932-01 to tighten the
connections to 12-15 Ib-ft torque.
CAUTION: Do not bend the fuel pipes and do
not exceed the specified torque. Excessive
tightening will twist or fracture the flared end
of the fuel line and result in leaks. Lubricating
oil diluted by fuel oil can cause serious damage
to the engine bearings.
6. Perform a complete engine tune-up as outlined in
Section 14. However, if only one injector has been
removed and replaced and the other injectors and the
governor adjustment have not been disturbed, it will
only be necessary to adjust the valve clearance and
time the injector for the one cylinder, and to position
the injector rack control lever.
DETROIT DIESEL 53
2.
FUEL INJECTOR TUBE
The bore in the cylinder head for the fuel injector is
directly through the cylinder head water jacket as
shown in Fig. 1. To prevent coolant from contacting
the injector and still maintain maximum cooling of the
injector, a tube is pressed into the injector bore. This
tube is sealed at the top with a neoprene ring and
upset into a flare on the lower side of the cylinder
head to create water-tight and gas-tight joints at the
top and bottom.
Remove Injector Tube
When removal of an injector tube is required, use
injector tube service tool set J 22525 as follows:
1. Remove, disassemble and clean the cylinder head as
outlined in Section 1.2.
2. Place the injector tube installer J 5286-4 in the
injector tube. Insert the pilot J 5286-5 through the
small opening of the injector tube and thread the pilot
into the tapped hole in the end of the installer
(Fig. 1).
3. Tap on the end of the pilot to loosen the injector
tube. Then lift the injector tube, installer and pilot
from the cylinder head.
Install Injector Tube
Thoroughly clean the injector tube hole in the cyl
head to remove dirt, burrs or foreign material
may prevent the tube from seating at the lower ei
sealing at the upper end. Then install the tut
follows:
1. Place a new injector tube seal ring in
counterbore in the cylinder head.
2. Place the installer J 5286-4 in the injector
Then insert the pilot J 5286-5 through the <
opening of the injector tube and thread it intc
tapped end of the installer (Fig. 2).
3. Slip the injector tube into the injector bore
drive it in place as shown in Fig. 2. Sealin
accomplished between the head counterbore (ii
diameter) and outside diameter of the injector
The tube flange is merely used to retain the seal ri
4. With the injector tube properly positioned in
cylinder head, upset (flare) the lower end of
injector tube as follows:
a. Turn the cylinder head bottom side up, remov<
pilot J 5286-5 and thread the upsetting
Fig. 1 • Removing Injector Tube
Fig. 2 • Installing Injector Tube
4 Injector Tube
DETROIT DIESEL 53
Fig. 3 • Upsetting Injector Tube
5286-6 into the tapped end of the installer
5286-4 (Fig. 3).
hen, using a socket and torque wrench, apply
pproximately 30 Ib-ft torque on the upsetting
ie.
emove the installing tools and ream the injector
jbe as outlined below.
i injector Tube
an injector tube has been installed in a cylinder
it must be finished in three operations: First,
reamed, as shown in Fig. 4, to receive the
3r body nut and spray tip; second, spot-faced to
'e excess stock at the lower end of the injector
and third, hand reamed, as shown in Fig. 5, to
le a good seating surface for the bevel or the
end of the injector nut. Reaming must be done
illy and without undue force or speed so as to
cutting through the thin wall of the injector
OTE: The reamer should be turned in a
jckwise direction only, both when inserting
d when withdrawing the reamer, because
3vement in the opposite direction will dull the
Fig. 4 - Reaming Injector Tube for Injector
Body Nut and Spray Tip
1. Ream the injector tube for the injector nut and
spray tip. With the cylinder head right side up and the
injector tube free from dirt, proceed with the first
reaming operation as follows:
a. Place a few drops of light cutting oil on the
reamer flutes, then carefully position the reamer
J 22525-1 in the injector tube.
b. Turn the reamer in a clockwise direction
(withdrawing the reamer frequently for removal
of chips) until the lower shoulder of the reamer
contacts the injector tube (Fig. 4). Clean out all of
the chips.
2. Remove excess stock:
a. With the cylinder head bottom side up, insert the
pilot of cutting tool J 5286-8 into the small hole
of the injector tube.
b. Place a few drops of cutting oil on the tool. Then,
using a socket and a speed handle, remove the
excess stock so that the lower end of the injector
tube is from flush to .005 " below the finished
PETROIT DIESEL 53
Injector Tube 2.1
Fig. 5 • Reaming Injector Tube for Injector Nut
3. Ream the bevel seat in the injector tube:
The tapered lower end of the injector tube must
provide a smooth and true seat for the lower end of
the injector nut to effectively seal the cylinder
pressures and properly position the injector tip in the
combustion chamber. Therefore, to determine the
amount of stock that must be reamed from the bevel
seat of the tube, the injector assembly should be
installed in the tube and the relationship between the
numbered surface of the spray tip to the fire deck of
the cylinder head noted (Fig. 6).
With the first reaming operation completed and the
injector tube spot-faced, wash the interior of the
Fig. 6 - Checking Location of Injector Spray
Tip Relative to Lower Surface of Cylinder Head
injector tube with trichloroethylene or clean fue
and dry it with compressed air. Then perform
second reaming operation as follows:
a. Place a few drops of cutting oil on the bevel
of the tube. Carefully lower the reamer J 52
into the injector tube until it contacts the b
seat.
b. Make a trial cut by turning the reamer stea
without applying any downward force on
reamer. Remove the reamer, blow out the c
and look at the bevel seat to see what portio:
the seat has been cut.
c. Proceed carefully with the reaming operai
withdrawing the reamer occasionally to obs
the reaming progress.
d. Remove the chips from the injector tube
using an injector as a gage, continue the rear
operation until the shoulder of the spray ti
within the limits specified in Fig. 6. Then \
the interior of the injector tube with trichlorc
ylene or clean fuel oil and dry it with compre
air.
DETROIT DIESEL 53
FUEL PUMP
The positive displacement gear type fuel pump
(Fig. 1) transfers the fuel from the supply tank to the
fuel injectors. The pump circulates an excess supply of
fuel through the injectors which purges the air from
the system and cools the injectors. The unused portion
of fuel returns to the fuel tank by means of a fuel
return manifold and fuel return line.
On the In-line engine, the fuel pump is mounted on
the governor weight housing and is driven through a
drive coupling by the governor weight shaft.
The fuel pump cover and body are positioned by
means of two dowels. The dowels aid in maintaining
gear shaft alignment. The mating surfaces of the
pump body and cover are perfectly flat ground
surfaces. No gasket is used between the cover and
body since the pump clearances are set up on the basis
of metal-to-metal contact. A very thin coating of
sealant provides a seal against any minute irregulari-
ties in the mating surfaces. Cavities in the pump cover
accommodate the ends of the drive and driven shafts.
The fuel pump body is recessed to provide running
space for the pump gears (Fig. 2). Recesses are also
provided at the inlet and outlet positions of the gears.
The small hole "A" permits the fuel oil in the inlet
side of the pump to lubricate the relief valve at its
outer end and to eliminate the possibility of a
hydrostatic lock which would render the relief valve
inoperative. Pressurized fuel contacts the relief valve
through hole "B" and provides for relief of excess
discharge pressures. Fuel re-enters the inlet side of the
pump through hole "C" when the discharge pressure is
great enough to move the relief valve back from its
seat. Part of the relief valve may be seen through hole
"C". The cavity "D" provides escape for the fuel oil
which is squeezed out of the gear teeth as they mesh
together on the discharge side of the pump. Otherwise,
fuel trapped at the root of the teeth would tend to
force the gears apart, resulting in undue wear on the
BOLT
DRIVEN
GEAR
DRIVEN
SHAFT
PLUG GASKET SPRIN
STEEL
BALL
DRIVE
SHAFT
COVER
[DRIVE
GEAR
DOWEL OIL SEALS'
Fig. 1 - Typical Fuel Pump Assembly
compartment (Fig. 1). The oil seals are installed v
the lips of the seals facing toward the flanged enc
the pump body. A small hole "E" (Fig. 2) serves i
vent passageway in the body, between the inner
seal and the suction side of the pump, which prev(
building up any fuel oil pressure around the si
ahead of the inner seal. Two tapped holes in the un
side of the pump body, between the oil seals, furnis
means of attaching tubing for draining oflf .
leakage.
The drive and driven gears are a line-to-line t<
.001" press fit on their shafts. The drive gear
provided with a gear retaining ball to locate the g
on the shaft.
A spring-loaded relief valve incorporated in the pu
body normally remains in the closed positi
operating only when pressure on the outlet side (to
fuel filter) reaches approximately 65 psi.
Operation
In operation, fuel enters the pump on the suction i
and fills the space between the gear teeth which
exposed at that instant. The gear teeth then carry
fuel oil to the discharge side of the pump and, as
gear teeth mesh in the center of the pump, the fuel
is forced out into the outlet cavity. Since this i
continuous cycle and fuel is continually being foi
into the outlet cavity, the fuel flows from the 01
f»nOinf>
Fuel Pump
DETROIT DIESEL 53
UG GASKET PIN SPRING
A -RELIEF VALVE VENT TO SUCTION S!OE
8 -PASSAGE TO HEAD OF RELIEF VALVE-
PRESSURE SIDE
C -PASSAGE FROM RELIEF VALVE-
SUCTION SIDE
D -GEAR TEETH VENT CAV!TY
£ -OIL SEAL VENT TO SUCTION SiDE
DRIVEN DRIVEN BODY STEEL COVER DOWEL
E GEAR SHAFT t BALL
Fig. 2 - Fuel Pump Valving and Rotation (Right Hand Pump Shown)
mp to the inlet side when the discharge pressure
is approximately 65 to 75 psi.
uel pump should maintain the fuel pressure at
z\ inlet manifold as shown in Section 13.2.
cage exceeds one drop per minute, the oil seals
be replaced.
re Fuel Pump
connect the fuel lines from the inlet and outlet
igs of the fuel pump.
connect the drain tube, if used, from the fuel
"nove the three pump attaching bolt and seal
blies and withdraw the pump.
:ck the drive coupling fork and, if broken or
replace it with a new coupling.
Fig. 3, refer to Figs. 1 and 2 and disassemble the
pump as follows:
DETROIT DIESEL 53
Fuel Pump
1. Remove the eight cover bolts and withdraw the
pump cover from the pump body. Use care not to
damage the finished faces of the pump body and
cover.
2. Withdraw the drive shaft, drive gear and gear
retaining ball as an assembly from the pump body.
3. Press the drive shaft just far Enough to remove the
steel locking ball. Then, invert the shaft and gear
assembly and press the shaft from the gear. Do not
misplace the steel ball Do not press the squared end of
the shaft through the gear as slight score marks will
damage the oil seal contact surface.
4. Remove the driven shaft and gear as an assembly
from the pump body. Do not remove the gear from
the shaft. The driven gear and shaft are serviced only
as an assembly.
5. Remove the relief valve plug.
6. Remove the valve spring, pin and relief valve from
the valve cavity in the pump body.
7. If the oil seals need replacing, remove them with
tool J 1508-7, as shown in Fig. 4, by clamping the
pump body in a bench vise and screwing the threaded
end of the tool shaft into the outer oil seal (seal
nearest to the bolting flange). Then tap the pilot end
of the shaft with a hammer to remove the seal. Repeat
this operation to remove the inner oil seal.
Inspection
Clean all of the parts in clean fuel oil and dry them
with compressed air.
Oil seals, once removed from the pump body, must be
discarded and replaced with new seals. The lips of the
oil seals must fit snug around the pump shaft and must
be free of nicks or cracks.
Check the pump gear teeth for scoring, chipping or
wear. Check the ball slot in the drive gear for wear. If
necessary, replace with a new gear.
Inspect the drive and driven shafts for scoring or wear.
Replace with new shafts if necessary. The driven shaft
is serviced as a gear and shaft assembly only.
The mating faces of the pump body and cover must be
flat and smooth and fit tightly together. Any scratches
or slight damage may result in pressure leaks. Also
check for wear at areas contacted by gears and shafts,
Replace the cover or body if necessary.
The relief valve must be free from score marks and
burrs and fit its seat in the pump body. If the relief
Fig. 4 - Removing Oil Seals
valve is scored and cannot be cleaned up with fine
emery cloth or crocus cloth, it must be replaced.
Assemble Fuel Pump
1. Lubricate the lips of the oil seals with a light coat of
vegetable shortening, then install the oil seals in the
pump body as follows:
a. Place the inner oil seal'on the pilot of the installer
handle J 1508-8 so that the lip of the seal will
face toward the shoulder on the tool.
b. With the pump body supported on wood blocks,
insert the oil seal and tool in the pump body and
drive the seal in until it bottoms in the
counterbore (Fig. 6).
c. Place the shorter end of the adaptor J 1508-9 over
the pilot and against the shoulder of the installer
handle. Place the outer oil seal on the pilot of the
installer handle with the lip of the seal facing the
adaptor. Then, insert the pilot of the installer
handle into the pump body and drive the seal in
(Fig. 7) until the shoulder of the adaptor contacts
the pump body. Thus the oil seals will be
positioned so that the space between them will
correspond with the drain holes located in the
bottom of the pump body.
2. Clamp the pump body in a bench vise (equipped
with soft jaws) with the valve cavity up.. Lubricate the
outside diameter of the valve and place it in the cavity
2 Fuel Pump
DETROIT DIESEL 53
Oil SEALS GASKET PUMPVBODY
GASKET
DRIVE
COUPLING
RELIEF
VALVE
•PLUG
Fig. 5 - Fuel Pump Details and Relative Location of Parts (Right Hand Pump Shown)
:h the hollow end up. Insert the spring inside of the
ve and the pin inside of the spring. With a new
»ket in place next to the head of the valve plug,
.ce the plug over the spring and thread it into the
mp body. Tighten the plug.
Install the pump drive gear over the end of the
ve shaft which is not squared (so the slot in the gear
I face the plain end of the shaft). This operation is
•y important, otherwise fine score marks caused by
:ssing the gear into position from the square end of
shaft may cause rapid wear of the oil seals. Press
gear beyond the gear retaining ball detent. Then,
ce the ball in the detent and press the gear back
II the end of the slot contacts the ball.
Lubricate the pump shaft and insert the square end
the shaft into the opening at the gear side of the
up body and through the oil seals as shown in
Place the driven shaft and gear assembly in the
up body.
CAUTION: The driven gear must be centered on
haft to give proper end clearance. Also, the
ered end of the gear teeth of the
production gear must face the pump body. If a
service replacement gear with a slot is used, the
slot must face toward the numn cover
Fig. 6 • Installing Inner Oil Seal
UtIKUII Ult5tL
ruei rump A.I
6. Lubricate the gears and shafts with clean engine oil.
7. Apply a thin coating of quality sealant on the face
of the pump cover outside of the gear pocket area.
Then, place the cover against the pump body with the
two dowel pins in the cover entering the holes in the
pump body. The cover can be installed in only one
position over the two shafts.
CAUTION: The coating of sealant must be
extremely thin since the pump clearances have
been set up on the basis of metal-to-metal
contact. Too much sealant could increase the
clearances and affect the efficiency of the pump.
Use care that sealant is not squeezed into the
gear compartment, otherwise damage to the
gears and shafts may result.
8. Secure the cover in place with eight bolts and lock
washers, tightening the bolts alternately and evenly.
Fig. 7 - Installing Outer Oil Seal
Fig. 8 • Inserting Fuel Pump Drive Shaft and
Gear Assembly through Oil Seals
9. After assembly, rotate the pump shaft by hand to
make certain that the parts rotate freely. When the
shaft does not rotate freely, attempt to free it by
tapping a corner of the pump.
10. If the pump is not to be used immediately, place
plastic shipping plugs in the inlet and outlet openings
to prevent dirt or other foreign material from entering
the pump.
install Fuel Pump
1. Affix a new gasket to the pump body and locate the
pump drive coupling over the square end of the fuel
pump drive shaft.
2. Install the fuel pump on the engine and secure it
with three bolt and washer assemblies.
3. Connect the inlet and outlet fuel lines to the fuel
pump.
DETROIT DIESEL 53 2.2.
FUEL PUMP DRIVE
The fuel pump on In-line engines is driven by the
governor weight shaft by means of a drive coupling.
A drive
adaptor attached to the balance shaft gear registers
with a drive fork on the fuel pump shaft to provide a
drive for the pump. Servicing of the fuel pump arid
drive on an In-Line engine is covered in Section 2,2
DETROIT DIESEL 53
2.7
MECHANICAL GOVERNORS
Horsepower requirements on an engine may vary due
to fluctuating loads; therefore, some method must be
provided to control the amount of fuel required to
hold the engine speed reasonably constant during load
fluctuations. To accomplish this control, a governor is
introduced in the linkage between the throttle control
and the fuel injectors. The following type of
mechanical governor used:
1 . Limiting Speed Mechanical Governor.
Engines requiring a minimum and maximum speed
control, together with manually controlled intermedi-
ate speeds, are equipped with a limiting speed
mechanical governor.
TK« governor has an identification plate
located on the control housing, containing the
governor assembly number, type, idle speed range and
drive ratio. The maximum engine speed, not shown on
the identification plate, is stamped on the option plate
attached to the valve rocker cover.
Check Governor Operation
Governor, difficulties are usually indicated by speed
variations of the engine; however, it does not
necessarily mean that all such speed fluctuations are
caused by the governor. Therefore, when improper
speed variations are present, check the engine as
follows:
1. Make sure the speed changes are not the result of
excessive load fluctuations.
2. Check the engine to be sure that all of the cylinders
are firing properly (refer to Section 15.2). If any
cylinder is not firing properly, remove the injector, test
it and, if necessary, recondition it as outlined in
Section 2.1 or 2. 1.1.
3. Check for bind that may exist in the governor
operating mechanism or in the linkage between the
governor and the injector control tube.
With the fuel rod connected to the injector control
tube lever, the mechanism should be free from bind
throughout the entire travel of the injector racks. If
friction exists in the mechanism, it may be located and
corrected as follows:
1 . If an injector rack sticks or moves too hard, it may
be due to the injector hold-down clamp being too tight
or improperly positioned. To correct this condition,
loosen the injector clamp, reposition it and tighten the
clamp bolt to 20-25 Ib-ft torque.
2. An injector which is not functioning properly may
have a defective plunger and bushing or a bent
injector rack. Recondition a faulty injector as outlined
in Section 2.1 or 2.1.1.
3. An injector rack may bind as the result of an
improperly positioned rack control lever. Loosen the
rack control lever adjusting screws. If this relieves the
bind, relocate the lever on the control tube and
position the rack as outlined in Section 14.
4. The injector control tube may bind in its support
brackets, thus preventing free movement of the
injector racks to their no-fuel position due to tension
of the return spring. This condition may be corrected
by loosening and realigning the control tube
supporting brackets. If the control tube support
brackets were loosened, realigned and tightened, the
injector racks must be repositioned as outlined in
Section 14.
5. A bent injector control tube return spring may cause
friction in the operation of the injector control tube. If
the spring has been bent or otherwise distorted, install
a new spring.
6. Check for bind at the pin which connects the fuel
rod to the injector control tube lever; replace the pin,
if necessary.
If, after making these checks, the governor fails to
control the engine properly, remove and recondition
the governor.
DETROIT DIESEL 53
2.7
LIMITING SPEED MECHANICAL GOVERNOR
IN-LINE ENGINE
The limiting speed mechanical
performs the following functions:
1. Controls the engine idle speed.
governor (Fig. 1)
2. Limits the maximum operating speed of the engine.
The mechanical engine governors are identified by a
name plate attached to the governor housing. The
letters D.W.-L.S. stamped on the name plate denote a
double-weight limiting speed governor.
The governor is mounted on the rear end plate of the
engine and is driven by a gear that extends through
the end plate and meshes with either the camshaft
gear or the balance shaft gear, depending upon the
engine model.
Operation
The governor holds the injector racks in the advanced
fuel position for starting when the throttle control
lever is in the idle position. Immediately after starting,
the governor moves the injector racks to the position
required for idling.
The centrifugal force of the revolving governor low
and high speed weights is converted into linear motion
which is transmitted through the riser and operating
shaft to the operating shaft lever. One end of this
lever operates against the high and low speed springs
through the spring cap, while the other end provides a
moving fulcrum on which the differential lever pivots.
When the centrifugal force of the revolving governor
weights balances out the tension on the high or low
speed spring (depending on the speed range), the
governor stabilizes the engine speed for a given setting
of the speed control lever.
In the low speed range, the centrifugal force of the low
and high speed weights together operate against the
low speed spring. As the engine speed increases, the
centrifugal force of the low and high speed weights
together compresses the low speed spring until the low
speed weights are against their stops, thus limiting
their travel, at which time the low speed spring is fully
compressed and the low speed spring cap is within
.0015" of the high speed spring plunger.
Throughout the intermediate speed range the operator
has complete control of the engine because the low
speed gap is closed and the low speed weights are
Fig. 1 - Governor Mounting
against their stops, and the high speed weights are nc
exerting enough force to overcome the high spec
spring. As the speed continues to increase, th
centrifugal force of the high speed weights increase
until this force can overcome the high speed sprin
and the governor again takes control of the engin<
limiting the maximum engine speed.
A fuel rod, connected to the differential lever and th
injector control tube lever, provides a means for th
governor to change the fuel settings of the injectc
rack control levers.
The engine idle speed is determined by the fon
exerted by the governor low speed spring. When tf
governor speed control lever is placed in the id
position, the engine will operate at the speed where tt
force exerted by the governor low speed weights wj
equal the force exerted by the governor low spee
spring.
2.7.1 Limiting Speed Governor
DETROIT DIESE
BOLT
COVER
SCREW
LOCK
WASHER
GASKET
Fig. 2 - Governor Cover Details and Relative
Location of Parts
Adjustment of the engine idle speed is accomplished
by changing the force on the low speed spring by
means of the idle speed adjusting screw. Refer to the
tune-up section for idle speed adjustment.
The engine maximum no-load speed is determined by
the force exerted by the high speed spring. When the
throttle control lever is placed in the maximum speed
position, the engine will operate at a speed where the
force exerted by the governor high speed weights will
equal the force exerted by the governor high speed
spring-
Adjustment of the maximum no-load speed is
accomplished by changing the tension on the high
speed spring. Refer to the tune-up section for the
maximum no-load speed adjustment.
Lubrication
within the governor by the revolving weights. S
oil drains from the governor through holes
governor bearing retainer back to the engine
train.
Remove Governor from Engine
Before removing the governor from the engin
operation should be checked as outline
Section 2.7. If the governor fails to control the <
properly after performing these checks, remov
recondition it.
1. Disconnect the linkage to the governor c
levers.
2. Remove the governor cover and gasket.
3 ."'Detach the spring housing from the go>
housing by removing the two bolts and lock wash
4. Loosen the high speed spring retainer lock nu
spanner wrench J 5345-5 and remove the <
assembly.
5. Loosen the fuel rod cover hose clamps.
6. Clean and remove the rocker cover fron
cylinder head.
7. Disconnect the fuel rod from the injector a
tube lever. Remove the clip that holds the fuel r
the differential lever and lift the fuel rod fror
lever.
8. Detach the fuel pump by disconnecting the
lines and removing the three bolts. Also, disco
the lubricating oil line, if used.
9. Remove the five bolts from the governor w
housing and the two bolts from the governor cc
housing.
10. Detach the governor and gasket from the engi
Disassemble Governor Cover
DETROIT DIESEL 53
Limiting Speed Governor 2./
2. Remove the retaining ring and washer. Withdraw
the speed control shaft from the cover.
3. Remove the seal ring from the cover.
NOTE:
The double lever cover
has the seal ring at the bottom of the cover.
4. Loosen the governor stop lever retaining bolt and
lift the lever from the stop lever shaft.
5. Remove the retaining ring and washers and
withdraw the stop lever shaft from the cover.
6. Remove the seal ring from the top of the cover.
Disassemble Governor Weight Housing
1. Remove the gear retaining nut from the shaft, then
remove the gear, key and spacer from the shaft.
2. Remove the small screw holding the bearing
retainer in place.
3. Turn the bearing support until the large opening is
centered over the fork on the operating shaft.
4. Lift up on the weight shaft until there is enough
clearance for a 5/16" socket wrench to be placed on
GAP ADJUSTING
SCREW
'i&ffv*—--- -®m$\\$
Fig. 3
Industrial
Fig. 4 - Removing Fork from Operating Shaft
the screws that hold the fork to the operating shi
(Fig. 4). Then remove the two screws and washers.
5. Lift the shaft and weight assembly out of t
governor weight housing.
6. Remove the screw and washers holding the bearii
in the control housing and lift the shaft assembly o
of the housing.
7. Place a rod approximately 18" long through ti
control housing and knock the plug out of the botto
of the weight housing.
8. Remove the snap ring and press the bearing fro
the weight housing.
9. Remove the spring clip and washer from ti
governor operating shaft lever and remove tl
governor differential lever.
10. Press the bearing and operating shaft lever fro
the operating shaft, if necessary.
1 1 . If necessary, disassemble the control housing frc
the weight housing.
Disassemble Weight Shaft Assembly
) . Press the bearing retainer from the weight shaft.
2. If necessary, remove the snap ring and press t
bearing from the bearing retainer.
3. Remove the weight pin retainers from the govern
weight pins, then drive the pins out of the carrier a
1.7.1 Limiting Speed Governor
IMPORTANT: Punch mark the carrier at the
retainer end of the weight pins so the pins may
be placed in the proper position when
reinstalling the weights in the carrier.
NOTE: Drive the pins out of the carrier from
the weight pin retainer end.
. Slide the riser and bearing assembly from the shaft.
>o not disassemble the bearing since the riser and
earing are serviced only as an assembly.
lock nuts, and other parts of the control housing for
defects that might affect the governor operation.
Assemble Governor Cover
1 . Place a new seal ring in the counterbore of the cover
(Fig. 2).
NOTE: The single lever cover has the seal ring
at the top of the cover. The double lever cover
has the seal ring at the bottom of the cover.
itpaction
nmerse all of the governor parts in a suitable
leaning fluid to loosen and remove all foreign
laterial. Use a bristle brush and compressed air as
ecessary to ensure cleanliness of all parts.
xamine the bearings for any indications of corrosion
r pitting. Lubricate each bearing with light engine
il; then, while holding the bearing inner race from
irning, revolve the outer race slowly by hand and
icck for rough spots. Replace the bearings if rough
r tight spots are detected.
he lower governor drive components have been
fvised to reduce the clearance between the riser and
ic weight shaft. With this change, additional
ibrication is provided to the governor by an oil line
>nnected between the oil gallery in the cylinder block
rtd the governor weight housing. When replacing the
ser assembly, shaft and carrier assembly> or the
>mplete governor assembly, the new oil line must be
istalled to provide adequate lubrication.
xamine the riser thrust bearing for excessive wear,
at spots or corrosion. If any of these conditions exist,
istall a new riser and bearing assembly. Examine the
eight carrier pins for wear and replace them if
icessary.
ispect the spring seats, plungers, adjusting screws,
ck nuts and other parts of the control housing for
jfects that might affect governor operation.
spect the weight carrier, weights and retaining pins
T wear. The current single-weight carrier replaces the
rmer double-weight carrier.
ispect the fuel pump drive end of the weight shaft,
eplace the shaft if the end is worn or rounded.
2. Lubricate the speed control shaft with engine oil,
then slide the shaft through the cover. Install the
washer and retaining ring on the shaft.
3. Place the speed control lever over the shaft and
secure it with the bolt and lock washer.
4. On double lever covers, lubricate the stop lever shaft
with engine oil, then slide the shaft through the cover.
5. Place the seal ring in the counterbore of the shaft
opening, then install the washers over the shaft. Lock
the shaft in place with the retaining ring.
6. Place the stop lever on the shaft and secure it with
the bolt and lock washer.
Assemble Control Housing
1. Install a 1/8" pipe plug in the tapped hole in the
side of the control housing.
2. If necessary, assemble the control housing to the
weight housing, using a good quality sealant between
the tube and the housings.
3. Install the governor operating shaft lower bearing,
numbered side out, in the weight housing. Install the
snap ring to secure the bearing (Fig. 5).
4. Apply a quality sealant around the edge of a new
plug and tap it in place.
5. Start the governor operating shaft upper bearing
over the upper end of the operating shaft. Support the
lower end of the shaft on the bed of an arbor press.
Use a sleeve and press down on the inner race of the
bearing until it contacts the shoulder of the operating
shaft.
Limiting Speed Governor 2.7
7. Lubricate both bearings with engine lubricating oil.
Insert the lever and operating shaft assembly in the
control housing. Guide the lower end into the bearing.
8. Secure the upper operating shaft bearing with the
round head retaining screw and washers.
9. Place the fork on the operating shaft with the two
cam faces facing the fuel pump.
SPRING PIN
DIFFERENTIAL
LEVER
TUBE
PLUG
SNAP RING
WEIGHT
SHAFT
Fig. 6 • Governor Weight Details and Relative
Location of Parts
10. Secure the fork to the operating shaft with n
screws and lock washers.
1 1 . Place the differential lever over the operating shi
lever pin and secure it in place with a washer a
spring pin.
Assemble Governor Weight and Shaft
Assembly
1. If the carrier was removed from the weight shi
press the carrier on the shaft so as to allow a clearai
of .001" to .006" between the shaft shoulder and i
rear face of the carrier.
2. Press the governor weight shaft bearing into
bearing retainer by pressing on the outer race of
bearing (Fig. 6).
3. Install the snap ring in the retainer with the flat s
of the ring facing the bearing.
4. Press the bearing retainer on the weight shaft ui
the bearing is against the shoulder on the shaft.
NOTE: To prevent any damage, press only on
the inner race of the bearing.
5. Place the riser on the weight shaft.
6. Position the low speed weights, identified by
Limiting Speed Governor
DETROIT DIESEL 53
ill the high speed weights in the same way. The
»eed weights are identified by the long cam arm
:ee center laminations; the middle lamination is
thick and the outer ones are 1/8" thick.
TE: The weight pins must be reinstalled in
same positions from which they were
toved.
; the shaft and weight assembly into the weight
g with the riser bearing placed behind the fork.
i the bearing retainer until the large opening is
le fork on the operating shaft. Tighten the two
holding the fork to the operating shaft with a
socket wrench.
rn the bearing retainer until the counterbored
i the retainer and housing line up. Install the
to secure the bearing retainer to the weight
g-
ce the drive gear spacer on the shaft. Install the
the keyway and place the gear on the shaft.
jp the gear until the spacer is against the
g. Install the drive gear retaining nut and
i it to 125-135 Ib-ft torque.
Governor
to Fig. 1 and install the governor on the engine
ows:
ach the fuel rod to the differential lever and
it in place with a washer and spring pin.
ten a new gasket to the governor weight housing.
rt the end of the fuel rod through the hose and
; and into the opening in the cylinder head and
>n the governor weight housing against the
rear end plate; the teeth on the governor drive
lust mesh with the teeth on the camshaft gear or
e shaft gear.
all the three 12-point head bolts with copper
•s in the governor weight housing next to the
:r block. Instal].''the two remaining bolts with
ashers and lode washers. Tighten the bolts to 35
irque.
and fittings to the weight housing and the cylinder
block.
7. Align and tighten the hose clamps on the fuel rod
covers.
8. Attach the fuel rod to the injector control tube lever
with a pin and cotter pin.
9. Assemble the industrial governor spring mechanism
as follows:
a. Thread the spring retainer lock nut on the
retainer.
b. Thread the idle speed adjusting screw on the
governor spring plunger.
c. Place the high speed spring over the governor
spring plunger.
d. Lubricate and install the spring plunger assembly
in the spring retainer and secure it with a lock nut
so that approximately 1/4" of the idle speed
adjusting screw extends beyond the nut.
e. Lubricate and insert the spring seat, low speed
spring and the spring cap in the open end of the
spring plunger.
10. Thread the spring retainer and spring assembly
into the governor housing and tighten the lock nut
finger tight until an engine tune-up is performed.
11. Assemble the vehicle governor spring mechanism
as follows:
a. Back off the lock nut at the outer end of the
adjusting screw to within 1/16" of the slotted end
of the screw.
b. Slip the shims, if used, and the high speed spring
over the plunger. Position the retainer over the
high speed spring and insert the adjusting screw
into the plunger.
c. Position the seat and cap on the ends of the low
speed spring and insert the assembly into the
hollow end of the plunger.
d. Insert the spring and plunger assembly into the
control housing and tighten the retainer nut with
spanner wrench J 5895.
DETROIT DIESEL 53 Limiting Speed Governor 2.7.1
13. Use a new gasket when installing the governor 15. Add lubricant to the speed control shaft through
cover and lever assembly. Be sure the speed control the grease fitting on top of the shaft.
shaft pin engages the slot in the differential lever and
the stop lever is in the correct position. Secure the 16. Connect the linkage to the governor control levers.
cover with four screws and lock washers.
17. Install the fuel pump and fuel lines.
14. Install the return spring and spring clip (single 18. Perform an engine tune-up as outlined in
lever cover only). Section 14.
DETROIT DIESEL 53
SHOP NOTES-TROUBLE SHOOTING-SPECIFICATIONS-SERVBCE TOOLS
SHOP NOTES
CHECKING INJECTOR TESTER J 9787
The injector tester J 9787 should be checked monthly
to be sure that it is operating properly. The following
check can be made very quickly using test block
J 9787-49.
Fill the supply tank in the injector tester with clean
injector test oil J 8130. Open the valve in the fuel
supply line. Place the test block on the injector locating
plate and secure the block in place with the fuel inlet
connector clamp. Operate the pump handle until all of
the air is out of the test block; then clamp the fuel
outlet connector onto the test block. Break the
connection at the gage and operate the pump handle
until all of the air bubbles in the fuel system
disappear. Tighten the connection at the gage. Operate
the pump handle to pressurize the tester fuel system to
2400-2500 psi. Close the valve on the fuel supply line.
After a slight initial drop in pressure, the pressure
should remain steady. This indicates that the injector
tester is operating properly. Open the fuel valve and
remove the test block.
If there is a leak in the tester fuel system, it will be
indicated by a drop in pressure. The leak must be
located, correctefl and the tester rechecked before
checking an injector.
Occasionally dirt will get into the pump check valv
the tester, resulting in internal pump valve leak
and the inability to build up pressure in the tester
system. Pump valve leakage must be corrected bel
an injector can be properly tested.
When the above occurs, loosen the fuel inlet conne
clamp and operate the tester pump handle in
attempt to purge the dirt Prom the pump check va
A few quick strokes of the pump handle will usu
correct a dirt condition. Otherwise, the pump ch
valve must be removed, lapped and cleaned,
replaced.
If an injector tester supply or gage line is damagec
broken, install a new replacement line (available fi
the tester manufacturer). Do not shorten the old li
or the volume of test oil will be altered sufficient!1
give an inaccurate valve holding pressure test.
If it is suspected that the lines have been altered,
by shortening or replacing with a longer line, ch
the accuracy of the tester with a master injector
which the pressure holding time is known. If
pressure holding time does not agree with i
recorded for the master injector, replace the lines.
REFINISH LAPPING BLOCKS
As the continued use of the lapping blocks will cause
worn or low spots to develop in their lapping surfa
they should be refmished from time to time.
It is a good practice, where considerable lapping v*
is done, to devote some time each day to relinish
the blocks. The quality of the finished work depend
a great degree on the condition of the lapping surf;
of the blocks.
To refinish the blocks, spread some 600 grit lapf
powder of good quality on one of the blocks. P
another block on top of this one and work the bit
together as shown in Fig. 1. Alternate the blocks fi
time to time. For example, assuming the blocks
numbered 1, 2 and 3, work 1 and 2 together, the
and 3, and finish by working 2 and 3 toget
Continue this procedure until all of the blocks
:tory when the entire surface is a solid dark
Bright or exceptionally dark spots indicate
and additional lapping is required.
the surfaces have been refinished, remove the
powder by rinsing the lapping blocks in trichloroethyl-
ene and scrubbing with a bristle brush.
When not in use, protect the lapping blocks against
damage and dust by storing them in a close fitting
wooden container.
INJECTOR TIMING
ONE TOOTH
ADVANCED
Fig. 2 • Injector Rack-to-Gear Timing
If it is suspected that a fuel injector is "out of time",
the injector rack-to-gear timing may be checked
without disassembling the injector.
A hole located in the injector body, on the side
opposite the identification tag, may be used to visually
determine whether or not the injector rack and gear
are correctly timed. When the rack is all the way in
(full-fuel position), the flat side of the plunger will be
visible in the hole, indicating that the injector is "in
time". If the flat side of the plunger does not come
into: full view (Fig. 2) and appears in the "advanced"
or '"retarded" position, the injector should be
disassembled and the rack- to-gear timing corrected.
FUEL INJECTOR SPRAY TIPS
o a slight variation in the size of the small
s in the end of each spray tip, the fuel output of
sctor may be varied by replacing the spray tip.
Flow gage J 21085 may be used to select a spray tip
that will increase or decrease the fuel injector output
for a particular injector after it has been rebuilt and
tested on the comparator.
EFFECT OF PRE-IGNITION ON FUEL INJECTOR
nition is due to ignition of fuel or lubricating oil
e combustion chamber before the normal
on period. The piston compresses the burning
•e to excessive temperatures and pressures and
ventually cause burning of the injector spray tip
ad to failure of the injectors in other cylinders.
pre-ignition occurs, all of the injector
assemblies should be removed and checked for burned
spray tips or enlarged spray tip orifices.
Before replacing the injectors, check the engine for the
cause of pre-ignition to avoid a recurrence of the
problem. Check for oil pull-over from the oil bath air
cleaner, damaged blower housing gasket, defective
blower oil seals, high crankcase pressure, plugged air
box drains, ineffective oil control rings or dilution of
the lubricating oil.
BLUING INJECTOR BODIES AND NUTS
ppearance of the injector body and nut of a
injector can be enhanced with an oxide finish
ed through a dipping process known as
g". Pre-mixed compounds are available com-
illy for preparing the necessary solutions,
sd instructions are usually provided with the
srcial compounds. An effective bluing solution
; prepared in the service shop by mixing the
ing materials:
3-1/2 Ibs. of sodium nitrite per gallon of water
1 ounce of phosphoric acid per gallon of water
The procedure usually follows five (5) steps in
sequence:
1. An alkaline solution bath (180 °-212 °F.) to preclean.
Df sodium hydroxide per gallon of water
2. A hot or cold water rinse.
DETROIT DIESEL 53
Shop Notes 2.
3. The bluing solution bath.
4. A cold water rinse.
5. An engine lubricating oil bath (180 °-212 °F.) to rust
proof. The bluing tank should be a double walled, I -I/
2 " insulated type of No. 10 gage steel.
The temperature of the sodium hydroxide, sodium
nitrite and phosphoric acid solution for bluing steel
parts should be 295 ° to 305 °F. The boiling point of
the solution is directly related to its concentration.
Therefore, when the boiling point is too high, the
solution is too concentrated and the volume of water is
probably low. When this occurs, the boiling point can
be reduced to 300 °F. by adding water. The parts
should be placed in the solution for 15 to 30 minutes.
It is extremely important that the parts be free of oil
before placing them in the bluing bath. Oil will
produce a varied color part.
There are several important safety precautions to
followed for preparing and using the solutic
Protective clothing such as rubber gloves, rub
aprons and protective glasses contribute to the sal
of personnel carrying out the procedures. W!
preparing the solutions, the compounds should be ad
to the water and not water added to the compour
The dipping tanks should be properly vented and
fumes exhausted to the outside atmosphere. Si
temperatures of the caustic solutions exceed
boiling point of water, any splashing encounte
while adding rnake-up water can cause serious bui
Always add water slowly and with extreme care. Wl
the parts to be dipped are cold, caution should
taken to avoid splashing that- might occur when
cold parts come in contact with the hot solutions,
heavy wire-screen type basket, suitable for holding
quantity of injector bodies, is recommended
dipping the parts in the solutions.
INJECTOR COMPARATOR AND CALIBRATOR READINGS
Fig. 3 - Checking Fuel Output
Several factors affect the injector comparator and
calibrator output readings. The four major items are:
I. Operator Errors: If the column of liquid in the vial
is read at the top of the meniscus instead of at the
bottom, a variation of 1 or 2 points will result. Refer
to Fie. 3.
before the air is purged from the injector and lines,
from an air leak on the vacuum side of the pump.
3. Counter Improperly Set: The counter is set at
factory to divert the injector output at 1,000 strok
This should not be confused with counter overrun tl
will vary from 2 to 6 digits, depending upon inter;
friction. The fuel diversion is accomplished electrics-
and will occur at 1,000 strokes (if properly s
although the counter may overrun several digits.
4. Test Oil: A special test oil is supplied with
calibrator and the comparator and should always
used. If regular diesel fuel oil (or any other liquid;
used, variations are usually noted because of the aff
of the oil on the s'olenoid valve and other parts.
The fuel oil introduced into the test oil when the f
injector is placed in the comparator or calibrator fo
calibration check contaminates the test oil. Therefc
it is important that the comparator or calibrator h;
the test oil and test oil filter changed every six mont
or sooner if necessary.
In addition, other malfunctions such as a slipp:
drive belt, low level of fuel oil, a clogged filter
defective fuel pump or leaking line connections co
Shop Notes
DETROIT DIESEL 53
FUEL INJECTOR PLUNGERS
CONSTANT ENDING
HELIX
VARIABLE ENDING
HELIX
Fig. 4 - Types of Injector Plungers
: fuel output and the operating characteristics of an
injector are, to a great extent, determined by the type
of plunger used. Three types of plungers are illustrated
in Fig. 4. The beginning of the injection period is
controlled by the upper helix angle. The lower helix
angle retards or advances the end of the injection
period. Therefore, it is imperative that the correct
plunger is installed whenever an injector is overhauled.
If injectors with different type plungers (and spray
tips) are mixed in an engine, erratic operation will
result and may cause serious damage to the engine or
to the equipment which it powers.
Injector plungers cannot be reworked to change the
output or operating characteristics. Grinding will
destroy the hardened case and result in chipping at the
helices and seizure or scoring of the plunger.
H-OLD
LOW CLAMP INJECTOR BODY
When replacing the injector follower spring (.120 "
diameter wire) in a low clamp body injector built prior
to June, 1965 with a .new injector follower spring
(.142 " diameter wire), it will be necessary to relocate
the timing pin holes as illustrated in Fig. 5, or grind
.022 " from the side of the injector timing gage shank,
to permit continued use of the injector timing gage.
Fig. 5 • Relocating Timing Pin Hole in Injector
Body
REFINISHING FACE OF INJECTOR FOLLOWER
4564
When refinishing the face of an injector follower, it is
extremely important that the distance between the
injector face and the plunger slot is not less than the
1.645 " minimum shown in Fig. 6.
If the distance between the injector face and the
plunger slot is less than 1.645 ", the height of the
follower in relation to the injector body will be altered
and proper injector timing cannot be realized.
NOTE: To ensure a sufficiently hardened surface
for rocker arm contact, do not remove more
than .010 " of metal from the injector follower
head.
Fig. 6 - Injector Follower
DETROIT DIESEL 53
Shop Notes 2.0
Air drawn into the fuel system may result in uneven
running of the engine, stalling when idling, or a loss
of power. Poor engine operation is particularly
noticeable at the lower engine speeds. An opening in
the fuel suction lines may be too small for fuel to pass
through but may allow appreciable quantities of air to
enter.
Check for loose or faulty connections. Also check for
improper fuel line connections such as a fuel pump
suction line connected to the short fuel return tube in
the fuel tank which would cause the pump to draw air.
Presence of an air leak may be detected by
observation of the fuel filter contents after the filter is
bled and the engine is operated for 15 to 20 minutes at
a fairly high speed. No leak is indicated if the filter
shell is full when loosened from its cover. If the filter
shell is only partly full, an air leak is indicated.
FUEL LINES
Flexible fuel lines are used in certain applications to
facilitate connection of lines leading to and from the
fuel tank, and to minimize the effects of any vibration
in the installation.
Be sure a restricted fitting of the proper size is used to
connect the fuel return line to the fuel return
manifold. Do not use restricted fittings anywhere else
in the fuel system.
When installing fuel lines, it is recommended that
connections be tightened only sufficiently to prevent
leakage of fuel; thus flared ends of the fuel lines will
not become twisted or fractured because of excessive
tightening. After all fuel lines are installed, the engine
should be run long enough to determine whether or
not all connections are sufficiently tight. If any leaks
occur, connections should be tightened only enough to
stop the leak. Also check filter cover bolts for tightness.
2.0 DETROIT DIESEL
DETROIT DIESEL 53
TROUBLE SHOOTING CHARTS (Needle Valve Injectors)
Chart 4
LOW OR HIGH VALVE OPENING PRESSURE
LOW VALVE OPENING PRESSURE
HIGH VALVE OPENING PRESSURE
Probable Cause
Probable Cause
l.WORN OR ERODED NEEDLE VALVE
OR VALVE SEAT IN TIP
6. CARBON OR FOREIGN
MATERIAL IN SPRAY TIP
2. WORN OR DAMAGED NEEDLE
VALVE QUILL
7. CARBON IN TIP ORIFICES
3. WORN OR DAMAGED NEEDLE
VALVE SPRING SEAT
4. WORN OR BROKEN VALVE
SPRING
5. DIRT OR FOREIGN MATERIAL
IN INJECTOR
SUGGESTED REMEDY
1. Replace the needle valve and tip assembly.
2. Replace the needle valve and tip assembly.
3. Replace the spring seat.
4. Replace the valve spring.
5. Disassemble the injector and clean the parts.
6. Remove the carbon in the tip with tip rean
J 9464 which is especially designed and ground
this purpose.
7. Check the hole size of the spray tip orifices. Th
using tool J 4298-1 with the proper size wire, clean
orifices.
Trouble Shooting (Needle Valve Injectors)
DETROIT DIESEL 53
:hart 5
INSUFFICIENT INJECTOR HOLDING TIME
Probabl* Cause
1. POOR BUSHING TO BODY FIT
7. WORN OR BROKEN VALVE
SPRING
2. INJECTOR NUT NOT TIGHTENED
TO SPECIFIED TORQUE
8. WORN OR DAMAGED VALVE
SPRING SEAT
3. CRACKED SPRAY TIP
9. DEFECTIVE SEAL RING
4. WORN OR ERODED NEEDLE
VALVE
10. BODY PLUG LEAKS
5. WORN OR ERODED NEEDLE
VALVE SEAT IN SPRAY TIP
11. FILTER GASKETS LEAK
6. WORN OR BROKEN NEEDLE
VALVE QUILL
12. POOR SEALING SURFACES ON
FUEL FITTINGS
13. DIRT OR FOREIGN MATERIAL
IN INJECTOR
SUGGESTED REMEDY
ap the injector body.
9. Replace the seal ring.
ighten the nut to 75-85 Ib-ft torque. Do not exceed 10- Insta11 new body Plugs-
specified torque.
11. Replace the filter cap gaskets and tighten the filter
caps to 65-75 Ib-ft torque.
5 and 6. Replace the needle valve and spray tip
mbly.
.eplace the valve spring,
.eplace the valve spring seat.
12. Clean up the sealing surfaces or replace the filter
caps, if necessary. Replace the filter if a cap is
replaced.
13. Disassemble the injector and clean the parts.
DETROIT DIESEL 53
Trouble Shooting (Needle Valve Injectors) 2,
Chart 6
INCORRECT FUEL OUTPUT
Probable Cause
1. SPRAY TIP OR ORIFICES
PARTIALLY PLUGGED
7. WORN OR BROKEN VALVE
SPRING
2. SPRAY TIP ORIFICES ENLARGED
8. CRACKED CHECK VALVE CAGE,
SPRING CAGE, OR SPRAY TIP
3. CARBON BUILDUP IN TIP
9. CRACKED BUSHING
4. WORN PLUNGER AND BUSHING
10. POOR LAPPED SURFACES
5. WORN OR DAMAGED NEEDLE VALVE
QUILL
11. FOREIGN MATERIAL BETWEEN
VALVE AND SEAT
6. WORN OR DAMAGED NEEDLE VALVE
SPRING SEAT
12. RACK AND GEAR NOT IN TIME
SUGGESTED REMEDY
1. Clean the spray tip as outlined under Clean Injector
Parts.
2. Replace the spray tip assembly.
NOTE: The fuel output of an injector varies
with the use of different spray tips of the same
size due to manufacturing tolerances in drilling
the tips. If the fuel output does not fall within
the specified limits of the Fuel Output Check
Chart, try changing the spray tip. However, use
only a tip specified for the injector being tested.
3. Clean the injector tip with tool J 1243.
4. After the possibility of an incorrect or faulty tip has
been eliminated and the injector output still does not
fall within its specific limits, replace the plunger and
bushing with a new assembly.
5. Replace the needle valve.
6. Replace the spring seat.
7. Replace the valve spring.
8. Replace the cracked parts.
9. Replace the plunger and bushing assembly.
10. Re-lap the sealing surfaces.
1 1. Disassemble the injector and clean the parts.
12. Assemble the gear with the drill spot mark on
tooth engaged between the two marked teeth of
rack.
Trouble Shooting
DETROIT DIESEL 53
FUEL PUMP MAINTENANCE
fuel pump is so constructed as to be inherently
ile free. By using clean water-free fuel and
taining the fuel filters in good condition, the fuel
D will provide long satisfactory service and
re very little maintenance.
;ver, if the fuel pump fails to function
'actorily, first check the fuel level in the fuel tank,
make sure the fuel supply valve is open. Also
: for external fuel leaks at the fuel line
actions, filter gaskets and air heater lines. Make
in that all fuel lines are connected in their proper
check for a broken pump drive shaft or drive
ing. Insert the end of a- wire through one of the
> flange drain holes, then crank the engine
sntarily and note whether the wire vibrates,
.tion will be felt if the pump shaft rotates.
icl pump failures result in no fuel or insufficient
)eing delivered to the fuel injectors and may be
ned by uneven running of the engine, excessive
tion, stalling at idling speeds or a loss of power.
The most common reason for failure of a fuel pump
to function properly is a sticking relief valve. The
relief valve, due to its close fit in the valve bore, may
become stuck in a fully open or partially open position
due to a small amount of grit or foreign material
lodged between the relief valve and its bore or seat.
This permits the fuel oil to circulate within the pump
rather than being forced through the fuel system.
Therefore, if the fuel pump is not functioning.
properly,.remove the relief valve plug, spring and pin
and check the movement of the valve within the valve
bore. If the valve sticks, recondition it by using fine
emery cloth to remove any scuff marks. Otherwise,
replace the valve. Clean the valve bore and the valve
components. Then lubricate the valve and check it for
free movement throughout the entire length of its
travel. Reassemble the valve in the pump.
After the relief valve has been checked, start the
engine and check the fuel flow at sbrne point between
the restricted fitting in the fuel return manifold at the
cylinder head and the fuel tank.
CHECKING FUEL FLOW
^connect the fuel return tube from the fitting at
jel tank or source of supply and hold the open
f the tube in a convenient receptacle.
rt and run the engine at 1200 rpm and measure
uel flow return from the manifold. Refer to
in 13.2 for trie specified quantity per minute.
nnerse the end of the fuel tube in the fuel in the
iner. Air bubbles rising to the surface of the fuel
idicate air being drawn into the fuel system on
iction side of the pump. If air is present, tighten
;1 line connections between the fuel tank and the
ump.
he fuel flow is insufficient for satisfactory engine
rmance, then:
eplace the element in the fuel strainer. Then
tart the engine and run it at 1200 rpm to check
ie fuel flow. If the flow is still unsatisfactory,
erform Step "b" below.
eplace the element in the fuel filter. If the flow is
till unsatisfactory, do as instructed in Step "c".
abstitute another fuel pump that is known to be
n good condition and again check the fuel flow.
When changing a fuel pump, clean all of the fuel
lines with compressed air and be sure all fuel line
connections are tight. Check the fuel lines for
restrictions due to bends or other damage.
If the engine still does not perform satisfactorily, one
or more fuel injectors may be at fault and may be
checked as follows:
1. Run the engine at idle speed and cut out each
injector in turn by holding the injector follower down
with a screw driver. If a cylinder has been misfiring,
there will be no noticeable difference in the sound and
operation of the engine when that particular injector
has been cut out. If the cylinder has been firing
properly there will be a noticeable difference in the
sound and operation of the engine when the injector is
cut out.
2. Stop the engine and remove the fuel pipe between
the fuel return manifold and the injector.
3. Hold a finger over the injector fuel outlet and crank
the engine with the starter. A gush of fuel while
turning the engine indicates an ample fuel supply;
otherwise, the injector filters are clogged and the
injector must be removed for service.
DETROIT DIESEL 53 Specifications 2.0
SPECIFICATIONS
STANDARD BOLT AND NUT TORQUE SPECIFICATIONS
THREAD
SIZE
TORQUE
(Ib-ft)
THREAD
SIZE
TORQUE
(Ib-ft)
1/4 -20
7-9
9/16-12
90-100
1/4 -28
8-10
9/16-18
107-117
5/16-18
13-17
5/8 -11
137-147
5/16-24
15-19
5/8 -18
168-178
3/8 -16
30-35
3/4 -10
240-250
3/8 -24
35-39
3/4 -16
290-300
7/16-14
46-50
7/8 - 9
410-420
7/16-20
57-61
7/8 -14
475-485
1/2 -13
r... 71-75
1 - 8
580-590
1/2 -20
83-93
1 -14
685-695
EXCEPTIONS TO STANDARD BOLT AND NUT TORQUE SPECIFICATIONS
APPLICATION THREAD TORQUE
SIZE (Ib-ft)
Governor control housing to flywheel housing 5/16-18 10-12
Blower drive assembly to flywheel housing 3/8 -16 20-25
Injector clamp bolt 3/8 -16 20-25
Fuel line connector 3/8 -24 20-28
Rocker arm bracket bolt 7/16-14 50-55
Governor drive gear retaining nut (in-line engine) 5/8 -18 125-135
Injector filter caps 5/8 -24 65-75
Injector nut (needle valve) 15/16-24 75-85
SERVICE TOOLS
TOOL NAME TOOL NO.
INJECTOR TOOLS
Injector body reamer J 21089
Pin vise J 22800-3
Injector bushing Inspectalite J 21471
Injector calibrator J 22410
Adaptor (standard body) J 7041-61
Seat J 22410-226
Injector comparator J 7041
Adaptor J 7041-61
Adaptor J 7041-72
Adaptor J 7041-88
Service Tools DETROIT DIESEL 53
SERVICE TOOLS
. NAME TOOL NO.
Japtor J 7041-130
:tor holding fixture J 22396
:tor nut tip seat reamer (needle valve) J 9418-1
:tor nut tip seat reamer (needle valve) J 9418-5
:tor service tool set J 1241-05
)ray tip cleaner J 1243
)ray tip remover and bushing cleaner J 1291-02
jector spray tip hole cleaner J 4298-1
jector nut socket wrench ,. J 4983-01
jector nut tip seat reamer J 4986-01
jector valve seat deburring tool J 7174
jector rack hole brush J 8150
jector body brush J 8152
jector wire honing stone J 8170
;tor test oil (one gallon) J 8130
tor tester J 9787
>st block J 9787-49
Japtor J 8538-10
tor tip carbon remover (needle valve) J 9464-01
•ecial drill J 9464-1
tor tip concentricity gage , J 5119
ing block set J 22090
ing compound J 23038
I Ethyl Keystone solvent (one gallon) J 8257
lie valve injector auxiliary tester J 22640
lie valve lift gage J 9462-01
hing stick set J 22964
et J 8932-01
ig tester J 9666
iCTOR TUBE TOOLS
der head holding plate.set J 3087-01
tor tube service tool set J 22525
ERNOR TOOLS
'ol link lever bearing installer J 8985
'nor cover bearing installer J 21068
'nor cover bearing remover J 21967
'nor weight carrier installer J 8984
led nut J 21995-1
wrench J 5895
J 21995-2
ner wrench J 5345-5
SECTION 3
AIR INTAKE SYSTEM
CONTENTS
Air Intake System
Air Silencer
Air Shutdown Housing.
Blower (In- Line)
3.2
3.3
3.4
I
Shop Notes - Trouble Shooting - Specifications - Service Tools.
3.0
AIR INTAKE SYSTEM
n the scavenging process employed in the Series 53
ngines, a charge of air is forced into the cylinders by
me blower and thoroughly sweeps out all of the
urned gases through the exhaust valve ports. This air
Iso helps to cool the internal engine parts,
particularly the exhaust valves. At the beginning of the
ompression stroke, therefore, each cylinder is filled
/ith fresh, clean air which provides for efficient
ombustion.
'he air, entering the blower from the air cleaner, is
icked up by the blower rotor lobes and carried to the
ischarge side of the blower as indicated by the arrows
i Fig . 1 The continuous discharge of fresh air
rom the blower enters the air chamber of the cylinder
'lock and sweeps through the intake ports of the
ylinder liners.
'he angle of the ports in the cylinder liners creates a
niform swirling motion to the intake air as it enters
lie cylinders. This motion persists throughout the
ompression stroke and facilitates scavenging and
ombustion.
Fig. 1 • Air Flow Through Blower and Engine
(In-Line Engine)
3 Air Intake System DETROIT DIESEL
DETROIT DIESEL 53
AIR SILENCER
In-Line
The air silencer (Fig. 1) is attached to the intake side
of the blower housing to reduce the sound level of the
air entering the blower.
A perforated sheet metal partition divides the silencer
into two sections. The engine side of the partition and
the outer shell forms an air duct the entire length of
the silencer. Air enters this duct from both ends and
flows to the blower intake opening at the center. The
area between the partition and the outer side of the
silencer is filled with sound absorbent, flame-proof,
felted cotton waste.
An air intake (blower) screen is used between the air
silencer and the blower housing to prevent foreign
objects from entering the blower.
Remove and Install Air Silencer
While no servicing is required on the air silencer, it
may be necessary at times to remove it to clean or
replace the blower screen or to perform other service
operations.
1. Support the silencer and remove the attaching bolts
and lock washers. Then remove the silencer and the
blower screen.
Engines
Fig. 1 - Air Silencer Mounted on In-Line
Engine
2. Clean the blower screen with fuel oil and dry it
compressed air.
4. Place the lock washers over the bolts and slide
bolts through the bolt holes in the silencer.
5. Place the blower screen (In-line engines) over
projecting bolts and position the silencer against
blower housing. Then tighten the bolts.
DETROIT DIESEL 53
AIR SHUT-DOWN HOUSING
HOUSING
BOLY-3/8"
16 x 3"
WASHER SPRING v LATCH SHAFT VALVE PIN
LOCK WASHER SPACER CAM RING
CAM PIN
HANDLE
BOLT-3/8" BOLT-3/8'
LOCK WASHER 16 x 1-3/4" 16 x 2"
2106
Fig. 1 - Typical In-Line Air Shut-Down Housing Details and Relative Location of Parts
The air shut-down housing on the in-line engine is
mounted on the* side of the blower.
The air shut-down
housing contains an air shut-off valve that shuts off the
air supply and stops the engine whenever abnormal
operating conditions require an emergency shut-down.
Remove Air Shut-Down Housing
1. Disconnect and remove the air ducts between the air
cleaner and the air shut-down housing.
2. Disconnect the control wire from the air shut-off
cam pin handle.
3. Remove the bolts and washers that retain the
housing to the blower and remove the housing from
the blower. Remove the air shut-down housing gasket
from the blower.
NOTE: Cover the blower opening to prevent dirt
or foreign material from entering the blower.
Disassemble Air Shut-Down Housing
Refer to Fig. 1 and disassemble the air shut-down
1. Remove the pin from the end of the shut-do-
shaft. Then remove the washer from the shaft and 1
seal ring from the housing.
1. Remove the two pins that secure the shut-off va
to the shaft.
3. Remove the bolt, lock washer and plain wasl
which attach the latch to the housing. Then remove
latch, latch spring and spacer.
4. Note the position of the air shut-off valve spri
and the valve (Fig. 2); then withdraw the shaft fn
the housing to release the valve and the spri
Remove the valve and spring and the seal ring fn
the housing.
5. Remove the cam pin handle and withdraw the c
from the shaft.
Inspection
Clean all of the parts thoroughly, including the blov
screen, with fuel oil and dry them with compressed ;
Inspect the parts for wear or damage. The face of
shut-down valve must be perfectly flat to assure a ti;
3.3 Air Shut-down Housing
DETROIT DIESEL
Fig. 2 - Installing Air Shut-Off Valve Spring
and Valve
Assemble Air Shut-Down Assembly
The holes for the cam pin handle and the retaining
pins must be drilled, using a 1/8" diameter drill, at
the time a new service shaft or air shut-off valve(s) is
assembled. The valve(s) must be in the same plane
within .03" when in the stop position (flush with the
housing face). Refer to Figs. 1 and 2 and proceed as
follows:
1. Place the valve(s) and spring in position in the
housing (Fig. 2) and slip the shaft in place. The shaft
must extend .70" from the side of the housing where
the shut-down latch is assembled.
2. Install a new seal ring at each end of the shaft,
sure the seals are seated in the counterbores of
housing.
3. Install the cam and cam pin handle on the shaft.
4. Install a washer and retaining pin at the other <
of the shaft.
5. Assemble the spacer (bushing), spring and latch
the shut-down housing with the 1 /4" -20 bolt, 1
washer and plain washer.
a. Align the notch on the bushing with the notch
the latch and lock the bushing in this position.
b. Install the pins in the valve(s) to retain it to
shaft with the cam release latch set and
valve(s) in the run position.
c. Level the valve(s) in the shut-down position.
d. Adjust the bushing so the valve(s) contacts
housing when the cam release latch is set.
Install Air Shut-Down Housing (In- Line
Engines)
1. Place the blower screen and gasket assembly
position with the screen side of the assembly tow
the blower.
2. Refer to Figs. 1 and 3 and secure the air shut-d<
housing to the blower with bolts, washers and 1
washers as follows:
DETROIT DIESEL 53
Air Shut-down Housing 3.
a. Install and finger tighten the six attaching bolts
shown in Fig. 3.
b. Tighten the two center bolts to 16-20 Ib-ft torque.
c. Then tighten the four corner bolts to 16-20 Ib-ft
torque.
CAUTION: A power wrench should not be used
to tighten the above bolts.
3. Reset the air shut-down to the run position.
4. Start and run the engine at idle speed and no load.
Trip the air shut-down. If the engine does not stop,
check it for air leakage between the valve and the
gasket. If necessary, reposition the valve.
DETROIT DIESEL 53
3.4
BLOWER
IN-LINE
The blower supplies the fresh air required for
combustion and scavenging. Its operation is similar to
that of a gear-type oil pump. Two hoilow double-lobe
rotors revolve in a housing bolted to the side of the in-
line engines (Fig. 1)
The revolving motion of the rotors provides a
continuous and uniform displacement of air.
The blower rotors are pinned to the rotor shafts, The
rotor shafts are steel and the blower end plates are
aluminum, providing for a compatible bearing
arrangement.
Gears located on the splined end of the rotor shafts
space the rotor lobes with a close tolerance. Since the
lobes of the two rotors do not touch at any time, no
lubrication is required.
Lip type oil s< 'Is are used in both the front and, rear
end plates .;n jurrent engines. The seals prevent air
leakage past the blower rotor shaft bearing surfaces
and also keep the oil, used for lubricating the blower
rotor gears, from entering the rotor compartment.
Former blowers used a ring type oil seal consisting of
a fiber washer, "0" ring, retainer and seal spring in
each end of the blower rotors.
ENGINES
Inspect Blower (Attached to Engine)
The blower may be inspected without removing it
from the engine. However, the air cleaner and the air
inlet housing must be removed.
CAUTION: When inspecting the blower with the
engine running, keep your fingers and clothing
away from the moving parts of the blower and
run the engine at low speeds only.
Fig. 1 - Blower Mounting (3-53 Engine)
: chips drawn through the blower will make
ratches in the rotors and housing. Burrs around
brasions may cause interference between the
>r between the rotors and the blower housing.
ail seals are usually indicated by the presence of
the blower rotors or inside surfaces of the
housing. Run the engine at low speed and
a light into the rotor compartment and toward
d plates and the oil seals. A thin film of oil
ng away from a seal indicates an oil leak.
n blower drive resulting in a loose, rattling
within the blower may be detected by running
;ine at approximately 500 rpm.
rotor shafts or worn rotor shaft bearing surfaces
;ult in contact between the rotor lobes, the rotors
; end plates, or the rotors and the housing.
ve backlash between the blower rotor gears
results in the rotor lobes rubbing throughout
ntire length.
e Blower
removing the blower from the engine, remove
shut-down housing as outlined in Section 3.3.
3-53 ENGINE BLOWER
move the six bolts, special washers and
cement plates which secure the blower to the
end plate and the flywheel housing. Note the
i of the (wo shorter bolts. Then remove the front
ite cover and gasket from the blower.
2. Remove the four blower-to-block bolts and special
washers and lift the blower away from the engine.
Fig. 5 - Removing Blower Rotor Gears
DETROIT DIESEL 53 Blower 3
Disassemble Blower
3-53 ENGINE BLOWER
1. Wedge a clean cloth between the rotors to pre
their turning. Then remove the blower gear retai
bolts and washers.
2. For identification, mark the R.H. helix gear. 1
remove the gears with pullers J 5825-01 as follows:
a. With the pullers in place under the gears (Fig
place a brass bar, approximately 1 " long
5/8 " diameter, between the point of each p
bolt and blower rotor shaft.
CAUTION: If the brass bar is larger than 5/8 '
diameter, the serrations in the blower drivi
gear may be damaged.
b. Alternately turn the bolt in each puller until
gears are off the shafts.
3. Remove the rotor shims and the gear spacers
place them with their respective gears to ensure co
re-assembly.
4. At the other end of the blower, remove the t
thrust plate bolts, the thrust plate and three sp<
from the front end plate. Remove the bolts and tl
washers (refer to Fig. 7).
5. Remove the two screws {hat retain the end pla
the blower housing. Tap the end plate off of the d
pins and housing with a soft (plastic) hammer, b
careful not to damage the mating surfaces of the
plate and the housing.
6. Remove the rotors from the blower housing.
7. Remove the retaining screws and remove the
end plate as in Step 5.
8. Remove and discard the lip type oil seals frorr
end plates on current blowers. Remove the
washer, "O" ring, retainer and retainer spring
each rotor shaft on former blowers.
Blower
GASKET
GEAR GEAR
[L.H. HELIX) (R.H. HELIX)
SPACER
BOLT
SLOWER
HOUSING
WASHER
COVER REINFORCEMENT
PLATE
Fig. 7 - Typical Blower Details and Relative Location of Parts (3-53 Engine Blower)
Blower
DETROIT DIESEL 53
:\g. 9 - Installing Lip Type Oil Seal in End
Plate
Fig. 10 - Installing Blower Rotors in Front End
Plate
DETROIT DIESEL 53
Blower 3
hig. 12 • Installing Rear End Plate
Inspection
Clean and dry all of the parts thoroughly.
The finished inside face of each end plate mus
smooth and flat. Slight scoring may be cleaned up
a fine grit emery cloth. If the surface is badly sc(
replace the end plate.
Inspect the surfaces of the rotors and the bl<
housing. Remove burrs or scratches with an oil sto
Examine the rotor shaft, gear or drive coupling
burred or worn serrations.
Inspect the blower gears for excessive wear or dam
Check the bearing and oil seal contact surfaces o:
rotor shafts and end plates for scoring, wear or nic
If an oil seal sleeve is used on the rotor shaft, it ca
replaced as follows:
a. Place sleeve remover J 23679-2 over the
shaft and behind the oil seal sleeve.
b. Back out the center screw of one gear p
J 21672-7 and attach the puller to the s
remover with three 1/4 "-20 x 3 " bolts anc
washers.
Fig. 13 - Installing Blower Rotor Gears
Fig. 14 • Measuring Rotor Lobe to Housing
Clearance
3.4 Blower
c. Turn the puller screw clockwise and pull the sleeve
off of the shaft.
d. Support the rotor, gear end up, on the bed of an
arbor press.
e. Start a new sleeve straight on the shaft.
f. Place sleeve installer J 23679-1 on top of the sleeve
and press the sleeve on the shaft until the step in
the installer contacts the shoulder/on the shaft.
NOTI: The step in the sleeve installer properly
positions the sleeve on the shaft.
To replace the former "0" ring oil seals by the current
lip type oil seals, rework the end plates by following
the instructions given in Shop Notes in Section 3.0.
AM
MIT-
MM
OMimo
UMATIONS
,
. A .
t
c
3.33
.0075"
.004"
.010"
MINIMUM UOWIR ROTC* CLEARANCES
Assemble Blower
Refer to Fig . 7
follows:
and assemble the blowe
1. Install new lip type oil seals in each end plat
current blowers as follows:
a. Place the end plate on the bed of an arbor pres
b. Lubricate the outer diameter of the seal and, u
installer J 22576, press the seal (lip facing dc
into the counterbored hole until the shouldei
the installer contacts the end plate (Fig. 9).
NOTE: A step on the seal installer will positioi
the oil seal below the finished face of the em
plate within the .002 " to .008 " specified.
2. Install the ring type oil seals on the rotor shafi
former blowers as follows:
a. Install a retainer spring on each shaft of <
rotor. Then place an "0" ring retainer (dii
side up) on each spring.
b. Lubricate the "O" rings with clean engine
then slide one ring on each shaft.
c. Lubricate and place a seal on each shaft. Note
the tangs on each seal are flush with one sid
the seal; this side of the seal must face toward
rotor.
3. Place the front end plate on two wood blocks. 1
install the rotors, gear end up, on the end f
(Fig. 10). On the former blowers, be sure that the
type oil seals are properly positioned on the rotors.
4. Install the blower housing over the rotors (Fig. 1
NOTE: To prevent inadequate lubrication or lov
oil pressure, care must be exercised in th<
assembly of the front and rear blower em
plates to the blower housing. The rear end plati
for the 3-53 blower does not have tappec
holes for the thrust washer plate bolts and n<
thrust washer lubricating oil holes.
Fig. 15 • Minimum Blower Rotor Clearance
5. Place the rear end plate over the rotor sh
(Fig. 12). On the former blowers, be sure that the
type oil seals are properly positioned on the ro
Then secure each end plate to the 3-53 blower hou
with two end nlate retaining screws and twn n
DETROIT DIESEL 53
Blower
shafts with the missing serrations in alignmer
the missing serrations on the shafts.
9. Tap the gears lightly with a soft hammer i
them on the shafts. Then rotate the gears un
punch marks on the face of the gears match,
marks do not match, re-position the gears.
10. Wedge a clean cloth between the blower
Use the gear retaining bolts and plain washers t<
the gears on the rotor shafts (Fig. 13). Turn thi
uniformly until the gears are tight again;
shoulders on the shafts.
11. Remove the gear retaining bolts and washers
proceed as follows:
3-53 Blower-- Place the gear washers
gears and start the gear retaining bolts in tru
shafts. Tighten the bolts to 25-30 Ib-ft torque.
Fig. 16 • Measuring Rotor Lobe to End Plate
Clearance
bolts and plain washers.
6. Attach the two thrust washers to the front end of the
blower with the washer retaining bolts. If 5/16 "-24
bolts are used, tighten them to 25-30 Ib-ft torque; if
3/8 " - 24 bolts are used, tighten them to 54-59 Ib-ft
torque.
7. Attach the three spacers and the thrust plate to the
front end of the blower. Tighten the three bolts to 7-9
Ib-ft torque. Then check the clearance between the
thrust plate and the thrust washers. The specified
clearance is .001 "to .003 ".
NOTE: The current thrust plate is .260 " thick.
The former plate was .180 " thick.
8. Position the rotors so that the missing serrations on
the gear end of the rotor shafts are 90 ° apart. This is
accomplished by placing the rotors in a "T" shape,
with the missing serration in the upper rotor facing to
the left and the missing serration in the lower rotor
facing toward the bottom (Fig. 14). Install the shims
and spacers in the counterbore in the rear face of the
12. Check the backlash between the blower
using a suitable dial indicator. The specified ba
is .0005 " to .0025 " with new gears or a maxim
.0035 " with used gears.
13. Time Blower Rotors
After the blower rotors and gears have been ins
the blower rotors must be timed. When pr
positioned, the blower rotors run with a
clearance between the rotor lobes and with a
clearance between the lobes and the walls <
housing.
The clearances between the rotors may be estah
by moving one of the helical gears out or in <
shaft relative to the other gear by adding or ren
shims between the gear hub and the rotor spacer
It is preferable to measure the clearances with a
gage comprised of two or more feelers, si
combination is more flexible than a single feelei
Take measurements from both the inlet and
sides of the blower.
Blower
DETROIT DIESEL 53
Fig. 17
Inserting Cam in Blower Drive
Support
housing as shown in Fig. 14. Take measure-
its across the entire length of each rotor lobe
e certain that a minimum clearance of .004 "
ts at the air outlet side of all blowers and a
imum clearance of .0075 " (in-line engine
/er) exists at the
nlet side of the blower (Fig. 15).
sure the clearance between the rotor lobes,
>ss the length of the lobes, in a similar
mer. By rotating the gears, position the lobes
hat they are at their closest relative position
. 15). The clearance between the lobes should
minimum of .010 ".
sure the clearance between the end of the
r and the blower end plate as shown in
16. Refer to the chart for the required
imum clearances.
!: Push and hold the rotor toward the end
at which the clearance is being measured.
ning the rotors, complete assembly of the
BLOWER ROTOR END) CLEARANCES
(Minimum)
Engina
Front End Plate
Rear End Plate
3-53
,006"
.008"
15. Assemble the blower drive spring support as
follows:
a. Place the drive spring support on two blocks of
wood (Fig. 17).
b. Position the drive spring seats in the support.
c. Apply grease to the springs to hold the leaves
together, then slide the two spring packs (15
leaves per pack) in place.
d. Place the blower drive cam over the end of tool
J 5209, insert the tool between the spring packs
and press the cam in place.
16. Install the drive spring support coupling on the
rotor gear at the rear end of the blower.
>ve the bolts and washers used to temporarily
e front end plate to the housing. Then install
: end plate to the blower with six bolts and
washers and two reinforcement plates and
le bolts to 20-25 Ib-ft torque.
17. Secure the cam retainer to the coupling with four
1/4 "-28 bolts and tighten them to 14-18 Ib-ft torque.
DETROIT DIESEL 53
Blower
19.
Install the rear end plate cover and gasket and
secure the cover and end plate to the blower with six
bolts and special washers and two reinforcement plates
and tighten the bolts to 20-25 Ib-ft torque.
bolts. Install a new engine eno plate to blower
over the threaded ends of the bolts. Apply Scotcl
Rubber Adhesive No. 4300, or equivalent, 1
engine end plate side of the gasket
NOTE: The current front and rear end pi
gaskets are identical and may be used in eitl
position. Formerly these gaskets were i
interchangeable due to a difference in thickne
Install Blower
Examine the inside of the blower for any foreign
material. Also revolve the rotors by hand to be sure
that they turn freely. Then install the blower on the
engine as follows:
3-53 ENGINE BLOWER
1 . Affix a new blower-to-block gasket on the side of the
cylinder block. Use Scotch Grip Rubber Adhesive
No. 4300, or equivalent, only on the block side of the
gasket.
2. Position the blower front end plate and gasket on
the end of the blower and install six bolts with two
special washers on the center bolts and the
reinforcement plates on the two top and two bottom
3. Place the blower on the cylinder block lo
flanges and, while holding the blower in place, i
the six bolts finger tight in the rear engine end
and flywheel housing. Then install the blower-to
mounting bolts and washers and tighten them to
Ib-ft torque.
4. Tighten the center blower-to-end plate bolt
and then the top and bottom bolts to 20-25
torque. Then tighten the blower-to-block bolts to
Ib-ft torque.
5. Check the backlash between the upper rotoi
and the camshaft or balance shaft gear. The ba<
should be .003 " to .007 ".
6. Install the air shut-down housing (Section 3.3)
DETROIT DIESEL 53
SHOP NOTES - TROUBLE SHOOTING -
SPECIFICATIONS - SERVICE TOOLS
SHOP NOTES
REWORKING BLOWER END PLATES FOR IN-LINE
ENGINES
On non-turbocharged engines built prior to serial
number 3D-34008
when oil is detected on the blower rotors or
inside surface of the housing, the blower end plate can
be reworked to accommodate a new lip type oil seal or
a steel insert.
NOTE: Slight phonographic grooves can actually
improve sealing. Unless wear is considerable
and oil leakage is evident, the end plate need
not be reworked.
Rework Blower End Plate
Use tool kit J 9533 to rework the end plate.
NOTE: On some prior serviced blowers, the. end
plates may have been reworked to accommo-
date a steel insert. In such cases, proceed as
follows but omit Step 10.
1. Adjust the tool holder J 9533-2 and cutting tool
J 9533-3 for the proper counterbore depth as follows:
TOOL HOLDER
J 9533-2
CUTTING TOOL
J 9533-3
a. Insert the rough cutting tool J 9533-3 in the
holder as shown in Fig. 1 .
b. Position the holder and the cutting tool in
fixture! 9533-1.
c. Loosen the "upper knurled ring" on the
holder.
d. Rotate the "lower knurled ring" to raise or k
the cutting tool. Turn the "lower knurled ri
until there is a distance of .275 " - .285 " betv
the end of the cutting tool and the bottom of
fixture.
e. Tighten the "upper knurled ring".
2. Place fixture J 9533-1 on the blower end plate.
3. Clamp the fixture and the end plate loosely to
bed of a drill press.
) Specifications
DETROIT DIESEL 53
Fig. 3 - Positioning Cutting Tool in Fixture
Guide
Install tool holder J 9533-2 in the drill press and
;rt the rough cutting tool J 9533-3 in the holder
g- 2).
Position the cutting' tool in the fixture guide as
wn in Fig. 3. Operate the drill press at 75-100 rpm
as to center the cutting tool in the rotor shaft hole,
hten the clamp.
Lubricate the cutting tool and the area of the end
te that is being reworked with a lubricant (oleum or
1 oil).
Operate the drill press at 300-350 rpm and slowly
nterbore the hole until the collar of the tool holder
ipproximately 1/16" from the fixture guide. Then
uce the speed of the drill press to 75-100 rpm and
tinue counterboring until the collar contacts the top
:he guide.
NOTE: Raise the cutting tool periodically during
the drilling operation and apply additional
lubricant.
Jtop the drill press and remove the rough cutting
1.4375
1.4365
DIA.
.285
tr
1.06
DIA.
o
.03 R. MAX.
Fig. 4 - End Plate Oil Drain Back Counterbore
9. Insert the finish cutting tool J 9533-4 in the holder.
Lubricate the cutting tool and the end plate. Operate
the drill press at 75-100 rpm and finish-cut the
counterbore. Feed the cutting tool into the work
slowly.
10. Remove the finish cutting tool and install an end
mill to machine the additional 1 .06 " diameter
counterbore. The total depth of the combined
counterbores is .44 " (Fig. 4). The additional counter-
bore provides proper oil drain back from the oil seal
area.
11. Remove the fixture from the end plate. Wipe the
cuttings from the end plate and fixture and dry the
plate and fixture with compressed air. Remove any
burrs from the edge of the oil hole.
12. Thoroughly clean the cutting tool and the end mill
flutes and repeat the procedures for the adjacent rotor
shaft hole.
13. Place the blower end plate on the bed of an arbor
press. Use installer J 22576 to press the seal (lip facing
down) into the counterbored hole until the shoulder on
the installer contacts the end plate.
NOTE: A step under the shoulder of the installer
will position the oil seal below the finished face
of the end plate within the .002 " to .008 "
specified.
Steel Inserts
To install steel inserts in the blower end plates, follow
Steps 1 through 9 and 11 and 12. Press the inserts
flush to .003 " above the blower end plate surface.
DETROIT DIESEL 53
Specifications 3
SPECIFICATIONS
TABLE OF SPECIFICATIONS, NEW CLEARANCES AND WEAR LIMITS
These limits also apply to oversize and undersize parts.
ENGINE PART (Standard Size, New)
MINIMUM MAXIMUM
LIMITS
Blower
Backlash-rotor gears (all) 0005 " .0025 " .0035
Backlash between upper rotor and camshaft
or balance shaft gear (3-53) 0030" .0070"
Backlash between blower drive gear and
camshaft gear 0030 " .0070 "
Clearances:
Thrust plate and thrust washer (in-line) 0010 " .0030"
Rotor to air outlet side of housing:
In-line 0040 "
Rotor to air inlet side of housing:
In-line 0075 "
Rotor to front end plate:
In-line 0060 "
3.0 Specifications
DETROIT DIESEL 53
STANDARD BOLT AND NUT TORQUE SPECIFICATIONS
THREAD
SIZE
TORQUE
(Ib-ft)
THREAD
SIZE
TORQUE
(Ib-ft)
1/4 -20
1/4 -28
5/16-18
5/16-24
3/8 -16
3/8 -24
7/16-14
7/16-20
1/2 -13
1/2 -20
7-9
8-10
13-17
15-19
30-35
35-39
46-50
57-61
71-75
83-93
9/16-12
9/16-18
5/8 -11
5/8 -18
3/4 -10
3/4 -16
7/8 - 9
7/8 -14
1 • 8
1 -14
90-100
107-117
137-147
168-178
240-250
290-300
410-420
475-485
580-590
685-695
EXCEPTIONS TO STANDARD BOLT AND NUT TORQUE SPECIFICATIONS
APPLICATION
THREAD
SIZE
TORQUE
(Ib-ft)
Blower drive coupling to rotor gear bolt (in-line) 1/4 "-28
Blower drive gear pilot bolt (in-line) 5/16 "-24
Blower timing gear-to-rotor shaft bolts
(in-line and 6V) 5/16 "-24
Blower thrust washer retaining bolt
(in-line).—- 5/16 "-24
Air inlet adaptor-to-blower bolts 3/8" -16
Air inlet housing-to-adaptor or blower
housing bolts 3/8" -16
Governor-to-blower front end plate bolts 3/8" -16
Blower drive support-to-blower rear end
plate bolts 3/8" -16
Flywheel housing-to-blower drive support bolts 3/8" -16
Blower drive gear cover bolt 3/8 " -16
Blower-to-engine rear end plate and flywheel
housing bolts (3-53) 3/8" -16
3/8" -24
Blower thrust washer retaining bolt
(in-line) 3/8 " -24
Blower end plate-to-block bolts 7/16 "-14
14-18
25-30
25-30
25-30
16-20
16-20
20-24
20-24
20-24
20-24
20-25
20-25
54-59
55-60
Page 6
DtTROIT DIESEL 53
Specifications 3.0
SERVICE TOOLS
TOOL NAME
TOOL NO.
BLOWER
Blower clearance feeler gage set J 1698-02
Blower drive cam installer J 5209
Gear puller (3-53) J 5825-01
Handle : J 7079-2
Blower end plate counterbore set: J 9533
Fixture J 9533-1
Cutting tool - holder J 9533-2
Cutting tool - roughing J 9533-3
Cutting tool • finishing J 9533-4
Blower service tool set: J 21672
Gear pullers J 21672-7
Rotor shaft ball bearing installer J 21672-10
Oil seal and bearing remover J 21672-11
Oil seal and roller bearing installer J 21672-12
Oil seal sleeve and roller bearing
inner race installer J 21672-16
Spanner wrench J 21672-17
Oil seal sleeve and roller bearing
inner race remover J 21672-20
Oil seal installer J 22576
Oil seal sleeve installer (in-line) , J 23679-1
Oil seal sleeve remover (in-line) _ J 23679-2
March, 1973 SEC. 3.0 Pag« 7
DETROIT DIESEL 53
SECTION 4
LUBRICATION SYSTEM
CONTENTS
Lubrication System.
Lubricating Oil Pump
Lubricating Oil Pressure Regulator
Lubricating Oil Cooler
Oil Level Dipstick
Oil Pan
Ventilating System
Shop Notes - Specifications - Service Tools .
4.1
4.1.1
4.4
4.6
4.7
4.8
4.0
I
LUBRICATION SYSTEM
IN-LINE
The engine lubrication systems, illustrated in Figs. 1
and 2, include an oil intake screen and tube assembly,
an oil pump, an oil pressure regulator valve, a full flow
oil filter with a by-pass valve, an oil cooler and oil
cooler by-pass valve.
The rotor type oil pump is bolted to the back of the
engine lower front cover and is driven directly by the
crankshaft.
Lubricating oil from the pump passes from the lower
front engine cover through short gallery passages in
the cylinder block. From the block, the oil flows to the
full flow filter, then through the oil cooler and back
into the front engine cover and cylinder block oil
galleries for distribution to the various engine
bearings. The drain from the cylinder head and other
engine parts leads back to the oil pan.
Clean engine oil is assured at all times by the use of a
ENGINES
replaceable element type full flow filter. With this type
filter, which is installed between the oil pump and the
oil cooler, all of the oil is filtered before entering the
engine. Should the filter become plugged, the oil will
flow through a by-pass valve, which opens at
approximately 18-21 psi, directly to the oil cooler.
On current engines, the oil cooler by-pass valve is
located on the right-hand side of the engine front
cover and the oil pressure regulator valve is located on
the left-hand side as viewed from the rear of the
engine (Figs. 1 and 2). On former engines, both valves
were located on the right-hand side of the cover
(Figs. 1 and 2).
If the cooler becomes plugged, the oil flow will be to a
by-pass valve in the lower engine front cover and then
to the cylinder block oil galleries. The by-pass valve
opens at approximately 52 psi in the current In-line
engines . In the former In-line engines,
the by-pass valve opens at approximately 30 psi.
August, 1972 SEC. 4 Page 1
4 Lubrication oystem
L/CI
UML.OUU JO
ROCKER ARM
LUBRICATION
OIL FROM PASSAGE IN
u,x CRANKSHAFT TO
^ CONNECTING ROD
TO IDLER GEAR
OIL FILTER
BY-PASS VALVE
OIL PRESSURE
REGULATOR VALVE
OIL COOLER
BY-PASS VALVE
Fig. 1 - Schematic Diagram of Typical In-Line Engine Lubrication System
Stabilized lubricating oil pressure is maintained within
the engine at all speeds, regardless of the oil
temperature, by means of a regulator valve located in
the lower front engine cover. The regulator valve,
located in the pump outlet passage, opens at 51 psi on
In-line engines and returns
excess oil directly to the crankcase.
Page 2
DETROIT DIESEL 53
Lubrication System 4
I
Lubricating Oil Distribution
Oil from the oil cooler on the In-line engine is directed
to the lower engine front cover and then to a
longitudinal main oil gallery in the cylinder block. As
shown in Fig. 1, this gallery distributes the oil, under
pressure, to the main bearings and to a horizontal
transverse passage at one end of the block and to
vertical passages at each corner of the block which
provide lubrication for the balance shaft and camshaft
bearings. The camshaft bearings incorporate small
slots through which lubricating oil is directed to the
cam follower rollers.
In addition, oil is forced through an oil passage in
each camshaft which lubricates the camshaft interme-
diate bearings. All of the camshaft bearings
incorporate small slots through which lubricating oil is
directed at the cam follower rollers.
August, 1972 SEC. 4 Page 3
Oil for lubricating the connecting rod bearings, piston
pins, and for cooling the piston head is provided
through the drilled crankshaft from the adjacent
forward main bearings. The gear train is lubricated by
the overflow of oil from the camshaft pocket through a
communicating passage into the flywheel housing.
Some oil spills into the flywheel housing from the
bearings of the camshafts, balance shaft (In-line
engine) .
the blower bearings received lubrication indirectly via
fhe right rear camshaft end bearing only. Excess oil
returns to the crankcase via drain holes in the blower
end plates which lead to corresponding drain holes in
the cylinder block (In-line engines).
Drilled oil passages on the camshaft side of the
cylinder head (Fig . 1 are supplied with oil
from the bores located at each end of the cylinder
block. Oil from these drilled passages enters the
drilled rocker shaft brackets at the lower ends of the
drilled bolts and lubricates the rocker arm bearings
and push rod clevis bearings.
Excess oil from the rocker arms lubricates the lower
ends of the push rods and cam followers, then drains
to cam pockets in the top of the cylinder block, from
which the cams are lubricated. When these pockets -are
filled, the oil overflows through holes at each end of
the cylinder block and then through the flywheel
housing and front cover to the crankcase.
The blower bearings are pressure lubricated by oil
from drilled passages in the cylinder block which
connect matching passages in the blower end plates
which, in turn, lead to the bearings. On current
engines, lubricating oil is supplied directly to the front
and rear right bank camshaft end bearings and
supplies oil to the blower bearings. On former engines,
One tapped oil pressure take-off hole is provided in
the lower engine front cover on some In-line engines.
In addition, tapped oil holes in the cylinder block, on
the side opposite the blower, are also provided as
follows:
holes when the
blower is on the right side of the engine.
Cleaning Lubrication System
Thorough flushing of the lubrication system is
required at times. Should the engine lubrication
system become contaminated by ethylene glycol
antifreeze solution or other soluble material, refer to
Section 5 for the recommended cleaning procedure.
DETROIT DIESEL 53
4.1
LUBRICATING OIL PUMP
IN-LINE
The lubricating oil pump, assembled to the inside of
the lower engine front cover as illustrated in Fig. 1, is
of the rotor type in which the inner rotor is driven by
a gear pressed on the front end of the crankshaft. The
outer rotor is driven by the inner rotor. The bore in
the pump body, in which the outer rotor revolves, is
eccentric to the crankshaft and inner rotor. Since the
outer rotor has nine cavities and the inner rotor has
eight lobes, the outer rotor revolves at eight-ninths
crankshaft speed. Only one lobe of the inner rotor is
in full engagement with the cavity of the outer rotor at
any given time, so the former can revolve inside the
latter without interference.
By rotating the pump 1 80 °, it can be used for
either a right-hand or left-hand rotation engine.
Operation
As the rotors revolve, a vacuum is formed on the inlet
side of the pump and oil is drawn from the crankcase,
through the oil pump inlet pipe and a passage in the
front cover, to the inlet port and then into the rotor
compartment of the purnp. Oil drawn into the cavities
ENGINE
ENGINES
between the inner and outer rotors on the inlet side of
the pump is then forced out under pressure through
the discharge port into a passage in the front cover,
which leads to the lubricating oil filter and cooler, and
is then distributed throughout the engine.
If a check of the lubrication system indicates improper
operation of the oil pump, remove and disassemble it
as outlined below.
Remove Oil Pump
1. Drain the oil from the engine.
2. Remove the crankshaft pulley, fan pulley, support
bracket and any other accessories attached to the front
cover.
3. Remove the oil pan.
4. Refer to Fig. 2 and remove the four bolts which
attach the oil pump inlet pipe and screen assembly to
the main bearing cap and engine front cover or oil
pump inlet elbow. Slide the flange and the seal ring on
the inlet pipe and remove the pipe and screen as an
assembly. Remove the oil pump inlet elbow (if used)
and gasket from the engine front cover.
5. Remove the lower engine front cover.
Fig. 1 • Typical Right-Hand Rotation
Lubricating Oil Pump Mounting
Fig. 2 • Typical Oil Pump Inlet Pipe ana
Screen Mounting
July, 1972 SEC. 4.1 Page 1
4.1 Oil Pump
UtIKUII UltbtL
Fig. 3 • Measuring Rotor Clearance
6. Remove the six bolts and lock washers (if used)
which attach the pump assembly to the engine front
cover (Fig. 1) and withdraw the pump assembly from
the cover.
Disassemble Oil Pump
If the oil pump is to be disassembled for inspection or
reconditioning, proceed as follows:
Fig. 4 • Measuring Clearance from f-ace of
Pump Body to Side of Rotor
1. Refer to Fig. 5 and remove the two drive
screws holding the pump cover plate to the pump
body. Withdraw the cover plate from the pump body.
2. Remove the inner and outer rotors from the pump
housing.
Inspection
Wash all of the parts in clean fuel oil and dry them
with compressed air.
The greatest amount of wear in the oil pump is
imposed on the lobes of the inner and outer rotors.
This wear may be kept to a minimum by using clean
oil. If dirt and sludge are allowed to accumulate in the
lubricating system, excessive rotor wear may occur in a
comparatively short period of time,
Inspect the lobes and faces of the pump rotors for
scratches or burrs and the surfaces of the pump body
and cover plate for scoring. Scratches or score marks
may be removed with an emery stone.
Measure the clearance between the inner and outer
rotors at each lobe (Fig. 3). The clearance should not
be less than .004 " or more than .011 ". Measure the
clearance from the face of the pump body to the side
of the inner and outer rotor with a micrometer depth
gage (Fig. 4). The clearance should be not less than
.001 " or more than .0035 ".
Inspect the splines of the inner rotor and the oil pump
drive gear. If the splines are excessively worn, replace
the parts. The rotors are serviced as matched sets,
therefore, if one rotor needs replacing, replace both
rotors.
Remove the oil inlet screen from the oil inlet pipe and
clean both the screen and the pipe with fuel oil and
dry them with compressed air. Replace the inlet pipe
flange seal ring with a new seal ring if necessary.
Assemble Oil Pump
After the oil pump parts have been cleaned and
inspected, refer to Fig. 5 or 6 and assemble the pump
as follows:
1. Lubricate the oil pump outer rotor with engine oil
and place it in the pump body.
2. Lubricate the oil pump inner rotor with engine oil
and place it inside of the outer rotor.
3. Place the cover plate on the pump body and align
the drive screw and bolt holes with the holes in the
Page 2
DETROIT DIESEL 53
Oil Pump 4.1
Oil COOLER
BY-PASS VAIVE -
LOWER ENGINE
FRONT COVER
Oil SEAL
GASKEI
PLUG
BOLT
PLUG GASKET SPRING
BOLT
GASKET
INNER ROTOR
PUMP BODY
Fig. 5 • Lubricating Oil Pump Details and Relative Location of Parts (Current;
July, 1972 SEC. 4.1 Page 3
Fig. 7 • Kemoving Oil Pump Drive Gear
pump body. Since the holes are offset, the cover plate
can be installed in only one position.
4. Install two new drive screws to hold the assembly
together.
hg. 8 • Installing Oil Pump Drive Gear
fit (slip torque) be checked with tool J 23126. On In-
line engines, the drive gear should not slip on
the crankshaft at 100 Ib-ft torque.
CAUTION: Do not exceed these torques. If the
gear slips on the shaft, it is suggested that
another oil pump drive gear be installed.
Remove Pump Drive Gear From Crankshaft
With the lower engine front cover and the lubricating
oil pump removed from the engine, the oil pump drive
gear may, if necessary, be removed from the end of
the crankshaft as follows:
1. Thread the crankshaft pulley retaining bolt in the
end of the crankshaft (Fig. 7).
2. Attach the jaws of a suitable gear puller behind the
gear and locate the end of the puller screw in the
center of the pulley retaining bolt.
3. Turn the puller screw clockwise, to remove the gear
from the crankshaft.
Install Pump Drive Gear on Crankshaft
1. Lubricate the inside diameter of a new oil pump
drive gear with engine oil. Then start the gear straight
on the crankshaft. Re-installation of a used gear is not
recommended.
2. Position the drive gear installer J 8968-01 over the
end of the crankshaft and against the drive gear and
force the gear in place as shown in Fig. 8. When the
end of the bore in the tool contacts the end of the
crankshaft, the drive gear is correctly positioned.
3. It is important that the press fit of the drive gear to
-wv,.,ft be Decked to be sure that the gear does
~ rroni-shiift Tt is recommended the press
Install Oil Pump
1. The markings on the pump body indicate the
installation as pertaining to left or right-hand
crankshaft rotation. Be sure that the letters "UP R.H."
(right-hand rotation engine)
on the pump body are at the top
(Fig. 1).
2. Insert the six bolts with lock washers (if used)
through the pump body and thread them into the
engine front cover. Tighten the bolts to 13-17 Ib-ft
torque.
- - - BRACKET
FLANGC
Vi*
OIL INLET PIPE
GASKET
SEAL RING
SCREEN
Fig. 9 • Oil Pump Inlet Pipe and Screen
Details and Relative Location of Parts (In-Line
Engine)
DETROIT DIESEL 53
Oil Pump 4.1
3. Install the lower engine front cover and pump
assembly on the engine as outlined in Section 1.3.5.
4. Attach the oil inlet screen to the oil inlet pipe
support with two bolts
and lock washers (Fig. 9).
6. Place the oil pump inlet pipe and screen assembly in
position and fasten the support to the main bearing
cap with the two bolts and lock washers.
7. Slide the inlet pipe flange and seal ring against the
engine front cover
and secure them with the two bolts and lock
washers.
CAUTION: On In-line engines, the oil pump
inlet tube and water by-pass tube seals are the
same size but of different material. Be sure that
the correct seal is used. A new oil pump inlet
tube seal may be identified by its white stripe.
8. Install the oil pan and refill the crankcase to the
proper level.
9. Install the crankshaft pulley, fan pulley, support
bracket and any other accessories that were attached to
the front cover.
I
July, 1972 SEC. 4.1 Page 5
UICOCL
. I
LUBRICATING OIL PRESSURE REGULATOR
IN-LINE
Stabilized lubricating oil pressure is maintained within
the engine at all speeds, regardless of oil temperature,
by a pressure regulator valve installed in the engine
lower front cover as shown in Fig . ].
The regulator assembly consists of a hollow piston
type valve, a spring, gasket and plug. The valve is
located in an oil gallery within the lower front cover
and is held tight against a counterbored valve seat by
the valve spring and plug. When the oil pressure
exceeds a given value as shown in the following chart,
the valve is forced from its seat and the lubricating oil
is by-passed into the engine oil pan.
ENGINES
Valve Opening
Engine
Front Cover
Pressure
(psi)
Current
51
Under normal conditions, the pressure regulator valve
should require very little attention. If sludge
accumulates in the lubrication system, the valve may
not work freely, thereby remaining open or failing to
open at the normal operating pressure.
Fig. 1 • Location of Current Oil Pressure
Regulator Valve •• In-line Engine Shown
Whenever the lubricating oil pump is removed for
inspection, the regulator valve and spring should also
be removed, thoroughly cleaned in fuel oil and
inspected.
Remove Oil Pressure Regulator
1. Remove the plug and washer from the engine lower
front cover.
2. Withdraw the spring and the valve from the cover.
Inspection
Clean all of the regulator parts in fuel oil and dry
them with compressed air. Then inspect the parts for
wear or damage.
The regulator valve must move freely in the valve
bore. If the valve is scored and cannot be cleaned up
with crocus cloth, it must be replaced.
Replace a fractured or pitted spring.
Install Oil Pressure Regulator
1. Apply clean engine oil to the outer surface of the
valve and slide it- into the opening in the engine lower
front cover (closed end first).
2. Install a new copper gasket on the plug.
3. While compressing the spring, start the plug in the
side of the cover; then tighten the plug.
April, 1971 SEC. 4.1.1 Page 1
DETROIT DIESEL 53
4.4
LUBRICATING OIL COOLER
Engine oil coolers are provided for all engines.
The oil cooler is
mounted on the side of the cylinder block at the lower
front corner.
To assure engine lubrication should the oil cooler
become plugged, a by-pass valve located near the top
of the lower engine front cover by-passes oil from the
oil pump discharge port directly to the oil galleries in
the cylinder block. The by-pass valve opens at
approximately 52 psi (current In-line engines).
The valve components are the same as and serviced in
the same manner as the oil pressure regulator valve in
Section 4.1.1.
pump through a passage in the oil cooler adaptor to
the full flow oil filter, which is also mounted on the oil
cooler adaptor, and then through the oil cooler core
and the cylinder block oil galleries.
Remove Oil Cooler Core
1. Drain the cooling system by opening the drain cock
at the bottom of the oil cooler housing.
2. Remove any accessories or other
necessary to provide access to the cooler.
equipment
3. On In-Line engines, loosen and slide the
clamps and hose back on the water inlet elbow on the
cylinder block.
Cooling water circulated through the oil cooler
completely surrounds the oil cooler core. Therefore,
whenever an oil cooler is assembled, special care must
be taken to have the proper gaskets in place and the
retaining bolts tight to assure good sealing.
The oil cooler housing on an In-line engine is attached
to an oil cooler adaptor which, in turn, is attached to
the cylinder block. The flow of oil is from the oil
4. Loosen and slide the clamps and hose back on the
tube leading from the thermostat to the water pump.
5. Remove the bolts and lock washers which attach the
water pump to the oil cooler housing.
6. Matchmark the end of the oil cooler housing, cooler
core and adaptor with a punch or file so they can be
reinstalled in the same position.
7. Remove the bolts and lock washers which attach the
oil cooler housing to the adaptor or cylinder block and
remove the housing and core as an assembly. Be
careful when withdrawing the assembly not to drop or
damage the cooler core.
Fig. 1 - Typical Oil Cooler Mounting (6V-53
Engine Shown)
Fig. 2 - Preparing Oil Cooler Core tor Pressure
Test
July, 1972 SEC. 4.4 Page 1
4.4 Lubricating Oil Cooler
DETROIT DIESEL 53
GASKETS
HOSE
DRAIN COCK
Fig. 3 - Oil Cooler Details and Relative Location of Parts (In-Line Engine)
8. If the adaptor (In-line engine) is to be removed, the
oil (liter must first be removed. Then remove the bolts
and lock washers which attach the adaptor to the
cylinder block. Withdraw the adaptor and gaskets.
9. Remove all traces of gasket material from the
cylinder block and the oil cooler components.
DETROIT DIESEL 53
Clean Oil Cooler Core
1 . Clean oil side of Core - Remove the core from the oil
cooler. Circulate a solution of trichloroethylene
through the core passages with a force pump to
remove the carbon and sludge.
CAUTION: This operation should be done in the
open or in a well ventilated room when
trichloroethylene or other toxic chemicals are
used for cleaning.
Clean the core before the sludge hardens. If the oil
passages are badly clogged, circulate an Oakite or
alkaline solution through the core and flush thor-
oughly with clean, hot water.
2. Clean water side of Cooler - After cleaning the oil
side of the core, immerse it in the following solution:
Add one-half pound of oxalic acid to each two and
one-half gallons of solution composed of one third
muriatic acid and two-thirds water. The cleaning
action is evidenced by bubbling and foaming.
Watch the process carefully and, when bubbling stops
(this usually takes from 30 to 60 seconds), remove the
core from the cleaning solution and thoroughly flush it
with clean, hot water. After cleaning, dip the core in
light oil.
NOTE: Do not attempt to clean an oil cooler
core when an engine failure occurs in which
metal particles from worn or broken parts are
released into the lubricating oil. Replace the oil
cooler core.
Pressure Check Oil Cooler Core
After the oil cooler core has been cleaned, check for
leaks as follows:
1. Make a suitable plate and attach it to the flanged
side of the cooler core. Use a gasket made from
rubber to assure a tight seal. Drill and tap the plate to
permit an air hose fitting to be attached at the inlet
side of the core (Fig. 2).
2. Attach an air hose, apply approximately 75-150 psi
air pressure and submerge the oil cooler core and plate
assembly in a container of water heated to 180 °F. Any
leaks will be indicated by air bubbles in the water. If
leaks are indicated, replace the core.
CAUTION: When making this pressure test be
sure that personnel are adequately protected
against any stream of pressurized water from a
leak or rupture of a fitting, hose or the oil
cooler core.
Lubricating Oil Cooler 4.4
3. After the pressure check is completed, remove the
plate and air hose from the cooler core, then dry the
core with compressed air.
NOTE: In cases where a leaking oil cooler core
has caused contamination of the engine, the
engine must be immediately flushed to prevent
serious damage (refer to Section 5).
Install Oil Cooler Core
1. If the oil cooler adaptor (In-Line engines) was
removed from the cylinder block, remove the old
gasket material from the bosses where the adaptor sets
against the block. Affix new adaptor gaskets (Fig. 3),
then secure the adaptor to the cylinder block with five
bolts and lock washers.
2. Clean the old gasket material from both faces of the
core flange and affix new gaskets to the inner and
outer faces (Fig . 3). Insert the core into the
cooler housing.
NOTE: The inlet and outlet openings in the oil
cooler core are stamped "IN" and "OUT". It is
very important that the core be installed in the
correct position to prevent any possibility of
foreign particles and sludge, which may not
have been removed in cleaning the fins of the
core, entering and cirulating through the
engine.
3. Align the matchmarks previously placed on the core
and housing and install the oil cooler core in the oil
cooler housing.
4. With the matchmarks in alignment, place the oil
cooler housing and core against the oil cooler adaptor
(In-Line engines).
Tighten the bolts to
13-17 Ib-ft torque.
5. Slide the hose and clamps in position between the
cylinder block water inlet elbow and the oil cooler.
Secure the clamps in place.
(,. Place a new gasket between the fresh water pump
and the cooler housing and secure the pump to the
cooler housing.
7. Position the hose and clamps in place between the
water pump and the tube to the thermostat housing.
Secure the clamps.
8. Install all of the accessories or equipment it was
necessary to remove.
July, 1972 SEC. 4.4 Page 3
4.4 Lubricating uu cooler
UCIKUM UIC5CL DJ
9. Reinstall the oil filter (In-Line engine).
10. Make sure the draincock in the hottom of the
cooler housing is closed. Then fill the cooling system to
the proper level.
DETROIT DIESEL 53
4.6
OIL LEVEL DIPSTICK
A steel ribbon type oil level dipstick is mounted in an
adaptor on the side of the engine (Fig. 1) to check the
amount of oil in the engine oil pan. The dipstick has
markings to indicate the Low and Full oil level.
The engine should not be operated if the oil level is
below the Low mark and no advantage is gained by
having the oil quantity above the Full mark. Start and
operate the engine for ten minutes to fill the oil filter,
oil passages, etc., then stop the engine. After the
engine has been stopped for a minimum of ten
Fig. 1 - Typical Oil Dipstick Mounting
minutes, add oil as required to bring the oil level up to
the/w// mark on the dipstick.
April, 1971 SEC. 4.6 Page 1
DETROIT DIESEL 53
4.7
OIL PAN
The oil pan may be made of steel, cast iron or cast
aluminum. A shallow or deep sump type oil pan is
used, depending upon the particular engine applica-
tion. A one-piece oil pan gasket is used with stamped
steel pans.
Removing and Installing Oil Pan
On some engine applications, it may be possible to
remove the oil pan without removing the engine. It is
recommended that if the engine is to be taken out of
the unit, the oil pan be left in place until the engine is
removed.
The procedure for removing the oil pan without taking
the engine out and after taking the engine out of the
unit will vary. However, the following will generally
apply.
1. Remove the drain plug and drain the engine
lubricating oil.
2. Detach the oil pan; take precautions to avoid
damaging the oil pump inlet pipe and screen.
NOTE: Stamped oil pans used on some marine
engines have a layer of lead or cadmium
beneath the paint to protect the pans against
the salt water atmosphere encountered in some
marine applications. If this coating is scuffed or
broken unknowingly, corrosion or electrolysis
may result. Electrolysis in the form of small
holes will eat through the pan at the scuffed
area. Therefore, do not rest, slide or rock the
engine on its oil pan when removing it. Every
precaution should be taken before installation
to prevent nicks and scratches on stamped
marine oil pans. Also exercise care when
performing ejigine repairs to avoid scratching
the outer surface of the oil pan.
3. Remove the oil pan gasket completely.
GASKET
Oil PAN
Fig. 1 • Typical Oil Pan
4. Clean the oil pan with a suitable solvent and dry it
with compressed air.
5. Inspect a cast oil pan for porosity or cracks. Check a
stamped oil pan for large dents or breaks in the metal
which may necessitate its repair or replacement. Check
for misaligned flanges or raised surfaces surrounding
the bolt holes by placing the pan on a surface plate or
other large flat surface.
6. When replacing the pan, use a new gasket and
tighten the bolts evenly to avoid damaging the gasket
or springing the pan.
8. Install and tighten the oil drain plug. Tighten the
plug (with nylon ' washer) to 25-35 Ib-ft torque.
Replenish the lubricating oil supply and, after the
engine is started, check for leaks.
April, 1971 SEC. 4.7 Page 1
DETROIT DIESEL 53
4.8
VENTILATING SYSTEM
Harmful vapors which may be formed within the
engine are removed from the crankcase, gear train
and valve compartment by a continuous, pressurized
ventilating system.
A slight pressure is maintained in the engine
crankcase by the seepage of a small amount of air
from the airbox past the piston rings. This air sweeps
up through the engine and is drawn off through a
crankcase breather.
In-line engines are equipped with a breather assembly
attached to the valve rocker cover (Fig. 1) or a
breather assembly mounted on the flywheel housing
(Fig. 2).
Service
It is recommended mat the breather tube be inspected
and cleaned, if necessary, to eliminate the possibility
Fig. 1 - Typical Crankcase Breather Mounting
(In-Line Engine)
of clogging. This can best be done by removing the
tube from the engine, washing it with a suitable
solvent and drying it with compressed air.
The wire mesh pad (element) in the breather
BREATHER
BREATHER BODY PLUG
\ -
Oil FILLER CAP » .
*V
>
,, Jr. OIL FILLER TUBE
SCREEN "
A* -v
EltN
F S ~ J
BREA1M6R
' BODY
WITH OIL FILLER TUBE
Fig. 2 - Crankcase Breather Mounting and Details (In-Line Engine)
December, 1970 SEC. 4.8 Page 1
4.8 Ventilating System DETROIT DIESEL 53
assemblies should be cleaned if excessive crankcase If it is necessary to clean the element, remove the
pressure is observed. breather housing from the flywheel housing (In-line
engines).
Wash the element in fuel oil and dry it with
compressed air.
Reinstall the element in the breather housing, the
upper front cover or the governor housing and/or the
valve rocker cover and install them by reversing the
procedure for removal.
W^V\^
DETROIT DIESEL 53
4.0
SPECIFICATIONS - SERVICE TOOLS
I
May, 1971 SEC. 4.0 Page 1
4.0 Service Tools
DETROIT DIESEL 53
SPECIFICATIONS
STANDARD BOLT AND NUT TORQUE SPECIFICATIONS
THREAD
SIZE
TORQUE
(Ib-ft)
THREAD
SIZE
TORQUE
(Ib-ft)
1/4 -20
7-9
9/16-12
90-100
1/4 -28
. 8-10
9/16-18
107-117
5/16-18
13-17
5/8 -11
137-147
5/16-24
15-19
5/8 -18
168-178
3/8 -16
30-35
3/4 -10
240-250
3/8 -24
35-39
3/4 -16
290-300
7/16-14
46-50
7/8 -9
410-420
7/16-20
.. . 57-61
7/8 -14
475-485
1/2 -13
. . 71-75
1 - 8
580-590
1/2 -20
83-93
1 -14
685-695
^p'HtA. ^
EXCEPTIONS TO STANDARD BOLT AND NUT TORQUE SPECIFICATIONS
APPLICATION
TORQUE
(Ib-ft)
Oil filter center stud
Oil pan drain plug (Nylon washer) 18mm
40-50
25-35
SERVICE TOOLS
TOOL NAME
TOOL NO.
Crankshaft and oil pump gear puller
Oil pump drive gear installer
Oil pump drive gear adaptor
Two-arm steel grip puller
J 3051
J 8968-01
J 23126
J 8174
DETROIT DIESEL 53
SECTION 5
COOLING SYSTEM
CONTENTS
Water Pump.
Thermostat.
Engine Cooling Fan.
Coolant Filter and Conditioner.
Specifications - Service Tools ....
5.1
5.2.1
5.4
5.7
5.0
I
August, 1972 SEC. 5 Page 1
^y™"™"'
DETROIT DIESEL 53
5.1
WATER PUMP
A centrifugal-type water pump (Fig. 1) is mounted on
top of the engine oil cooler housing as shown in
Fig. 2. It circulates the coolant through the oil cooler,
cylinder block, cylinder head(s) and radiator.
The pump is belt driven by either the camshaft or
balance shaft (In-line engines).
An impeller is pressed onto one end of the water
pump shaft, and a water pump drive pulley is pressed
onto the opposite end. The pump shaft is supported on
a sealed double-row combination radial and thrust ball
bearing. Coolant is prevented from creeping along the
shaft toward the bearing by a seal. The shaft and
bearing constitute an assembly, and are serviced as
such, since the shaft serves as the inner race of the ball
bearing.
The sealed water pump shaft ball bearing is filled with
lubricant when assembled. No further lubrication is
required.
Remove Water Pump
1. Remove the radiator cap, open the block and
radiator drain cocks, and drain the cooling system.
2. Loosen and remove the water pump belts.
»OLT
BY-PASS TUBE CONNECTOR
COVEI
PUILEY
Fig. 1 • Water Pump Assembly
Fig. 2 • Typical Water Pump Mounting
NOTE: An idler pulley is used on some engines
to adjust the water pump drive belt tension.
3. Loosen the hose clamps and slide the hose up on the
water by-pass tube.
4. Remove the five bolts securing the water pump to
the oil cooler housing and take off the pump.
Disassemble Pump
1. Note the position of the pulley on the shaft so that
the pulley can be reinstalled in the same position when
the pump is reassembled. Remove the water pump
pulley as shown in Fig. 3.
2. Remove the pump cover and discard the gasket.
3. Press the shaft and bearing assembly, seal, and
impeller out of the pump body as an assembly, by
applying pressure on the bearing outer race with
remover J 1930.
CAUTION: The bearing will be damaged if the
pump is disassembled by pressing on the end of
the pump shaft.
4. Press the end of the shaft out of the impeller as
shown in Fig. 4, using plates J 8329 and holder J 358-
5. Remove the seal assembly from the pump shaft and
discard it.
October, 1970 SEC. 5.1 Page 1
5.1 Water Pump
UCIKVJM UICOCL
Inspection
Wash all of the pump parts, except the bearing and
shaft assembly, in clean fuel oil and dry them with
compressed air.
NOTE: A permanently sealed and lubricated
bearing is used in the bearing and shaft
assembly and should not be washed. Wipe the
bearing and shaft assembly with a clean lintless
cloth.
Examine the impeller for damage and excessive wear
on the impeller face which contacts the seal. Replace
the impeller if it is worn or damaged.
Discard the bearing if it has a general feeling of
roughness, is tight or has indications of damage.
Assemble Pump
1. Use installer ] 1930 to apply pressure to the outer
race of the bearing as shown in Fig. 5 and press the
shaft and bearing assembly into the pump body until
the outer race of the bearing is flush with the outer
face of the body.
CAUTION: The bearing will be damaged if the
bearing and shaft assembly is installed by
applying pressure on the end of the shaft.
2. Lightly coat the outside diameter of the new seal
with sealing compound. Then, with the face of the
Fig. 4 • Removing Shaft from Impeller with
Tools J 8329 and J 358-1
body and the bearing outer race supported, install the
seal by applying pressure on the seal outer flange only,
until the flange contacts the body (Fig. 1). Wipe the
face of the seal with a chamois to remove all dirt and
metal particles.
3. Support the pulley end of the shaft on the bed of an
arbor press and press the impeller on the shaft until
the impeller is flush with the large end of the body.
root
1930
Removing Pulley
Fig. 5 • Pressing Shaft Assembly into Water
Pump
DETROIT DIESEL 53
Water Pump 5.1
COVER
SEAL ASSEMBLY 6ODY
BODY
CONNECTOR
PULLEY
GASKET
IMPEltER
GASKET
Fig. 6 • Fresh Water Pump Details and Relative Location of Parts
4. Place the pulley on the bed of an arbor press. Place
a suitable rod between the ram of the press and the
impeller end of the shaft, then press the shaft into the
pulley until the pulley is in its original position on the
shaft.
5. Install the cover and a new gasket on the pump
body. Tighten the cover bolts to 6-7 Ib-ft torque.
6. Run the pump dry at 1200 rpm for a minimum of
30 seconds, or as required, to assure satisfactory
seating of the seal.
Install Water Pump
1. Affix a new gasket to the flange of the water pump
body.
2. Secure the water pump to the oil cooler housing with
the five bolts and lock washers.
3. Install the hose between the water pump and water
by-pass tube and tighten the hose clamps.
4. Install and tighten the belts.
NOTE: An idler pulley is used on some engines
to adjust the water pump drive belt tension.
5. Close all of the drain cocks and refill the cooling
system.
6. Start the engine and check for leaks.
FRESH WATER PUMP WITH CERAMIC INSERT IN IMPELLER
Effective with engine serial number 3D-
64888, current
water pump assemblies used on Series 53 engines
include an impeller and ceramic insert combination
(Figs. 7 and 8). Disassembly and assembly of the
current water pump is the same as the former water
pump except as follows:
When removing the impeller protect the ceramic insert
from damage at all times during pump overhaul.
Always lay the impeller on the bench with the ceramic
insert up to prevent damage to the insert.
Inspect the ceramic insert for cracks, scratches and
bond to the impeller. If the insert is damaged, it may
be replaced in the following manner:
1. Bake the used ceramic insert and impeller assembly
at 500°F. for one hour to remove the ceramic insert.
The ceramic insert can be removed easily from the
counterbore while the adhesive is hot. Wire brush the
impeller bond area to remove the old adhesive, oxide,
scale, etc.
2. Wipe the impeller bond area and the grooved side
of the new ceramic insert with a cloth soaked in a
October, 1970 SEC. 5.1 Page 3
TT uiei rump
LSUIIXV^II
JO
FORMER DESIGN
CURRENT DESIGN
PULLEY SHAFT AND SEAL CERAMIC
BEADING ASS?. ASSEMBLY INSERT
CASKET COVER
Fig. 7 • Comparison of Water Pumps
common solvent such as alcohol. Wipe clean with a
dry doth.
3. Place the adhesive washer in the impeller bond area
with the ceramic insert on top. The polished face of
the ceramic insert should be visible to the assembler.
Clamp the ceramic insert and impeller together with a
3/8" bolt and nut and two smooth 1/8" thick
washers. Tighten the bolt to 10 Ib-ft torque.
CAUTION: Do not mar the polished surface of
the ceramic insert.
4. Place the impeller assembly in a level position, with
the ceramic insert up, in an oven preheated to 350°F.
and bake it for one hour.
NOTE: The face of the ceramic insert must be
square with the axis of the tapered bore within
..004" . The pump shaft may be used as a
mandrel for inspection.
5. Remove the impeller from the oven and, after it has
cooled to room temperature, install it in the pump. Do
not loosen the clamping bolt until the assembly cools.
Make sure the mating surfaces of the water seal and
the ceramic insert are free of dirt, metal particles and
oil film.
CONNECTOR
COVER
PUUEV
Fig. 8 • Details of Water Pump with Ceramic Seal
DETROIT DIESEL 53
THERMOSTAT
The temperature of the In-line engine coolant is
controlled by a single choke type thermostat located in
a housing attached to the water outlet end of the
cylinder head.
On the In-line
engines, a by-pass tube is attached between the
thermostat housing and the water pump.
At coolant temperatures below approximately 170°F.,
the thermostat valve remains closed and blocks the
flow of coolant through the radiator or heat exchanger.
During this period, the coolant circulates through the
cylinder block and head and then back to the suction
side of the pump via the by-pass tube. As the coolant
temperature rises, the thermostat valve begins to open,
restricting the by-pass system and permits the coolant
to circulate through the radiator or heat exchanger.
A properly operating thermostat is essential for
efficient operation of the engine. If the engine
operating temperature deviates from the normal range
of 160°F - 185°F., remove and check the thermostat(s).
With the valve fully opened in the in-line engine, a
very small portion of the coolant will continue to
circulate through the by-pass tube, while the major
portion will pass through the radiator.
Remove Thermostat
1. Drain the cooling system to the necessary level by
opening the drain valves.
HOUSING
PLUG
THERMOSTAT
OUTIET ElBOW
GASKET
BY PASS TUBE
COVER PLATE
Fig. 2 • Thermostat Housing Details and Relative Location of Parts (In-Line Engine)
July, 1971 SEC. 5.2.1 Page 1
InermostaT
UCIKUII UICOCL
open when the temperature reaches 167' - 172"F. (In-
line engine) or 174C - 176T. (V-enginc). The opening
temperature is usually stamped on the thermostat. The
thermostat should be fully open at approximately 190'-
- 192°F.
Clean the thermostat seating surface in the thermostat
housing and base or the water outlet elbow.
Check the bleed hole in the thermostat housing to be
sure it is open (Fig. 5).
2. Remove the hose connections between the
thermostat housing water outlet elbow and the radiator
or h^at exchanger.
3. Loosen the bolts and remove the water outlet elbow
from the thermostat housing on the in-line engine
(Fig. 2). Take out the thermostat.
Drill a 3/32" diameter hole in the thermostat housing
used on in-line industrial engines built prio"r to serial
number 3D-011 (refer to Fig. 6).
This will provide a coolant drain hole for the by-pass
cavity in the housing.
Install Thermostat
Refer to Fig . 2
follows:
and install the thermostat(s) as
IN-LINE ENGINE:
1. Place a new gasket on the thermostat housing.
Inspection
If the action of the thermostat has become impaired
due to accumulated rust and corrosion from the engine
coolant so that it remains closed, or only partially
open, thereby restricting the flow of water, overheating
of the engine will result. A thermostat which is stuck in
a wide open position may not permit the engine to
reach its normal operating temperature. The incom-
plete combustion of fuel due to cold operation will
result in a build-up of carbon deposits on the pistons,
rings and valves.
The operation of the thermostat may be checked by
immersing it in a container of hot water (Fig. 4).
Place a thermometer in the container, but do not allow
h the bottom. Agitate the water to maintain
imperature throughout the container. As the
.eated, the thermostat valve should begin to
A-STARTS TO OPEN
B-FUUY OPEN
Fig. 4 • Method of Checking Thermostat
Operation
DETROIT DIESEL 53
Thermostat 5.2.1
Fig. 5 • Bleed Hole in Thermostat Housing
2. Insert the thermostat into the housing.
3. Install the water outlet elbow and secure it to the
housing with two bolts and lock washers.
4. Connect the hose from the radiator or heat
exchanger to the water outlet elbow, align and tighten
the hose clamps.
3 32" 01A COOLANT
DRAINAGE HOLE
Fig. 6 • Cross-Section of Thermostat Housing
(Early Industrial In-Line Engine)
,
f*p"'V J™
DETROIT DIESEL 53
5.4
ENGINE COOLING FAN
The engine cooling Can is driven by a pair of V-drive
belts from the crankshaft pulley (Fig. 1),
Effective with engine serial number 3D-
new fan hub assemblies are being
used on the In-line engines. The new assemblies are
similar to the integral cast shaft and bracket design,
with tapered roller bearings, currently used on the
V-type engines (Fig. 5).
The belt-driven fan is bolted to a combination fan hub
and pulley which turns on a sealed ball bearing
assembly (former In-line engines) or two tapered roller
bearings ( current In-line engines). The
crankshaft driven fan is bolted to the crankshaft
pulley.
Lubrication
The sealed ball bearings, used in the fan hub assembly
on the former In-line engines, is pre-luhricated and
requires no further lubrication.
The tapered roller bearings, used in the fan hub on
current In-line engines, are pressure
lubricated prior to assembly. The cavity between the
bearings is packed with Chevron BRB No. 2 grease or
an equivalent performance grease at the time the hub
is assembled. Also the fan hub cap is packed
approximately 75% full of grease. Repack the fan hub
assembly as outlined in the assembly procedure. The
hub cap at the front and a seal at the rear of the hub
prevents leakage of the lubricant.
Remove Fan, Hub and Adjusting Bracket
The fan blades must rotate in a vertical plane parallel
with and a sufficient distance from the radiator core.
Fig. 1 • Belt-Driven Fan Mounting
July, 1972 SEC. 5.4 Page 1
5.4 Fan
UtIKUII UltbtL
Fig. 3 - Removing Fan Hub (Pulley)
Bent fan blades reduce the efficiency of the cooling
system, may throw the fan out of balance, and are apt
to damage the radiator core. Before removing the fan
blades, check the blades for alignment. Do not rotate
the fan by pulling on the fan blades.
1. Remove the attaching bolts and lock washers and
remove the fan and spacer (if used).
2. Loosen the fan hub adjusting bracket bolts and
remove the drive belts. Then withdraw the bolts and
washers and remove the hub and bracket assembly
from the engine.
Disassemble Hub and Adjusting Bracket
IN-LINF. FNGINES (FORMER):
1. Measure the distance between the rear face of the
rim on the pulley and rear face (machined) of the fan
adjusting bracket. Record this measurement for
reassembly purposes.
2. Remove the fan hub from the shaft with a puller as
shown in Fig. 3.
•in arbor press. Then
naft and against the
"• '' 'tearing and
Fig. 4 • Former Fan Hub Assembly (In-Line
Engine)
CAUTION: Damage to the bearing will result if
force is applied to the shaft.
IN-LINE ENGINES (CURRENT):
1. Remove the fan hub cap.
2. Remove the hub bolt and washer.
3. Withdraw the hub and bearing assembly from the
shaft. It may be necessary to tap the end of the shaft
with a soft hammer to loosen the hub assembly.
4. Remove the oil seal and bearing from the fan hub.
5. Remove the bearing spacer, shims and grease
retainer.
DETROIT DIESEL 53
Fan 5.4
assembly) and revolve the outer race of each bearing
Fig. 5 • Current Fan Hub Assembly (In-Line
Engine)
Inspection
Wash the fan and fan hub parts thoroughly with fuel
oil, dry them with compressed air and inspect them for
wear or damage.
NOTE: Do not wash the permanently sealed
bearing which is used in the In-line engine hub
assembly. Wipe the bearing and shaft assembly
with a clean lintless cloth.
Hold the inner race (shaft of sealed ball bearing
July, 1972 SEC. 5.4 Page 3
5.4 Fan
DETROIT DIESEL 53
BEARING AND
SHAFT ASSEMBLY
FAN MOUNTING
SUPPORT
FAN HUB
(PUUEY)
2143
Fig. 8 '• Typical Fan Hub and Adjusting Bracket Details and Relative Location of Parts (In-Line
Engine)
slowly by hand. If rough or tight spots are detected,
replace the bearing.
Examine the fan blades for cracks. Replace the fan if
the blades are badly bent, since straightening may
weaken the blades, particularly in the hub area.
Remove any rust or rough spots in the grooves of the
fan pulley and crankshaft pulley. If the grooves are
damaged or severly worn, replace the pulleys.
Assemble Hub and Adjusting Bracket
IN-LINE ENGINES (FORMER):
Refer to Figs. 4 and 8 and assemble the fan hub and
adjusting bracket as follows:
1. Press the shaft and bearing assembly into the
adjusting bracket by applying pressure on the outer
race of the bearing, using a suitable sleeve, until the
bearing is flush with the pulley end of the bracket.
2. Measure the shaft diameter and the pulley bore. It
is important that a .001 " - .002 " press fit be
maintained, Then support the bearing end of the shaft
and press the fan hub (pulley) on the shaft to the
original dimensions taken during disassembly. This
will assure proper alignment and clearance of the
parts.
DETROIT DIESEL 53
Fan 5.4
July, 1972 SEC. 5.4 Page 5
The shaft and bearing assembly are permanently
sealed and require no lubrication.
IN-LINE ENGINES (CURRENT):
Assemble the fan hub and spindle shown in Fig. 5 as
follows:
1. Apply Chevron BRB No. 2 grease or an equivalent
performance grease to the rollers of both bearings
before installing them in the fan hub (pulley).
2. Install the inner bearing with the protruding face of
the inner race facing outward from the hub.
3. Install a new seal with the felt-side flush with the
outer edge of the hub.
4. Place the hub over the spindle and install the
bearing spacer.
5. Pack the cavity approximately 1/4 full with grease
and install the grease baffle.
6. Place the shims against the bearing spacer. Then
install the outer bearing with the protruding face of
the inner race facing outward from the hub.
7. Place the retaining washer with the breakout side
toward the bearing. Install and tighten the bolt to 83-
93 Ib-ft torque while rotating the pulley.
8. Check the end play in the assembly with the spindle
(shaft) in a horizontal position. The end play must be
within .001 " to .006 ". If necessary, remove the boh,
washer and outer bearing and adjust the number and
thickness of shims to obtain the required end play.
Shims are available in .015", .020" and .025"
thickness. Then reassemble the fan hub and check the
end play.
9. Fill a new fan hub cap 3/4 full of grease and install
it in the end of the fan hub (pulley).
DETROIT DIESEL 53
Fan 5.4
Install Fan, Hub and Adjusting Bracket
New .500 " ihick and .800 " thick fan hub spacers and
a new fan hub cap replaces the former spacer and cap
assemblies to provide spacers compatible with the six
bolt hole mounting fan hub assemblies. The spacers
(individually or in combination) also provide a means
for setting the different clearances between the back of
the fan blades and front groove of the crankshaft
pulley.
The new spacers have a flange on one side that serves
as a pilot for the fan as well as a spacer pilot for the
second spacer when two or more spacers are used
together.
EXAMPLE: A former 1.800" thick spacer and
cap assembly have been replaced by two .500 "
thick spacers, one .800 " thick spacer and the
new fan hub cap.
When replacing the former fan hub spacer be sure
and include the new cap.
1. Attach the fan hub and adjusting bracket assembly
to the bracket support on the engine with bolts, lock
washers and plain washers. Do not tighten the bolts.
2. Install the drive belts and adjust the belt tension as
outlined in Section 15.1. If used, install the adjusting
bracket, bolt and plain washer shown in Fig. 10.
3. Install the fan (and fan spacer and cap, if used) on
the hub and secure it with the 5/16 "-18 bolts and lock
washers.
July, 1972 SEC. 5.4 Page 7
,
WVJx
DETROIT DIESEL 53
WATER FILTER AND CONDITIONER
The engine cooling system water filter and conditioner
(Fig. I) is a compact by-pass type unit with a
replaceable element.
A correctly installed and properly maintained water
filter and conditioner provides a cleaner engine
cooling system, greater heat dissipation, increased
engine efficiency through improved heat conductivity,
and contributes to longer life of engine parts.
The filter provides mechanical filtration by means of a
closely packed element through which the water
passes. Any impurities such as sand and rust particles
suspended in the cooling system will be removed by
the straining action of the element. The removal of
these impurities will contribute to longer water pump
life and proper operation of the thermostat.
The filter also serves to condition the coolant by
softening the water to minimize scale deposits,
maintain an acid-free condition and act as a rust
preventive.
Corrosion inhibitors are placed in the element and
dissolve into the water, forming a protective rust-proof
film on all of the metal surfaces of the cooling system
(refer to Section 13.3). The other components of the
element perform the function of cleaning and
preparing the cooling passages while the corrosion
inhibitors protect them.
GASKET
ELEMENT
DRAIN PlUG
Fig. 1 • Water Filter and Conditioner
Make-up water up to approximately 40% of the total
capacity of the cooling system may safely be added
before a filter element change is required.
Filter Installation
If a water filter and conditioner is to be installed on an
engine which has been in service, drain and flush the
cooling system prior to installation of the filter.
Filter Maintenance
Replace the chemically activated element periodically
and buff the lower corrosion resistor plate on the
former filter each time (discard the plate if excessive
metal loss or pitting is evident) to ensure effective
protection of the cooling system.
If the water filter is installed on an engine which has
previously been in service, it may be necessary to
change the filter element two or three times at
intervals of 6,000 miles or less to clean up
accumulations of scale and rust in the cooling system.
It is advisable to drain and flush the system during
these initial change intervals.
Change the filter element periodically as outlined in
Section 15.1.
If it is necessary for any reason to drain the cooling
system before an element change, the treated water
should be saved and re-used. If the treated water is
discarded, a new filter element must be installed since
the protective agents in the used (ilter will have been
partially consumed in treating the discarded water.
Service
Whenever the water filter is removed and reinstalled,
the filter must have metal-to-metal contact (grounded),
either directly with the mounting surface or through
the mounting bolts.
July, 1970 SEC. 5.7 Page 1
5.7 Water Pilfer and Conditioner
UtIKUII UltbbL 53
The current water filter includes a non-chromate type
element. This element can be used in place of either of
the former water filter elements (permanent type anti-
freeze or plain water type) and thus provides year
around cooling system protection. The current and the
former water filter elements are completely inter-
changeable in the former filter can (refer to
Section 13.3).
Replace the element and service the water filter and
conditioner as follows:
1. Close the water filter inlet and outlet shut-off valves.
If shut-off valves are not provided, vise grip pliers can
be used to clamp each hose closed during the filter
change.
2. Remove the filter cover-to-filter body bolts.
3. Remove and discard the element.
4. Remove and discard the corrosion resistor plates, if
the former type filter is used.
5. Remove the sludge and sediment and wash the
sump and filter body. Dry it thoroughly with
compressed air.
6. Replace the drain plug, if removed, in the bottom of
the filter.
7. Insert the new element.
8. Use a new filter cover gasket, install the filter cover,
and tighten the bolts evenly.
9. Open the inlet and outlet lines by opening the shut-
off valves or removing the vise grip plier clamps.
10. Operate the engine and check for leaks. The top of
the filter and the outlet line should feel warm to the
touch with the rise in coolant temperature. If not,
disconnect the filter outlet line at the end opposite the
filter connection to bleed the air from the system and
reconnect the line. Use caution to minimize coolant
loss.
DETROIT DIESEL 53
5.0
SPECIFICATIONS - SERVICE TOOLS
SPECIFICATIONS
STANDARD BOLT AND NUT TORQUE SPECIFICATIONS
THREAD
SIZE
TORQUE
(Ib-ft)
THREAD
SIZE
TORQUE
(Ib-ft)
1/4 -20
7-9
9/16-12
90-100
1/4 -28
8-10
9/16-18
107-117
5/16-18
13-17
5/8 -11
137-147
5/16-24
15-19
5/8 -18
168-178
3/8 -16
30-35
3/4 -10
240-250
3/8 -24
35-39
3/4 -16
290-300
7/16-14
46-50
7/8 - 9
410-420
7/16-20
57-61
7/8 -14
475-485
1/2 -13
71-75
1 • 8
580-590
1/2 -20
83-93
1 -14
685-695
EXCEPTIONS TO STANDARD BOLT AND NUT TORQUE SPECIFICATIONS
APPLICATION
THREAD
SIZE
TORQUE
(Ib-ft)
Water pump cover bolt
5/16-18
6-7
Raw water pump drive gear retaining nut
5/8 -18
30-35
SERVICE TOOLS
TOOL NAME
TOOL NO.
Holder
J 358-1
Remover and installer
. J 1930
Installer
. .. . J 22091
Puller
J 4794-01
Handle
J 7092-2
Plates
J 8329
May, 1971 SEC. 5.0 Page 1
DETROIT DIESEL 53
SECTION 6
EXHAUST SYSTEM
CONTENTS
Exhaust System
Exhaust Manifold (Air-Cooled)
6
6.1
EXHAUST SYSTEM
Fan and radiator cooled engines are equipped with an
air-cooled exhaust manifold.
The exhaust manifold is attached to studs located
between the exhaust ports and the outer side of the
two end ports in the cylinder head. Special washers
and nuts secure the manifold to the cylinder head.
I
March, 1973 SEC. 6 Page 1
DETROIT DIESEL 53
6.1
EXHAUST MANIFOLD (AIR COOLED)
Tne exhaust manifolds
has an outlet to accommodate a square exhaust outlet
flange (Fig. 1)
Current manifolds,
flanges (square) and flange gaskets have SAE standard
dimensions.
Remove Exhaust Manifold
1. Disconnect the exhaust pipe or muffler from the
exhaust manifold flange.
3. Loosen, but do not remove, one of the center
exhaust manifold nuts. Remove the other nuts and
washers.
4. Support the manifold and remove the center nut
and washer.
5. Remove the manifold and gasket from the cylinder
head.
Inspection
Remove any loose scale and carbon that may have
accumulated on the internal walls of the exhaust
manifold. Clean the manifold and check for cracks,
especially in the holding lug areas.
Clean all traces of gasket material from the cylinder
head.
Examine the exhaust manifold studs. Replace dam-
aged studs. Apply sealant to the threads and drive new
studs to 25-40 Ib-ft torque (1.40" to 1.50" height).
Install Exhaust Manifold
1. Place a new gasket over the studs and against the
cylinder head.
2. Position the exhaust manifold over the studs and
hold it against the cylinder head.
3. Install the washers and nuts on the studs. If beveled
(dished) washers are used, position them so that the
crown side faces the nut.
Fig. 1 - Typical Air-Cooled Exhaust Manifold (Square Flange) Mounting
October, 1970 SEC. 6.1 Page 1
6.1 Exhaust Manifold (Air-Cooled)
DETROIT DIESEL 53
liwV'x,' j
Beginning with one of the center stud nuts and
working alternately toward each end of the manifold,
tighten the nuts to 30-35 Ib-ft torque.
5. Connect the exhaust pipe or muffler to the exhaust
manifold flange.
Page 2
DETROIT DIESEL 53
SECTION 7
ELECTRICAL EQUIPMENT, INSTRUMENTS AND PROTECTIVE
SYSTEMS
CONTENTS
Electrical System.
Battery-Charging Generator
Battery-Charging Generator Regulator..
7.1
7.1.1
Starting Motor.,
7.3
Shop Notes - Trouble Shooting - Specifications - Service Tools.
7.0
ELECTRICAL SYSTEM
A typical engine electrical system generally consists of
a starting motor, a battery-charging generator
(alternator), a transistor combination voltage regula-
tor, current regulator and cutout relay to protect the
electrical system, a storage battery and the necessary
wiring.
Additional equipment such as an engine protective
system may also be included.
Detailed information on maintenance and repair of
the specific types of electrical equipment can be found
in the service manuals and bulletins issued by the
equipment manufacturer. Information regarding
equipment manufactured by the Delco-Remy Division
of General Motors Corporation may be obtained from
their electrical equipment operation and maintenance
manuals. The manuals may be obtained from United
Delco Division, or from the Technical Literature
Section, Delco-Remy Division of General Motors
Corporation, Anderson, Indiana.
In most instances, repairs and overhaul work on
electrical equipment should be referred to an
authorized repair station of the manufacturer of the
equipment. Replacement parts for electrical equipment
should be ordered through the equipment manufactur-
er's outlets, since these parts are not normally stocked
by Detroit Diesel Allison. For electrical equipment
manufactured by Delco-Remy Division, repair service
and parts are available through United Delco Division
branches and repair stations.
March, 1973 SEC. 7 Page 1
DETROIT DIESEL 53
7.1
BATTERY-CHARGING GENERATOR (D.C. and A.C.)
The battery-charging circuit consists of a generator
(alternator), regulator, battery and the wiring. The
battery-charging generator is introduced into the
electrical system to provide a source of electrical
current for maintaining the storage battery in a
charged condition and to supply sufficient current to
carry any other electrical load requirements up to the
rated capacity of the generator.
The proper selection of a generator which will meet
the needs of the battery-charging circuit on the
particular engine is mandatory. This, together with
adherence to the recommended maintenance proce-
dures, will reduce generator troubles to a minimum.
Since most generators adhere to the same basic design,
the maintenance, removal and installation procedures
for all are similar.
The alternating current self-rectifying generator
(alternator), Figs. 2 and 3, is especially beneficial on
an engine with extra electrical accessories and one that
has to operate for extended periods at idle speeds.
Diodes, built into the slip ring end frame, rectify the
three phase A.C. voltage to provide D.C. voltage at the
battery terminal of the generator, thereby eliminating
the need for an external rectifier. The alternator is also
available in a variety of sizes and types.
Generator Maintenance
1. Maintain the proper drive belt tension. Replace
worn or frayed belts. Belts should be replaced as a set
when there is more than one belt on the generator
drive.
2. Lubricate the generator bearings as outlined in the
Lubrication and Preventive Maintenance Chart in
Section 15.1.
Remove Generator
1. Disconnect all of the leads from the generator and
tag each one to ensure correct re-installation.
2. Loosen the generator mounting bolts and nuts and
the adjusting strap bolt. Then, remove the generator
drive belts.
May, 1971 SEC. 7.1 Page 1
7.1 Battery-Charging Generator
DETROIT DIESEL 53
flClD TERMINALS
CONNECTOR
ASSEMBLY
BATTERY
TERMINAL
BRUSH
ASSEMBLY
V
FIELD WINDING -, GREASE
RESERVOIR
POSITIVE
SILICON
RECTIFIER
DIODES
SLIP
RINGS
GREASE 4
RESERVOIR
BALL
BEARING
REPLACEABLE
STEEL MOUNTING
BUSHING
BALL
BEARING
STATOR WINDING
ASSEMBLY
DRIVE
END
FRAME
NEGATIVE SILICON
RECTIFIER DIODES
SLIP RING
END FRAME
BEARING &
GREASE RETAINER
Fig. 2 • 30 DN Type 100 A.C. Self-Rectifying Generator (Alternator)
END TRAME
DIODES
CAPACITOR
HEAT SINK
MOUNTING
LUG
BRUSH AND
TERMINAL
ASSEMRLY
THRU
SLIP RING DRIVE
END FRAME END FRAME
.A
DIODES
STATOR
ASSEMBLY
Pig. 3 • 10 DN Type 112 A.C. Self-Rectifying Generator (Alternator)
DETROIT DIESEL 53
Battery-Charging Generator 7. 1
3. While supporting the generator, remove the
adjusting strap holt and washers and the mounting
bolts, washers and nuts. Then remove the generator.
4. Remove the pulley assembly if the generator is to be
replaced.
Install Generator
1. Install.the generator drive pulley, if it was removed.
Tighten the pulley retaining nut to 60 Ib-ft torque.
NOTE: If the pulley was not removed, check the
retaining nut for proper torque.
2. Position the generator on the mounting brackets
and start the bolts, with lock washers, through the bolt
holes in the generator end frames. If nuts are used,
insert the bolts through the bolt holes and then install
the lock washers and nuts.
3. Align the threaded hole in the extension ear of the
diive end frame with the slot in the adjusting strap.
Start the bolt, with the lock washer and plain washer,
through the slot of the adjusting strap and into the
threaded hole in the generator end frame.
4. Place the drive belts in the grooves of the pulleys.
5. Adjust the generator belt tension as outlined in
Section 15.1.
6. Attach the wires and cables. Be sure that each one is
correctly installed in accordance with its previous
location on the generator. Keep all connections clean
and tight.
Alternator Precautions
Precautions must be taken when working on or around
alternators. The diodes and transistors in the
alternator circuit are very sensitive and can be easily
destroyed.
Avoid grounding or shorting the output wires or the
field wires between the generator and the regulator.
Grounding an A.C. generator's output wire or
terminals, which are always "hot" regardless of
whether or not the engine is running, or accidental
reversing of the battery polarity will destroy the
diodes. Grounding the field circuit will also result in
the destruction of the diodes. Some voltage regulators
provide protection against some of these circum-
stances. However, it is recommended that extreme
caution be used.
May, 1971 SEC. 7.1 Page 3
7.1 Battery-Charging Generator
DETROIT DIESEL 53
BRUSHES
SEALS
PULLEY
BEARING
COLLAR
GREASE
RESERVOIR
4827
Fig. 4 • 20 DN Type 250 A.C. Self-Rectifying Generator (Alternator)
Accidentally reversing the battery connections must be
avoided.
Never disconnect the battery while an alternator is in
operation. Disconnecting the battery may result in
damage to the generator diodes due to the momentary
high voltage and current generated by the rapid
collapse of the magnetic field surrounding the field
windings.
connected correctly (negative to negative and positive
to positive).
Never use a fast charger with the battery connected or
as a booster for battery output.
Never attempt to polarize the alternator.
The alternator diodes are also sensitive to heat and
care must be exercised to prevent damage to them
from soldering irons, etc.
If a booster battery is to be used, the batteries must be
If faulty operation of an alternator occurs on an
engine equipped with an insulated starting motor,
check to be sure that a ground strap is present and is
correctly installed.
DETROIT DIESEL 53
7.1.1
BATTERY-CHARGING GENERATOR REGULATOR
A.C. CHARGING CIRCUIT
The alternating current generator regulator is similar
in outward appearance to the regulator used with the
D.C. generator. , The D.C. and A.C. regulators are
NOT interchangeable.
The internal wiring circuits of all standard A.C.
generator regulators are similar, but the internal
connections vary somewhat according to the method
used to control the circuit breaker relay.
There are two and three unit standard A.C. generator
regulators; the two unit regulators have a circuit
breaker relay controlled by a relay rectifier or by an
oil pressure switch and the three-unit regulators have a
circuit breaker relay controlled by a built-in control
relay.
The generator field circuit is insulated in the generator
and grounded in the regulator. This type of connection
is designated as Circuit "A".
NOTE: Each type of regulator is used with a
certain circuit. Do not attempt to interchange
regulators.
The two unit A.C. generator regulator has a circuit
breaker relay and a voltage regulator unit while the
three unit regulator is also equipped with a control
relay in addition to the other two units.
CIRCUIT BREAKER RELAY
The circuit breaker relay has a core with the winding
made up of many turns of fine wire. This core and
winding are assembled into a frame. A flat steel
armature is attached to the frame by a hinge and is
centered above the core. Two contact points, supported
by two flat springs on the armature, are located above
two stationary contact points. The upper and lower
contact points are held apart by the tension of a flat
spring riveted to the top side of the armature.
The relay contact points remain closed as long as the
D.C. voltage is enough to hold the relay armature
against the core. They open when the voltage
decreases to a value at which the magnetic pull of the
core can no longer overcome the armature spring
tension.
VOLTAGE REGULATOR
The voltage regulator unit has a core with a single
shunt winding. This winding also consists of fine wire
and is connected across the D.C. side of the power
rectifier. The assembly and parts are similar to the
circuit breaker relay. The matching upper contact
point is supported by a detachable contact support
insulated from the frame.
Operation
If the voltage regulator unit is not operating, the
generator field circuit is completed to ground through
the contact points which are held closed by the tension
of a spiral spring acting on the armature.
When the D.C. voltage of the A.C. - D.C. system
reaches the value for which the voltage regulator is
adjusted, the magnetic field prdduced by the shunt
winding overcomes the armature spring tension and
pulls the armature down, causing the contact points to
separate. When the contact points separate, resistance
is introduced into the field circuit. The resistance
decreases the field current causing a corresponding
decrease in generator voltage and magnetic pull on the
regulator armature. This allows the armature spring
tension to re-close the contact points. When the
voltage again reaches the value for which the voltage
regulator is adjusted, this cycle repeats and continues
to repeat many times a second, thus limiting the
voltage to the value for which the regulator is set.
Operation
When the D.C. voltage reaches the value for which the
circuit breaker relay is adjusted, the magnetism
induced in the core by current flow in the winding is
sufficient to overcome the armature spring tension and
the relay points close. Closing of the contact points
connects the D.C. side of the power rectifier to the
battery so that current will flow to the battery
whenever the generator is driven at sufficient speed.
With the voltage limited in this manner, the generator
supplies varying amounts of current to meet the
various states of battery charge and electrical load.
Voltage regulators are compensated for variations in
temperature by means of a bi-metal thermostatic
hinge on the armature. The effect of this hinge causes
the regulator to adjust at a higher voltage when cold,
which partly compensates for the fact that a high
voltage is required to charge a cold .buttery.
May, 1971 SEC. 7.1.1 Page 3
7.1.1 Battery-Charging Generator Regulator
DETROIT DIESEL 53
CONTROL RELAY
In addition to a circuit breaker and a voltage
regulator, the three-unit regulator has a control relay
unit. This unit has a core with a single shunt winding
connected from the "SW" terminal of the regulator to
ground. The winding and core are assembled into a
frame. A flat steel armature supporting the upper one
of two relay contacts is attached to the frame by a
hinge and is centered above the core. The lower
contact point is supported by a detachable contact
support insulated from the frame. An armature stop is
assembled above the upper contact.
Operation
When the ignition switch is "OFF", the contact points
are held apart by the tension of a spiral spring acting
on the armature. When the ignition switch is turned
"ON", battery current flows through the control relay
winding to ground. The magnetic field produced by
the winding overcomes the armature spring tension
and pulls the armature down causing the contact
points to close. This completes the circuit to ground for
the circuit breaker relay winding so that it can operate
when the D.C. voltage from the power rectifier reaches
the value for which the circuit breaker relay is
adjusted. The control relay contact points remain
closed until the ignition switch is turned "OFF".
TRANSISTORIZED AND TRANSISTOR REGULATORS
In addition to the standard regulator, there are two
other types of regulators being used with the self-
rectifying A.C. generators in the battery-charging
circuit. One is a transistorized regulator which contains
a vibrating voltage regulator unit and a field relay
unit. The other is a transistor regulator which contains
no moving parts and is used with a separately
mounted field relay.
TRANSISTORIZED REGULATOR
The transistorized regulator (Fig. 3). for use on a
negative ground circuit, contains a vibrating voltage
regulator unit and a field relay unit. The regulator uses
a single transistor and two diodes. The transistor works
in conjunction with the conventional voltage unit
having a vibrating contact point to limit the generator
voltage to a pre-set value. A field discharge diode
reduces arcing at the voltage regulator contacts by
dissipating the energy created in 'the generator field
windings when the contacts separate. A suppression
diode prevents damage from transient voltages which
may appear in the system.
Certain transistorized regulators are equipped with a
choke coil to permit the installation of a capacitor
between the regulator and the "BAT" terminal on
installations experiencing radio interference. The
capacitor suppresses the radio noise and the choke coil
"fl" TERMINAL
-fl" TERMINAL
"BAT" TERMINAL"
RESISTOR
Fig. 3 • Transistorized- Regulator
DETROIT DIESEL 53
Battery-Charging Generator Regulator 7.1.1
acts to prevent oxidation of the voltage regulator
contacts. Regulators incorporating the choke coil are
identified by a spot of green paint on the regulator
base, next to the single mounting bolt hole.
CAUTION: A capacitor must not be installed
unless the transistorized regulator incorporates
the choke coil.
Operation
When the engine starting switch is closed, the field
relay winding is energized and causes the contacts to
close. Current then flows from the battery through the
relay contacts to the regulator "F2" terminal. From
this point, the current flows through the generator field
winding and then through the transistor and voltage
contact points to ground.
As the generator speed increases, the increased voltage
from the generator "BAT" terminal is impressed
through the field relay contacts across the regulator
shunt winding. The magnetism created in the winding
causes the voltage contacts to open, thus causing the
transistor to shut off the field current. The generator
voltage then decreases and the voltage contacts re-
close. This cycle repeats many times per second,
thereby limiting the generator voltage to the value for
which the regulator is set.
The magnetism produced in an accelerator winding,
when the voltage contacts are closed, aids the shunt
winding in opening the con tacts. When the contacts are
open, the absence of the magnetism in the accelerator
winding allows the spring to immediately re-close the
contacts. This action speeds up the vibration of the
contacts.
CAUTION: Do not short across or ground any of
the terminals on the regulator or the generator
and do not attempt to polarize the generator.
TRANSISTOR REGULATOR
The transistor regulator is composed principally of
transistors, diodes, capacitors and resistors to form a
completely static electrical unit containing no moving
parts.
The transistor is an electrical device which limits the
generator voltage to a pre-set value by controlling the
generator field current. The diodes, capacitors and
resistors act together to aid the transistor in
performing this function, which is the only function
that the regulator performs in the charging circuit.
The voltage at which the generator operates is
determined by the regulator adjustment. Once
adjusted, the generator voltage remains almost
constant, since the regulator is unaffected by length of
service, changes in temperature or changes in
generator output and speed.
A separately mounted field relay connects the
regulator "POS" terminal and the generator field
windings to the battery when the engine starting
switch is closed.
POTENTIOMETER
"f" TERMINAL
SUPWffSSION BACK BIAS
DIODE DIODE
S" TERMINAL
Fig. 4 • Transistor Regulator (Negative Ground Circuits Only)
May, 1971 SEC. 7.1.1 Page 5
7.1.1 Battery-Charging Generator Regulator
DETROIT DIESEL 53
PLUG
(REMOVE TO ADJUSf
VOLTAGE SETTING)
"FID/
•POS.
POTENTIOMETER
FIELD DISCHARGE
DIODE
DRIVER COLLECTOR
RESISTOR
VOLTAGE DIVIDER
RESISTOR
FEED-BACK
CAPACITOR
EMITTER BASE
RESISTOR
SUPPRESSION
DIODE
FILTER
CAPACITOR ,.,.
PANEL BOARD ASSEMBLY
Fig. 5 • Transistor Regulator with Plug-In Connections
The voltage regulator illustrated in Fig. 4 is designed
for negative ground battery-charging circuits only. It
has two exposed terminals. The voltage setting may be
adjusted by relocating a screw in the base of the
regulator.
The voltage regulator shown in Fig. 5 has shielded
plug-in connections and requires a cable and plug
assembly to connect the regulator into the battery-
charging circuit. This type of regulator may be used in
negative ground, positive ground and insulated
charging circuits. The voltage setting may be adjusted
by removing a plug in the cover and turning a slotted
adjusting button inside the regulator.
Operation
When the engine starting switch is closed, the field
relay winding is energized, which causes the relay
contacts to close.
In the negative ground circuit with the field relay
contacts closed and the engine not running, generator
field current can be traced from the battery through
the relay contacts to the regulator "POS" terminal.
Current then continues through the back-bias diode
(D-l) and power transistor (TR-1) to the regulator
"FLD" terminal, and then through the generator field
winding to ground, completing the circuit back to the
battery.
When the generator begins to operate, A.C. voltages
are induced in the stator windings. These voltages are
changed, or rectified, to a D.C. voltage which appears
at the output, or "BAT", terminal on the generator.
The generator then supplies currept to charge the
battery and operate vehicle accessories.
As generator speed increases, the voltage reaches the
pre-set value and the components in the regulator
cause transistor TR-1 to alternately "turn off' and
"turn on" the generator field voltage. The regulator
thus operates to limit the generator output voltage to
the pre-set value.
In the positive ground circuit, when the switch is closed
and the engine is not running, the field current can be
traced from the battery positive ground to generator
ground, and then to the regulator "POS" terminal. The
current continues through diode D-l and transistor
TR-1 to the regulator "FLD" terminal, and then
through the field winding and field relay contacts back
to the battery, thus completing the circuit. Except for
this primary difference, this circuit operates in the
same manner as that described for the negative
ground circuit.
REGULATOR PRECAUTIONS
Never short or ground the regulator terminals; do not
attempt to polarize the circuit.
Make sure all connections in the charging circuit are
tight to minimize resistance.
Refer to "A.C. Generator Precautions" in Section 7.1.
DETROIT DIESEL 53
7.3
STARTING MOTOR
The starting motor is mounted on the flywheel housing
as illustrated in Fig. 1. When the starting circuit is
closed, a small drive pinion on the armature shaft
engages with the teeth on the engine flywheel ring
gear to crank the engine. When the engine starts, it is
necessary to disengage the drive pinion to prevent the
armature from overspeeding and damaging the
starting motor. To accomplish this, the starting motor
is equipped with a Sprag-type overruning clutch.
A solenoid switch, mounted on the starting motor
housing, operates the Sprag-type overrunning clutch
drive by linkage and a shift lever (Figs. 2 and 3).
When the starting switch is engaged, the solenoid is
energized and shifts the starting motor pinion into
mesh with the flywheel ring gear and closes the main
contacts within the solenoid. Once engaged, the clutch
will not disengage during intermittent engine firing.
To protect the armature from excessive speed when
the engine starts, the clutch "overruns", or turns faster
than the armature, which permits the pinion to
disengage itself from the flywheel ring gear.
The solenoid plunger and shift lever is totally enclosed
to protect them from dirt, water and other foreign
material.
In the heavy-duty clutch type (Fig. 3), an oil seal,
between the shaft and the lever housing, and a linkage
seal prevents the entry of transmission oil into the
main frame of the starting motor and solenoid case,
allowing the motor to be used on wet clutch
applications.
The nose housing on the Sprag clutch type starting
motor can be rotated to obtain a number of different
solenoid positions with respect to the mounting flange.
When repositioning of the solenoid is required on a
service replacement starting motor, proceed as follows:
Starter with Intermediate-Duty Clutch
(In-Line Engines)
The lever housing and the commutator end frame are
held to the field frame by bolts extending from the
end frame to threaded holes in the lever housing. The
nose housing is held to the lever housing by internal
attaching bolts extending from the lever housing to
threaded holes in the nose housing (Fig. 2). With this
arrangement, it is necessary to partially disassemble
the motor to provide access to the nose housing
attaching bolts. Relocate the nose housing as follows:
1. Remove the electrical connector and the screws
attaching the solenoid assembly to the field frame.
Then remove the bolts from the commutator end
frame.
2. Separate the field frame from the remaining
assembly and pull the armature away from the lever
housing until the pinion stop rests against the clutch
pinion. This will provide access to the nose housing
attaching bolts.
3. Remove the nose housing attaching bolts with a box
wrench or open end wrench.
4. Turn the nose housing to the required position.
NOTE: The solenoid must never be located
below the centerline of the starter or dust, oil,
moisture and foreign material can collect and
cause solenoid failures.
5. Reinstall the nose housing attaching bolts and
tighten them to 11-15 Ib-ft torque.
6. Reassemble the motor.
Fig. 1 • Starting Motor Mounting
November, 1973 SEC. 7.3 Page 1
7.3 Starting Motor
UfclKUII UltbbL
SOLENOID
LINKAGE SEAL
••'/
GROUNDED
BRUSH HOLDER BRUSH HOLDER
COMMUTATOR
END FRAME
\
BRONZE
BUSHING
THRU
BOU
BRUSH
LINKAGE
^ SHIFT LEVER
LEVER HOUSING
INSULATED COMMUTATOR
BRONZE
BUSHING
BRONZE \ 3887
BUSHING \
ATTACHING ' INTERMEDIATE
POLE SHOE
FIELD COIL BOLT
DUTY CLUTCH
Fig. 2 • Cross-Section of Motor with Intermediate-Duty Clutch
Page 2
UtIKUII Ult5tL
Starting Motor 7.3
Lubrication
The starting. motor bearings (bushings) are lubricated
by oil saturated wicks which project through each
bronze bushing (one at each end and one at the
center) and contact the armature shaft. Oil can be
added to each wick by removing a pipe plug which is
accessible on the outside of the motor (refer to
Section 15.1).
Flywheel Ring Gears
The starting motor drive pinion and the engine
flywheel ring gear must be matched to provide positive
engagement and to avoid clashing of the gear teeth.
Flywheel ring gear teeth have eithei1 no chamfer or a
Bendix chamfer. The Sprag clutch cannot be used with
a ring gear with a Dyer chamfer.
1. Remove the ground strap or cable from the battery
or the cable from the starting motor solenoid. Tape
the end of the cable to prevent discharging the battery
from a direct short.
2. Disconnect the starting motor cables and solenoid
wiring.
NOTE: Tag each lead to ensure correct
connections when the starting motor is
reinstalled.
3. Support the motor and remove the three bolts and
lock washers which secure it to the flywheel housing.
Then pull the motor forward to remove it from the
flywheel housing.
Check the starting motor, if required, in accordance
with the Delco-Remy "Cranking Circuit" maintenance
handbook.
Remove Starting Motor
Failure of the starting motor to crank the engine at
normal cranking speed may be due to a defective
battery, worn battery cables, poor connections in the
cranking circuit, defective engine starting switch, low
temperature, condition of the engine or a defective
starting motor.
If the engine, battery and cranking circuit are in good
condition, remove the starting motor as follows:
Install Starting Motor
To install the starting motor, reverse the procedure
outlined for removal. Tighten the 5/8"-ll starter
attaching bolts to 137-147 Ib-ft torque.
Keep all of the electrical connections clean and tight.
When installing wiring terminal leads to the starting
motor and the solenoid switch, tighten the No. 10-32
connections to 16-30 Ib-in torque and the 1/2" x 13
connections to 20-25 Ib-ft torque.
November, 1973 SEC. 7.3 Page 3
DETROIT DIESEL 53
7.0
TROUBLE SHOOTING
SPECIFICATIONS - SERVICE TOOLS
May, 1971 SEC. 7.0 Page 1
7.0 Trouble Shooting
DETROIT DIESEL 53
TROUBLE SHOOTING
"S*-*
CHECKING ENGINE ELECTRICAL GENERATING SYSTEM
In analyzing generator-regulator operation, check for
one of the five following conditions.
1. A fully charged battery and low charging rate - this
indicates normal generator-regulator operation.
2. Low battery and high charging rate-indicates normal
generator-regulator operation.
3. A fully charged battery and a hjgh charging rate-lhis
indicates the voltage regulator; is not reducing the
generator output as it should and will damage the
battery--and may be caused by improper voltage
regulator setting, defective regulator unit, short circuit
or poor connections in the generator or regulator
wiring or high battery temperature.
4. Low battery and low or no charging rate— indicates
improper or no regulator operation— and may be due
to loose connectons, damaged wires, low voltage or
current regulator setting, oxidized contact points or a
defective generator.
5. Excessive arcing at contact points—may be due to
oxidized or misaligned contact points, defective
regulator winding, poor cable connections or other
causes.
If one of the latter three conditions exists, refer to the
"Delco-Remy" electrical equipment operation and
maintenance handbooks DR 324, DR 324A and DR
324S for correction of the problems. These manuals
may be obtained from United Motors Service.
SPECIFICATIONS
STANDARD BOLT AND NUT TORQUE SPECIFICATIONS
THREAD
SIZE
TORQUE
(Ib-ft)
THREAD
SIZE
TORQUE
(Ib-ft)
1/4 -20
1/4 -28
7-9
8-10
9/16-12
9/16-18
90-100
107-117
5/16-18
. 13-17
5/8 -11 .
137-147
5/16-24
15-19
5/8 -18
168-178
3/8 -16
30-35
3/4 -10
240-250
3/8 -24
35-39
3/4 -16
290-300
7/16-14
. . . . 4-6-50
7/8 - 9
410-420
7/16-20
57-61
7/8 -14
475-485
1/2 -13
71-75
1 - 8 . .
580-590
1/2 -20
83-93
1 -14 ...
685-695
If
EXCEPTIONS TO STANDARD BOLT AND NUT TORQUE SPECIFICATIONS
APPLICATION
THREAD
SIZE
TORQUE
(Ib-ft)
Tachometer drive cover bolt
Tachometer drive cover bolt
Tachometer drive shaft (blower)
7/16 -14
1/2 -13
1/2 -20
30-35
30-35
55-65
Page 2
DETROIT DIESEL 53
Service Tools 7.0
SERVICE TOOLS
TOOL NAME
TOOL NO.
Puller set
Slide hammer
Tachometer drive shaft remover ...
Tachometer drive alignment tool set
Tool No. 1 (.310" )
Tool No. 2 (.313" )
Tool No. 3 (.375" )
5901
5901-1
5901-3
23068
23068-1
23068-2
23068-3
May, 1971 SEC. 7.0 Page 3
DETROIT DIESEL 53 1_3_
SECTION 13
OPERATING INSTRUCTIONS
CONTENTS
Engine Operating Instructions 13.1
Engine Operating Conditions 13.2
Engine Run-In Instructions ~ 13.2.1
Fuels, Lubricants and Coolants 13.3
I
March, 1973 SEC. 13 Page 1
DETROIT DIESEL 53
13.1
ENGINE OPERATING INSTRUCTIONS
PREPARATION FOR STARTING ENGINE
FIRST TIME
Before starting an engine for the first time, carefully
read and follow the instructions in Sections 13 and 14
of this manual. Attempting to run the engine before
studying these instructions may result in serious
damage to the engine.
NOTE: When preparing to start a new or
overhauled engine or an engine which has been
in storage, perform all of the operations listed
below. Before a routine start (at each shift), see
Daily Operations in the Lubrication and
Preventive Maintenance Chart, Section 15.1.
Cooling System
Install all of the drain cocks or plugs in the cooling
system (drain cocks are removed for shipping).
Remove the filler cap and fill the cooling system with
clean, soft water or a protective solution consisting of
high boiling point type antifreeze, if the engine will be
exposed to freezing temperatures (refer to Engine
Coolant in Section 13.3). Keep the liquid level about
two inches below the filler neck to allow for fluid
expansion.
Use a quality rust inhibitor if only water is used in the
cooling system.
Lubrication System
The lubricating oil film on the rotating parts and
bearings of a new or overhauled engine, or one which
has been in storage, may be insufficient for proper
lubrication when the engine is started for the first
time.
It is recommended that the engine lubricating system
be charged with a pressure prelubricator, set to supply
a minimum of 25 psi oil pressure, to ensure an
immediate flow of oil to all bearings at the initial
engine start-up. The oil supply line should be attached
to the engine so that oil under pressure is supplied to
the main oil gallery.
With the oil pan dry, use the prelubricator to prime
the engine with sufficient oil to reach all bearing
surfaces. Use heavy-duty lubricating oil as specified
under Lubricating Oil Specifications in Section 13.3.
Then remove the dipstick, wipe it with a clean cloth,
insert and remove it again to check the oil level in the
oil pan. Add sufficient oil, if necessary, to bring it to
the full mark on the dipstick. Do not overfill.
If a pressure prelubricator is not available, fill the
crankcase to the proper level with heavy-duty
lubricating oil as specified under Lubricating Oil
Specifications in Section 13.3. Then pre-lubricate the
upper engine parts by removing the valve rocker
cover(s) and pouring lubricating oil, of the same grade
and viscosity as used in the crankcase, over the rocker
arms.
Air Cleaner
If the engine is equipped with oil bath air cleaners, fill
the air cleaner oil cups to the proper level with clean
engine oil. Do not overfill.
Transmission
Fill the transmission case torque
converter supply tank to the proper level with the
lubricant specified under Lubrication and Preventive
Maintenance in Section 15.1.
March, 1973 SEC. 13.1 Page 1
13.1 Operating Instructions
DETROIT DIESEL 53
Fuel System
Fill the fuel tank with the fuel specified under Diesel
Fuel Oil Specifications in Section 13.3.
If the unit is equipped with a fuel valve, it must be
opened.
To ensure prompt starting, fill the fuel system between
the pump and the fuel return manifold with fuel. If
the engine has been out of service for a considerable
length of time, prime the filter between the fuel pump
and the injectors. The filter may be primed by
removing the plug in the top of the filter cover and
slowly filling the filter with fuel.
Generator Set
Where applicable, fill the generator end bearing
housing with the same lubricating oil as used in the
engine.
A generator set should be connected and grounded in
accordance with the applicable local electrical codes.
CAUTION: The base of a generator set must be
grounded.
Clutch
Disengage the clutch, if the unit is so equipped.
Lubrication Fittings
Fill all grease cups and lubricate at all fittings with an
all purpose grease. Apply lubricating oil to the throttle
linkage and other moving parts and fill the hinged cap
oilers with a hand oiler.
Drive Belts
Adjust all drive belts as recommended under
Lubrication and Preventive Maintenance in
Section 15.1.
Storage Battery
Check the battery. The top should be clean and dry,
the terminals tight and protected with a coat of
petroleum jelly and the electrolyte must be at the
proper level.
NOTE: When necessary, check the battery with
a hydrometer; the reading should be 1.265 or
higher. However, hydrometer readings should
always be corrected for the temperature of the
electrolyte.
Page 2
STARTING
Before starting the engine for the first time, perform
the operations listed under Preparation For Starting
Engine First Time.
Before a routine start, see Daily Operations in the
Lubrication and Preventive Maintenance Chart,
Section 15.1.
A manual shut-down system is
incorporated in the unit, the control must be set in the
open position before starting the engine. The blower
will be seriously damaged if operated with the air
shut-off valve in the closed position.
Starting at air temperatures below 40 ° F. requires the
use of a cold weather starting aid. See Cold Weather
Starting, Section 12.6.
The instructions for the use of a cold weather fluid
starting aid will vary dependent on the type being
used. Reference should be made to these instructions
before attempting a cold weather start.
CAUTION: Starting fluid used in capsules is
• highly inflammable, toxic and possesses anes-
thetic properties.
Initial Engine Start (Electric)
Start an engine equipped with an electric starting
motor as follows: Set the speed control lever at part
throttle, then bring it back to the desired no-load
speed. In addition, on mechanical governors, make
sure the stop lever on the governor cover is in the run
position .
Then press the starting
DETROIT DIESEL 53
Operating Instructions 13.1
motor switch firmly. If the engine fails to start within
30 seconds, release the starting switch and allow the
starting motor to cool a few minutes before trying
again. If the engine fails to start after four attempts,
an inspection should be made to determine the cause.
CAUTION: To prevent serious damage to the
starter, if the engine does not start, do not press
the starting switch again while the starting
motor is running.
Warm-Up
Run the engine at part throttle and no-load for
approximately five minutes, allowing it to warm-up
before applying a load.
If the unit is operating in a closed room, start the
room ventilating fan or open the windows, as weather
conditions permit, so ample air is available for the
engine.
Inspection
While the engine is running at operating temperature,
check for coolant, fuel or lubricating oil leaks. Tighten
the line connections where necessary to stop leaks.
Engine Temperature
Normal engine coolant temperature is 160 ° F. to 185
F.
t
Crankcase
If the engine crankcase was refilled, stop the engine
after normal operating temperature has been reached,
allow the oil to drain (approximately 10 minutes) back
into the crankcase and check the oil level. Add oil, if
necessary, to bring it to the proper level on the
dipstick.
Use only the heavy duty lubricating oil specified under
Lubricating Oil Specifications in Section 13.3.
Cooling System
Remove the radiator or heat exchanger tank cap slowly
after the engine has reached normal operating
temperature and check the engine coolant level. The
coolant level should be near the top of the opening. If
necessary, add clean soft water or a high boiling point
type antifreeze.
RUNNING
Oil Pressure
Observe the oil pressure gage immediately after
starting the engine. If there is no pressure indicated
within 10 to 15 seconds, stop the engine and check the
lubricating oil system. Refer to the Trouble Shooting
Charts in Section 15.2.
Transmission
Check and, if necessary, replenish the oil supply in the
transmission.
March, 1973 SEC. 13.1 Page 3
13.1 Operating Instructions
DETROIT DIESEL 53
Avoid Unnecessary Engine Idling
During long engine idling periods, the engine coolant
temperature will fall below the normal operating
range. The incomplete combustion of fuel in a cold
engine will cause crankcase dilution, formation of
lacquer or gummy deposits on the valves, pistons and
rings and rapid accumulation of sludge in the engine.
NOTE: When prolonged engine idling
necessary, maintain at least 800 rpm.
is
STOPPING
Normal Stopping
1. Release the load and decrease the engine speed. Put
all shift levers in the neutral position.
2. Allow the engine to run at half speed or slower with
no load for a short time, then move the stop lever to
the stop position to shut down the engine.
Fuel System
If the unit is equipped with a fuel valve, close it. Fill
the fuel tank; a full tank minimizes condensation.
Exhaust System
Drain the condensation from the exhaust line or
silencer.
Cooling System
Drain the cooling system if it is not protected with
antifreeze and freezing temperatures are expected.
Leave the drains open. Open the raw water drains of a
heat exchanger cooling system.
Crankcase
Check the oil level in the crankcase. Add oil, if
necessary, to bring it to the proper level on the
dipstick.
Emergency Stopping
If the engine does not stop after using the normal
stopping procedure, pull the "Emergency Stop" knob
all the way out. This control cuts off the air to the
engine. Do not try to restart again until the cause for
the malfunction has been found and corrected.
CAUTION: The emergency shut-down system
should never be used except in an emergency.
Use of the emergency shut-down can cause oil
to be sucked past the oil seals and into the
blower housing.
The air shut-off valve, located on the blower air inlet
housing, must be reset by hand and the "Emergency
Stop" knob pushed in before the engine is ready to
start again.
Transmission
Check and, if necessary, replenish the oil supply in the
transmission.
Clean Engine
Clean and check the engine thoroughly to make
certain it will be ready for the next run.
Refer to Lubrication and Preventive Maintenance and
perform all of the daily maintenance operations. Also
perform the operations required for the number of
hours or miles the engine has been in operation.
Make the necessary adjustments and minor repairs to
correct difficulties which became apparent to the
operator during the last run.
DETROIT DIESEL 53
ENGINE OPERATING CONDITIONS
The engine operating charts are included as an aid for
engine operation and trouble shooting. Any variations
from the conditions as listed may indicate an
abnormal situation in need of correction. M-ake sure
that the readings represent true values, and that
instruments are accurate, before attempting to make
corrections to the engine.
July, 1972 SEC. 13.2 Page 1
1 3.2 Engine Operating Conditions
DETROIT DIESEL 53
iB|Lr— -
wf ' ""^
-53 IN-LINE
ENGINE
(4-Valve Cylinder Head)
2200 rpm 2500 rpm 2800 rpm
Lubrication System
Lubricating oil pressure (psi):
Normal 40-60 40-60 40-60
Minimum for safe operation 30.0 32.0 32.0
'Lubricating oil temperature (degr. F.) - max 200-235 200-235 200-235
Air System
Air box pressure (inches mercury) • min. at full load:
At zero exhaust back pressure 3.7 4.8 6.1
At maximum exhaust back pressure 5.4 8.0 9.3
Air inlet restriction (inches water) - full load max.:
Dirty air cleaner - oil bath or dry type 18.8 23.0 25.0
Clean air cleaner • oil bath or dry type
with precleaner 12.0 14.0 16.0
Clean air cleaner - dry type without precleaner 7.4 8.7 10.0
Crankcase pressure (inches water) - max 0.8 0.9 1.0
Exhaust back pressure (inches mercury) • max.:
Full load 3.0 4.0f 4.0 +
No load 2.1 2.7f 2.7+ +
Fuel System
Fuel pressure at inlet manifold (psi):
Normal with .070 " restriction 45-70 45-70 45-70
Minimum 35 35 35
Fuel spill (gpm) - minimum at no-load:
.070" restriction 0.6 0.6 0.6
Fuel pump suction at pump inlet
(inches mercury) - max.:
Clean system 6.0 6.0 6.0
Dirty system 12.0 12.0 12.0
Page 2
DETROIT DIESEL 53
Engine Operating Conditions 13.2
2200 rpm 2500 rpm 2800 rpm
Cooling System
Coolant temperature (degr. F.) - normal
160-185 160-185 160-185
Raw water pump:
Inlet restriction (inches mercury) - max. . ..
5.0f 5.0f 5.0
Outlet pressure (psi) - max
lO.Of lO.Of 100
Keel cooler pressure drop (psi)
Maximum through system
6.0f 6.0f 6.0
Compression
Compression pressure (psi at sea level):
Average • new engine - at 600 rpm
480
Minimum • at 600 rpm
430
"The lubricating oil temperature range is based on the temperature measurement in the oil pan at the oil pump inlet.
When measuring the oil temperature at the cylinder block oil gallery, it will be 10° lower than the oil pan temperature.
tMaximum when this is the full-load engine speed.
July, 1972 SEC. 13.2 Page 3
DETROIT DIESEL 53
13.2.1
ENGINE RUN-IN INSTRUCTIONS
Following a complete overhaul or any major repair job
involving the installation of piston rings, pistons,
cylinder liners or bearings, the engine should be "run-
in" on a dynamometer prior to release for service.
The dynamometer is a device for applying specific
loads to an engine. It permits the serviceman to
'physically and visually inspect and check the engine
while it is operating. It is an excellent method of
detecting improper tune-up, misfiring injectors, low
compression and other malfunctions, and may save an
engine from damage at a later date.
The operating temperature within the engine affects
the operating clearances between the various moving
parts of the engine and determines to a degree how
the parts will wear. Normal coolant temperature (160°
- 185°F.) should be maintained throughout the run-in.
The rate of water circulation through the engine on a
dynamometer should be sufficient to avoid having the
engine outlet water temperature more than 10°F.
higher than the water inlet temperature. Though a 10°
rise across an engine is recommended, it has been
found that a 15° temperature rise maximum can be
permitted.
Thermostats are used in the engine to control the
coolant flow; therefore, be sure they are in place and
fully operative or the engine will overheat during the
run-in. However, if the dynamometer has a water
stand-pipe with a temperature control regulator, such
as a Taylor valve or equivalent, the engine should be
tested without thermostats.
The Basic Run-in Horsepower Schedule is shown in the
Table. The horsepower shown in the table is at SAE
conditions: dry air density .0705 Ib/cu. ft., air
temperature of 85°F., and 500 ft. elevation.
DYNAMOMETER TEST AND RUN-IN
PROCEDURES
The Basic Engine
The great number of engine applications make any
attempt to establish comparisons for each individual
model impractical. For this reason, each model has a
basic engine rating for comparison purposes.
A basic engine includes only those items actually
required to run the engine. The addition of any engine
driven accessories will result in a brake horsepower
figure less than the values shown in the Basic Engine
Run-in Schedule. The following items are included on
the basic engine: blower, fuel pump, fresh water pump
and governor. The fan and battery-charging generator
typify accessories not considered on the basic engine.
In situations where other than basic engine equipment
is used during the test, proper record of this fact
should be made on the Engine Test Report. The effects
of this additional equipment on engine performance
should then be considered when evaluating test results.
Dynamometer
The function of the dynamometer is to absorb and
measure the engine output. Its basic components are a
frame, engine mounts, the absorption unit, a heat
exchanger, and a torque loading and measuring
device.
The engine is connected through a universal coupling
to the absorption unit. The load on the engine may be
varied from zero to maximum by decreasing or
increasing the resistance in the unit. The amount of
BASIC RUN-IN HORSEPOWER SCHEDULE*
4 -Valve Head
RPM
ime
3-53 j
1800
10 Min.
15
2200
1/2 Hr.
64
Final run-in (within 5% of Rated BHP) should be for 1 1/2 hours at
head engines.
N45 Injectors Only
2800 rpm for all other 4-Valve) cylinder
October, 1970 SEC. 13.2.1 Page 1
13.2.1 Run-In Instructions
DETROIT DIESEL 53
power absorbed in a water brake type dynamometer,
as an example, is governed by the volume of fluid
within the working system. The fluid offers resistance
to a rotating motion. By controlling the volume of
water in the absorption unit, the load may be
increased or decreased as required.
The power absorbed is generally measured in torque
(Ib-ft) on a suitable scale. This value for a given
engine speed will show the brake horsepower
developed in the engine by the following formula:
BHP - (T x RPM)/5250
Where:
BHP = brake horsepower
T = torque in Ib-ft
RPM = revolutions per minute
Some dynamometers indicate direct brake horsepower
readings. Therefore, the use of the formula is not
required when using these units.
During the actual operation, all data taken should be
recorded immediately on an Engine Test Report (see
sample on page 4).
Instrumentation
Certain instrumentation is necessary so that data
required to complete the Engine Test Report may be
obtained. The following list contains both the
minimum amount of instructions and the proper
location of the fittings on the engine so that the
readings represent a true evaluation of engine
conditions.
a. Oil pressure gage installed in one of the engine
main oil galleries.
b. Oil temperature gage installed in the oil pan, or
thermometer installed in the dipstick hole in the
oil pan.
c. Adaptor for connecting a pressure gage or mercury
manometer to the engine air box.
d. Water temperature gage installed in the thermo-
stat housing.
e. Adaptor for connecting a pressure gage or water
manometer to the crankcase.
f. Adaptor for connecting a pressure gage or mercury
manometer to the exhaust manifold at the flange.
g. Adaptor for connecting a vacuum gage or water
manometer to the blower inlet.
h. Adaptor for connecting a fuel pressure gage to the
fuel manifold inlet passage.
i. Adaptor for connecting a pressure gage or mercury
manometer to the turbocharger.
In some cases, gages reading in pounds per square
inch are used for determining pressures while standard
characteristics are given in inches of mercury or inches
of water. It is extremely important that the scale of
such a gage be of low range and finely divided if
accuracy is desired. This is especially true of a gage
reading in psi, the reading of which is to be converted
to inches of water. The following conversion factors
may be helpful.
Inches of water
Inches of mercury
psi x 27.7"
psi x 2.04"
NOTE: Before starting the Run-in or starting
the engine for any reason following an
overhaul, it is of extreme importance to observe
the instructions on Preparation for Starting
Engine First Time in Section 13.1.
Run-in Procedure
The procedure outlined below will follow the order of
the sample Engine Test Report.
A. PRE-STARTING
1. Fill the lubrication system as outlined under
Lubricating System -- Preparation for Starting Engine
First Time in Section 13.1.
2. Prime the fuel system as outlined under Fuel System
-- Preparation for Starting Engine First Time in Section
13.1.
3. A preliminary valve clearance adjustment must be
made before the engine is started. See Valve Clearance
Adjustment in Section 14.1.
4. A preliminary injector timing check must be made
before starting the engine. See Timing Injector in
Section 14.2.
5. Preliminary governor adjustments must be made as
outlined in Section 14.
6. Preliminary injector rack adjustment must be made
- see Section 14.
f
Page 2
DETROIT DIESEL 53
Run-in Instructions 13.2.1
B. BASIC ENGINE RUN-IN
The operator should be observant at all times, so that
any malfunction which may develop will be detected.
Since the engine has just been reconditioned, this run-
in will be a test of the workmanship of the serviceman
who performed the overhaul. Minor difficulties should
be detected and corrected so that a major problem will
not develop.
After performing the preliminary steps, be sure all
water valves, fuel valves, etc are open. Also inspect the
exhaust system, being sure that it is properly
connected to the engine. Always start the engine with
minimum dynamometer resistance.
After the engine starts, if using a water brake type
dynamometer, allow sufficient water, by means of the
control loading valves, into the dynamometer absorp-
tion unit to show a reading of approximately 5 Ib-ft on
the torque gage (or 10-15 HP on a horsepower gage).
This is necessary, on some units, to lubricate the
absorption unit seals and to protect them from
damage.
Set the engine throttle at idle speed, check the
lubricating oil pressure and check all connections to be
sure there are no leaks.
Refer to the Engine Test Report sample which
establishes the sequence of events for the test and run-
in, and to the Basic Run-In Horsepower Schedule which
indicates the speed (rpm), length of time and the
brake horsepower required for each phase of the test.
Also, refer to the Operating Conditions in Section 13.2
which presents the engine operating characteristics.
These characteristics will be a guide for tracing faulty
operation or lack of power.
Engine governors in most cases must be reset at the
maximum full-load speed designated for the run-in. If
a governor is encountered which cannot be adjusted to
this speed, a stock governor should be installed for the
run-in.
After checking the engine performance at idle speed
and being certain the engine and dynamometer are
operating properly, increase the engine speed to half
speed and apply the load indicated on the Basic Run-
in Horsepower Schedule.
The engine should be run at this speed and load for 10
minutes to allow sufficient time for the coolant
temperature to reach the normal operating range.
Record length of time, speed, brake horsepower,
coolant temperature and lubricating oil pressure on
the Engine Test Report.
Run the engine at each speed and rating for the length
of time indicated in the Basic Run-In Horsepower
Schedule. This is the Basic Run-In. During this time
engine performance will improve as new parts begin
to "seat in". Record all of the required data.
C. BASIC RUN-IN INSPECTION
While' the engine is undergoing the Basic Run-In,
check each item indicated in Section "C" of the Engine
Test Report. Check for fuel oil or water leaks in the
rocker arm compartment.
During the final portion of the Basic Run-in, the
engine should be inspected for fuel oil, lubricating oil
and water leaks.
Upon completion of the Basic Run-in and Inspection,
remove the load from the dynamometer and reduce
the engine speed gradually to idle and then stop the
engine.
D. INSPECTION AFTER BASIC RUN-IN
The primary purpose of this inspection is to provide a
fine engine tune-up. First, tighten the cylinder head
and rocker arm shaft bolts to the proper torque. Next,
complete the applicable tune-up procedure. Refer to
Section 14.
E. FINAL RUN-IN
After all of the tests have been made and the Engine
Test Report is completed through Section "D", the
engine is ready for final test. This portion of the test
and run-in procedure will assure the engine owner that
his engine has been rebuilt to deliver factory rated
performance at the same maximum speed and load
which will be experienced in the installation.
If the engine has been shut-down for one hour or
longer, it will be necessary to have a warm-up period
of 10 minutes at the same speed and load used for
warm-up in the Basic Run-In. If piston rings, cylinder
liners or bearings have been replaced as a result of
findings in the Basic Run-in, the entire Basic Run-in
must be repeated as though the run-in and test
procedure were started anew.
All readings observed during the Final Run-in should
fall within the range specified in the Operating
Conditions in Section 13.2, and should be taken at full
load unless otherwise specified. Following is a brief
discussion of each condition to be observed.
The engine water temperature should be taken during
the last portion of the Basic Run-in at full load. It
should be recorded and should be within the specified
range.
October, 1970 SEC. 13.2.1 Page 3
13.2.1 Run-in Instructions
DETROIT DIESEL 53
Date.
ENGINE TEST REPORT
^________ Unit Number
A PRE-STARTING
1. PRIME LUB. 2. PRIME FUEL 3. ADJUST
OIL SYSTEM SYSTEM EXHAUST VALVES
4. TIME 5. ADJ. 6. ADJUST INJ.
INJECTORS GOV. RACKS
B BASIC ENGINE RUN-IN
C BASIC RUN-IN INSPECTION
TIME TIME WATFR LUB.
AT • • r- RPM ni'fP VY«I en, f*.tt
1. Check oil at rocker mechanism
SPEED START STOP ltMfS PRESS.
2. Inspect for lubricating oil leaks
3. Inspect for fuel oil leaks
4. Inspect for water leaks
5. Check and tighten all external bolts
6.
D INSPECTION AFTER BASIC RUN-IN
1. Tighten Cylinder Head & Rocker Shaft Bolts
4. Adjust Governor Gap
2. Adjust Valves (Hot)
5. Adjust Injector Racks
3. Time Injectors
6.
E FINAL RUN-IN
TIME TOP RPM pHp
AIR BOX PRESSURE EXHAUST BACK CRANKCASE
FULL LOAD PRESSURE F/L PRESSURE F/L
START STOP NO-LOAD FULL LOAD
BLOWER INTAKE ppcch: NBC" WATER TEMP.
RES- - F/L RET MAN F/L FULL LOAD
LUB OIL LUB> OIL P^SSURE
TEMP. F/L ryLL !DLE
F INSPECTION AFTER FINAL RUN
1. Inspect Air Box, Pistons, Liners, Rings
6. Replace Lubricating Oil Filter Elements
2. Inspect Blower
7. Tighten Flywheel Bolts
3. Check Generator Charging Rate
8. Rust Proof Cooling System
4. Wash Oil Pan, Check Gasket
9.
5. Clean Oil Pump Screen, Remove Cloth
10.
REMARKS:
Final Run OKM Dynamometer , P"^
NOTE: Operator must initial each check and sign this report.
UtIKUII UltbtL
Kun-in instructions
The lubricating oil temperature reading must be taken
while the engine is operating at full load and after it
has been operating long enough for the temperature to
stabilize. This temperature should be recorded and
should be within the specified range.
The lubricating oil pressure should be recorded in psi
after being taken at engine speeds indicated in the
Operating Conditions, Section 13.2.
Thtfuel oil pressure at the fuel manifold inlet passage
should be recorded and should fall within the specified
range. Fuel pressure should be recorded at maximum
engine rpm during the Final Run-in.
Check the air box pressure while the engine is
operating at maximum speed and load. This check
may be made by attaching a suitable gage (0-15 psi)
or manometer (15-0-15) to an air box drain or to a
hand hole plate prepared for this purpose. If an air
box drain is used as a source for this check, it must be
clean. The air box pressure should be recorded in
inches of mercury.
Check the crankcase pressure while the engine is
operating at maximum run-in speed. Attach a
manometer, calibrated to read in inches of water, to
the oil level dipstick opening. Normally, crankcase
pressure should decrease during the run-in indicating
that new rings are beginning to "seat-in".
Check the air inlet restriction with a water manometer
connected to a fitting in the air inlet ducting located
2" above the air inlet housing. When practicability
prevents the insertion of a fitting at this point, the
manometer may be connected to a fitting installed in
the 1/4" pipe tapped hole in the engine air inlet
housing. If a hole is not provided, a stock housing
should be drilled, tapped and kept on hand for future
use.
The restriction at this point should be checked at a
specific engine speed. Then, the air cleaner and
ducting should be removed from the air inlet housing
and the engine again operated at the same speed while
noting the manometer reading. The difference between
the two readings, with and without the air cleaner and
ducting, is the actual restriction caused by the air
cleaner and ducting.
Check the normal air intake vacuum at various speeds
(at no-load) and compare the results with the Engine
Operating Conditions in section 13.2. Record these
readings on the Engine Test Report.
Check the exhaust back pressure at the exhaust
manifold companion flange or within one inch of this
location. This check should be made with a mercury
manometer through a tube adaptor installed at the
tapped hole. If the exhaust manifold does not provide
a 1/8" pipe tapped hole, such a hole can be
incorporated by reworking the exhaust manifold.
Install a fitting for a pressure gage or manometer in
this hole. Care should be exercised so that the fitting
does not protrude into the stack. The manometer check
should produce a reading in inches that is below the
Maximum Exhaust Back Pressure for the engine (refer
to Section 13.2).
Refer to the Basic Run-in Horsepower Schedule and
determine the maximum rated brake horsepower and
the full-load speed to be used during the Final Run-in.
Apply the load thus determined to the dynamometer.
When the above conditions have been met, adjust the
maximum no-load speed to conform with that
specified for the particular engine. This speed may be
either higher or lower than the maximum speed used
during the Basic Run-In. This will ordinarily require a
governor adjustment.
All information required in Section "F.", Final Run-in,
of the Engine Test Report should be determined and
filled in. After the prescribed time for the Final Run-
in has elapsed, remove the load from the dynamome-
ter and reduce the engine speed gradually to idle
speed and then stop the engine. The Final Run-In is
complete.
F. INSPECTION AFTER FINAL RUN-IN
After the Final Run-in and before the Engine Test
Report is complete-d, a final inspection must be made.
This inspection will provide final assurance that the
engine is in proper working order. During this
inspection the engine is also made ready for any brief
delay in delivery or installation which may occur. This
is accomplished by rust-proofing the fuel system as
outlined in Section 15.3. Also, a rust inhibitor should
be introduced into the cooling system (refer to
Section 13.3).
October, 1970 SEC. 13.2.1. Page 5
DETROIT DIESEL 53
13.3
DETROIT DIESEL FUEL OIL SPECIFICATIONS
Detroit Diesel designs, develops, and manufacturers
commercial diesel engines to operate on diesel fuels
classified by the A.S.T.M. as Designation D-975 (grades
1-D and 2-D). These grades are very similar to grades
DF-1 and DF-2 of Federal Specification VV-F-800.
Residual fuels and furnace oils, generally, are not con-
sidered satisfactory for Detroit Diesel engines. In some
regions, however, fuel suppliers may distribute one fuel
that is marketed as either diesel fuel (A.S.T.M. D-975)
or domestic heating fuel (A.S.T.M. D-396) sometimes
identified as furnace oil. In this case, the fuel should
be investigated to determine whether the properties
conform with those shown in the FUEL OIL SELEC-
TION CHART, presented in this specification.
The FUEL OIL SELECTION CHART also will serve
as a guide in the selection of the proper fuel for various
applications. The fuels used must be clean, completely
distilled, stable, and non-corrosive. DISTILLATION
RANGE. CETANE NUMBER, and SULFUR CON-
TENT are three of the most important properties of
diesel fuels that must be controlled to insure optimum
combustion and minimum wear. Engine speed, load,
and ambient temperature influence the selection of
fuels with respect to distillation range and cetane
number. The sulfur content of the fuel must be as low
as possible to avoid excessive deposit formation, pre-
mature wear, and to minimize the sulfur dioxide ex-
hausted into the atmosphere.
To assure that the fuel you use meets the required
properties, enlist the aid of a reputable fuel oil supplier.
The responsibility for clean fuel lies with the fuel
supplier as well as the operator.
During cold weather engine operation, the cloud point
(the temperature at which wax crystals begin to form
in diesel fuel) should be 10° F below the lowest ex-
pected fuel temperature to prevent clogging of the
fuel filters by wax crystals.
At temperatures below —20" F, consult an authorized
Detroit Diesel service outlet, since particular attention
must be given to the cooling system, lubricating system,
fuel system, electrical system, and cold weather starting
aids for efficient engine starting and operation.
STATEMENT OF POLICY ON FUELS AND LUBRICANTS
In answer to requests concerning the use of fuel and
lubricating oil additives, the following excerpts have
been taken from a policy statement of General Motors
Corporation:
"// has been and continues to be General Motors
policy to build motor vehicles that will operate
satisfactorily on the commercial fuels and lubri-
cants of good quality regularly provided by the
petroleum industry through retail outlets. It is
accordingly contrary to the policy of General
Motors to recommend the regular and continued
use of supplementary additives in such fuels and
lubricants.
"This policy should not be confused with the fact
that certain supplementary additives may effec-
tively and economically solve specific operating
problems which occasionally arise in some
vehicles. In such instances, supplementary addi-
tives may be developed on the basis of suitable
tests to remedy such problems without otherwise
causing harm to vehicles. These .selected products
are then given official CM part numbers and
made available for use in appropriate service
applications.
"While General Motors Corporation assumes
responsibility for the additives selected bv it to
remedy specific operating problems, it cannot,
of course, accept responsibility for the manv
other additives which are constantly being
marketed. "
Although the stated Corporation policy is self-ex-
planatory, the following is emphasized: Detroit Diesel
does not recommend or support the use 5f any supple-
mentary fuel or lubricant additives. These include
all products marketed as fuel conditioners, smoke
suppressants, masking agents, reodorants, tune-up
compounds, top oils, break-in oils, graphitizers and
friction reducing compounds.
NOTE: The manufacturer's warranty applicable
to Detroit Diesel engines provides in part that
the provisions of such warranty shall not apply
to any engine unit which has been subject to
misuse, negligence or accident. Accordingly,
malfunctions attributable to neglect or failure
to follow the manufacturer's fuel or lubricating
recommendations indicated above may not be
within the coverage of the warranty.
FUEL OIL SELECTION CHART
Typical
Application
General Fuel
Classification
Final
Boiling
Point
Cetane
No.
Sulfur
Content
(Max)
lMin>
(Max)
All Other
Applications
Winter No. 2-D
Summer No. 2-D
675° F
675" F
45
40
0.50%
0.50%
NOTE: When prolonged idling periods or cold weather
conditions below 32° F are encountered, the
use of lighter distillate fuels may be more
practical. The same consideration must be
made when operating at altitudes above 5,000 ft.
April, 1974 SEC. 13.3 Page 1
DETROIT DIESEL LUBRICATING OIL SPECIFICATIONS
OIL QUALITY
OIL QUALITY is (he responsibility of the oil supplier. (The u-rni oil supplier
is applicable to refiners, blenders, and rebrunders of petroleum products. anJ
does not include distributors of such produel.s).
There iire hundreds uf coinnierciiil eninkcase oils markcied today. Obviously,
engine manufacturers or users eanmii completely evaluate the numerous
commercial oils. The .selection of a suitable lubricant in consultation with 11
reliable oil supplier, observance of his oil drain recommendations (based on
used oil sample analysis and expcriencel and proper filter maintenance, will
provide ihe best assurance of satisfactory oil performance. i'
Detroit Diesel luhricunl recommendations are based on general experience
with current lubricants of vtirious types und tiive considennion to the commer-
cial lubricants presently availahle.
RECOMMENDATION
Del roil Diesel enyines have given optimum performance and experienced the
longest service life with (he following oil performance levels having the iish
anil zinc limits shown:
Former Military and
Commercial Lube
l.lcnllficalion
New API
Utter Code
Service Classification
SAE Crude t
MIL-L-2HMII NM MS
Supplement 1
cc sc
CB
.10 or -11)
.TO or ml
t SAE .10 and -40 grades have both performed satisfactorily in Detroit Diesel
engines. Obviously, ihe expected ambient lernperature.s and engine crank-
ing cnpahility must be considered by the engine owner 'opera tor when select-
ing the proper grade of nil.
The sLilfuied ash limit (A.S.T.M. D-H7-11 of the above lubricants shall not ex-
ceed UHXV'.i by weight, except lubricants that contain only barium detergent-
dispersunt salts where 1.500% by weight is allowed. The majority of lubricants
marketed under ihe performance levels shown above have a siiffated ash con-
lent between 0.55 lo O.M5".. hy weight.
ZINC CONTENT
The zinc ^content, a.s zinc diorgiinodithiophosphale
(U)7"., hy weight.
shall be a minimum of
RECOMMENDATIONS REGARDING THE USE OF CURRENT OIL
PERFORMANCE LEVEL PRODUCTS MEETING PRESENT
MILITARY LUBRICANT SPECIFICATIONS
The petrnleum industry is currently marketing engine crankcase oils that may
he identified as follows:
Mililor.v or
Commercial
Identification
API teller
Code Service
Classification
Comment on
Application
und Performance
MIL-L-2HMC
CD/SC
Supersedes MIL-L-45IWU
(Series .1) intended for
diesel service.
MIU.--Uil.s2
CC-SE
Supersedes M1L-L-2UMU
intended for gasoline
Universal
Numerous
Meets ihe performance
criteria of till industry
iiecepitJ tests and all
current military specifications
including M1L-L-2104C and
MIL-l.-4ftl.S2.
Detroit Diesel docs not h«i\e sufficient experience \\iib any of the above de-
scribed lubricants tu recommend their use. Some oil suppliers have reported
satisfactory performance of the above identified products marketed bv them.
If an owner-operator intends to use any of the above described products, it
is recommended lieobtuin evidence from the oil supplier that the lubricant has
performed satisfactorily in Detroit Diesel engines. The above products may he
sati.sfactor.\ for use in Detroit Diesel engines under the following conditions:
1. The sulfated ash lA.S.T.M. D-N7-1) limit of the above lubricants -shall not
exceed 1 .000".. h\ weight, except lubricants that contain only barium
detergeni-dispersant salts where 1.5(K)".. by weight ib allowed.
2. The /inc content, as /me diorganodithiophosphnic. shall he a minimum nf
0.07".. b\ weight
X Sufficient evidence ut siUisdveiovv performance in Detroit Diesel engines
has heen provided to Detroit Diesel and or the customer.
LUBRICANTS NOT RECOMMENDED
The following lubricants ure NOT recommended because of a history of pour
performance in Detroit Diesel engines:
Military or
Commercial
Identification
API Letter
Code Service
Classification
Comment
on
Performance
MIU-L-2UMBM%H MS
CC/SD
Excessive ash
deposits formed
MIL-L-4.MWB
lScries.ll
CD
Excessive ash
deposits formed
Multitude oils
Numerous
History of poor
perforhiancc in
most heavy duly
diesel engines
COLD WEATHER OPERATION
Cold weather starting will be facilitated \\hen immersion type electrical coolant
heaters eun he used. Other practical considerations, such us the use of bat-
teries, cables and connectors of adequate size, generators or alternators of
ample capacity, proper setting of volume regulators, ether starting niils. oil and
coolant heater systems, and proper fuel selection will accomplish starling wilh
the use of SAE 30 or SAE 41) oils. For complete cold weather starting informa-
tion, consult an authori/ed Detroit Diesel .service outlet. Ask for Engineering
Bulletin No. 3K entitled: "Cold Weather Operation"
NORTH SLOPE & OTHER EXTREME SUB-ZERO
OPERATIONS
Some new special jiretic lubricants have recently been developed for Military
use in extremely cold climates. The oils that have shown best cold temperature
performance may he described as multigrade.s having a synthetic base stock
and low volatility characteristics. At this time a new MiMtiiry arctic oil specifi-
cation is being developed. The good oil performers have passed the oil per-
formance criteria defined in (tentative! Federal Test Method .^4 of Federal
Test Standard 741. The lubricants may he used where continuous sub-zero
temperatures preMiil and where engines are shut down for periods longer than
eight |N) hours. These are not comparable to the performance of SAE M or 40
oils at operating conditions and should be considered only us a last resort when
engine crank ing is a severe problem and auxiliary healing aids are not uvuilahle.
OIL CHANGES
The oil change period is dependent on the operating conditions (e.g. load
factor, etc.) of an engine that will vary with the numerous service applications.
It is recommended thai new engines he started wilh 150 hour oil change
responds to approximately 4, MX) miles.
Solvents should not he used as flushing oils in running engines. Dilution of
ihe fresh refill oil supply c;m occur, which may he detrimental.
Full flow oil filtration systems have been used in Detroit Diesel engines since
they have been manufactured. For the best results, the oil filter element should
he replaced each time the oil is chinned.
NEW ENGINE Oil CLASSIFICATION SYSTEM
A relatively new eii«ine oil classification system has been introduced to
industry that describes the criteria required lo meet euch performance level.
A simplified cross-reference of oil anil currcnl commercial anil military speci-
fications is shown helovj.
CROSS-REFERENCE OF LUBE OIL CLASSIFICATION SYSTEMS
API
lode
Letters
CA
CU
CC
CD
SA
SB
SC
SD
SE
Comparable Military or Commercial Industry Spec.
M1L-L-2UMA
Supplement I
MIL-L-2UWB (sec Note 1 below,
M1L-L-15199B (Series .1)
M1L-L-4MS2 (supersedes MIL-L-2104B for Military only)
MIL-L-2KHC (supersedes MIL-L-ISI^B for Military only)
none
none
l%4 MS oils — Auto passenger car
1%8 MS oils — Auto passenger car
1472 MS oils — Auto passenger car
NOT!: I: MIL-L-2IU4I3 Lubricants are currently marketed and readily avail-
for Military
• for Commercial use. MIL-L-2104B oils are obsolete fo
service appl tcallon s tin I y .
t Oil performance meets or exceeds that of CC and SE oils.
• Oil performance meets or exceeds that of CD and SC oils.
For complete descriptions, consult the following publications;
1. Society of Automotive Engineers tSAEi Technical Report J-lK."\a
2. Federal Test Method Standard 7Yla.
PUBLICATION AVAILABLE
SHOWING COMMERCIAL "BRAND" NAME LUBRICANTS
A Usi of "hrimd" mime lubricants distributed hy the majority of worldwide oil
suppliers can be purchased from the Engine Manufacturers Association (EM A).
The publication is titled/'EMA Lubricating Oils Data Book for Heavy Duly
Automotive and Industrial Engines." The publication shows the brand names,
oil performance levels, viscosity grades, and sulfated ash contents of most
"brands" marketed.
ENGINE MANUFACTURERS ASSOCIATION
in EAST WACKER DRIVE
CHICAGO. ILLINOIS WttOI
UtIKUII DIESEL 53
Fuel, Oil and Coolant Specifications 13.3
ENGINE COOLANT
Engine coolant is considered as any solution which is
circulated through the engine to provide the means for
heat transfer from the various engine components. In
general, water containing various materials in solution
is used for this purpose.
The function of the coolant is basic in the design and
the successful operation of the engine and must be
carefully selected and properly maintained.
COOLANT REQUIREMENTS
A suitable coolant solution must meet the following
five basic requirements:
1. Provide for adequate heat transfer.
2. Provide a corrosion resistant environment within the
cooling system.
3. Prevent formation of scale or sludge deposits in the
cooling system.
4. Be compatible with the cooling system hose and seal
materials.
5. Provide adequate freeze protection during cold
weather operation.
Normally requirements 1 through 4 are satisfied by
combining a suitable water with reliable inhibitors.
When operating conditions dictate the need for freeze
protection, a solution of suitable water and an ethylene
glycol type antifreeze containing adequate inhibitors
will provide a satisfactory coolant.
WATER
Any water, whether of drinking quality or not, will
produce a corrosive environment in the cooling system.
Also, scale deposits may form on the internal surfaces
of the cooling system due to the mineral content of the
water. Therefore, water selected as a coolant must be
properly treated with inhibitors to control corrosion
and scale deposition.
To determine if a particular water is suitable for use
as a coolant when properly inhibited, the following
characteristics must be considered. The concentration
of (1) chlorides, (2) sulfates, (3) total hardness and (4)
dissolved solids. These materials are objectionable for
a number of reasons: chlorides and/or sulfates will
accelerate corrosion, while hardness (percentage of
magnesium and calcium present) will cause deposits of
scale. Total dissolved solids may cause scale deposits,
sludge deposits, corrosion or a combination of these.
Chlorides, sulfates, magnesium and calcium are
among but not necessarily all the materials which
make up dissolved solids. Water, within the limits
specified in Tables 1 and 2, Figure A, is satisfactory
as an engine coolant when proper inhibitors are
added.
CORROSION INHIBITORS
A corrosion inhibitor is a water soluble chemical
compound which protects the metallic surfaces of the
cooling system against corrosive attack. Some of the
more commonly used corrosion inhibitors are chro-
mates, borates, nitrates, nitrites and soluble oil.
Depletion of all types of inhibitors occur through
normal operation and therefore strength levels must
be maintained by the addition of inhibitors at
prescribed intervals.
CHROMATES: Sodium chromate and potassium
dichromate are two of the more commonly used water
system corrosion inhibitors. However, the restrictive
use of these materials, due to ecology considerations,
has de-emphasized their use in favor of non-
chromates. Care should be exercised in handling these
materials due to their toxic nature.
Chromate inhibitors must not be used in ethylene
glycol antifreeze solutions. Chromium hydroxide,
commonly called "green slime", can result from the
use of chromate inhibitors with permanent type
antifreeze. This material deposits on the cooling
system passages, reducing the heat transfer rate, and
will result in engine overheating. Engines which have
operated with a chromate inhibited water must be
chemically cleaned before the addition of eihylene
glycol type antifreeze. A commercial heavy duty de-
sealer should be used in accordance with the
manufacturer's recommendation for this purpose.
SOLUBLE OIL: Soluble oil has been used as a
corrosion inhibitor for many years. It has, however,
required very close attention relative to the concentra-
tion level due to adverse effects on heat transfer if the
concentration exceeds 1% by volume. For example:
1-1/4% of soluble oil in the cooling system increases
fire deck temperatures 6% and a 2-1/2% concentration
raises fire deck temperature up to 15%. Soluble oil
must not be used as a corrosion inhibitor.
NON-CHROMATES: Non-chromate inhibitors (bo-
rates, nitrates, nitrites, etc.) provide corrosion
April, 1974 SEC. 13.3 Page 3
1 3.3 Fuel, Oil and Coolant Specifications
DETROIT DIESEL 53
TABLE 1
Chlorides (Maximum)
Sulfates (Maximum)
Total Dissolved Solids (Maximum)
Total Hardness (Maximum)
PARTS PER
MILLION
40
100
340
170
GRAINS PER
GALLON
2.5
5.8
20
10
Refer to Table 2 for evaluation of water intended for use in a coolant solution.
TABLE 2
Determine The Concentrations
Of Chlorides, Sulfates, And
Total Dissolved Solids
In The Water
_L
Chlorides Under 40 ppm,
And
Sulfates Under 100 ppm,
And
Total Dissolved Solids
Under 340 ppm.
Determine Total
Hardness Of The Water
Total Hardness
Over 170 ppm
Water Suitable For
Use In Coolant
Plus Inhibitors
Figure A
J_
Chlorides Over 40 ppm,
Or
Sulfates Over 100 ppm,
Or
Total Dissolved Solids
Over 340 ppm.
Distill, De-mineralize,
Or De-ionize The Water
Water Suitable For
Use in Coolant
Plus Inhibitors
protection in the cooling system with the basic
advantage that they can be used with either water or a
water and ethylene glycol solution.
INHIBITOR SYSTEMS
i is considered as a combination of
chemical compounds which provide corrosion protec-
tion, pH control and water softening ability. Corrosion
protection has been discussed earlier under the section
on Corrosion Inhibitors. The pH control is used to
maintain an acid free solution. The water softening
ability deters formation of mineral deposits. Inhibitor
systems are available in various forms such as coolant
DtlKOIT DIESEL 53
Fuel, Oil and Coolant Specifications 13.3
COOLANT INHIBITOR CHART
Inhibitor or
Inhibitor System
Corrosion
Inhibitor
Type
Complete
Inhibitor
System
Inhibitor Compatability
Ethylene
Glycol Base
Water Antifreeze
Sodium chromate
*Chromate
No
Yes No
Potassium dichromate
*Chromate
No
Yes No
Perry filter elements
5020 (Type OS)
S-453 (Spin on)
5030 (Type OS)
S-331 (Spin on)
5070 (Type OS)
S-473 (Spin on)
Lenroc filter element
Fleetguard filter elements
DCA (Canister)
DCA (Spin on)
AC Filter elements
DCA (Canister)
DCA (Spin on)
*Chromate Yes
*Chromate Yes
@Non-chromate Yes
@Non-chromate Yes
#Non-chromate Yes
# Non-chromate Yes
Non-chromate Yes
Non-chromate Yes
Non-chromate Yes
Non-chromate Yes
Non-chromate Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Luber-Finer filter elements
LW-4739 (Canister)
LFW-4744 (Spin on)
Non-chromate
Non-chromate
Yes
Yes
Yes
Yes
Yes
Yes
Nalcool 2000 (Liquid)
Non-chromate
Yes
Yes
Yes
Liquid Perry (LP-20)
Non-chromate
Yes
Yes
Yes
Lubercool (Liquid)
Non-chromate
Yes
Yes
Yes
@Note 1 • Perry "Year Around" formula.
# Note 2 - Perry "Universal" formula.
Figure B
filter elements, liquid and dry bulk inhibitor additives
and as an integral part of permanent antifreeze.
COOLANT FILTER ELEMENTS: Replaceable ele-
ments are available with various chemical inhibitor
systems. Care should be used in the selection of
elements relative to inhibitor compatibility with
coolant solutions shown in Figure B.
Problems have developed from the use of the
magnesium lower support plate used by some
manufacturers in their coolant filters. The magnesium
plate will be attacked by solutions which will not be
detrimental to other metals in the cooling system. The
dissolved magnesium will be deposited in the hottest
zones of the engine where heat transfer is most critical
(Figure C). The use of aluminum or zinc in preference
to magnesium is recommended to eliminate this type
of deposit.
April, 1974 SEC. 13.3 Page 5
ruel, vJii and Coolant specmcations
UCIKVJII UICOCL JO
A
«AT TRANSFER CAPACITY
•—I"-*.
CAST
IRON
CAST
IRON
1/16"
MINERAL DEPOSIT 5633
1" CAST IRON PLUS 1/16" MINERAL DEPOSIT =
4 1 /4" CAST IRON IN HEAT TRANSFERAWLITY
Figure C
A high chloride coolant will have a detrimental effect
on the water softening capabilities of systems using
ion-exchange resins. Accumulations- of calcium and
magnesium ions removed from the coolant and held
captive by the zeolite resin can be released into the
coolant by a regenerative process caused by high
chloride content solutions.
BULK INHIBITOR ADDITIVES: Commercially pack-
aged inhibitor systems are available which can be
added directly to the engine coolant or to bulk storage
tanks containing coolant solution. Both chromate and
non-chromate systems are available and care should
be taken regarding inhibitor compatability with other
coolant constituents (Figure B).
A non-chromate inhibitor system is recommended for
use in Detroit Diesel engines. The non-chromate
systems can be used with either water or ethylene
glycol antifreeze solutions and provide corrosion
protection, pH control and water softening. Some of
the approved non-chromate inhibitor systems offer the
additional advantage of a simple on site test to
determine protection level.
ANTIFREEZE
When freeze protection is required, an ethylene glycol
ha«p n<»riT>ir»Q«t „»•:«•--- "^"uld be used. An
*vpe of antifreeze
d on initial fill
i of 30% by
"*% concentra-
i protection.
/
^
J.lft
*"
^«
,-•1
0^
300
KB
—
•— *
•coo
ANT
PMD
NO.
.
T
1
,,,ANI
n*M
V
in q
*
JNCB
4TRAT
ON
r
-"
n
r n
OPO
M.
i
T 130
••1
O1W
9PO
NTS
U
ft MM
I
("ft AA
40
40
WA 1
MU'
30
**J
^i
CO)
. RAI
<«NI
MM
•ATO
10471
IN
k - -
o
^
k^
—30
S
k
y
N
f
\
/
1
V
/
— oo
t,
^ i
-100
0
A
1
KIWI
9 a
ma
B a
COM
9 41
aw*
9 *
AHOM
9 «
(«
) J"
IV VI
0 M
jmnn
> M
1
> 10
563
0
Figure D
Concentrations over 67% adversely affect
protection and heat transfer rates (Figure D).
freeze
Inhibitor depletion will occur in ethylene glycol base
antifreeze through normal service. The inhibitors must
be replenished at approximately 500 hour or 20,000
mile intervals with a non-chromate inhibitor system.
Commercially available inhibitor systems (Fig. B)
may be used to re-inhibit antifreeze solutions.
Several brands of permanent antifreeze are available
with sealer additives. The specific type of sealers vary
with the manufacturer. Antifreeze with sealer
additives is not recommended for use in Detroit Diesel
engines due to plugging problems throughout various
areas of the cooling system.
UtIKUII UltitL
l-uel, Uil and Coolant opecmcanons
COOLANT RECOMMENDATIONS
1. Always use a properly inhibited coolant.
2. If freeze protection is required, always use ethylene
glycol antifreeze.
3. Re-inhibit antifreeze with a non-chromate inhibitor
system.
4. Always follow the manufacturer's recommendations
on inhibitor usage and handling.
5. Do not use soluble oil.
6. Chromate inhibitors should never be used with
permanent antifreeze.
7. Sealer type antifreeze should not be used.
8. Maintain prescribed inhibitor strength.
April, 1974 SEC. 13.3 Page 7
DETROIT DIESEL 53
SECTION 14
ENGINE TUNE-UP
CONTENTS
Engine Tune-Up Procedures 14
Exhaust Valve Clearance Adjustment 14.1
Timing Fuel Injector 14.2
Limiting Speed Mechanical Governor and Injector Rack Control Adjustment:
(In- Line Engine) 14.3.1
ENGINE TUNE-UP PROCEDURES
There is no scheduled interval for performing an
engine tune-up. As long as the engine performance is
satisfactory, no tune-up should be needed. Minor
adjustments in the valve and injector operating
mechanisms, governor, etc. should only be required
periodically to compensate for normal wear on parts.
I
July, 1972 SEC. 14 Page 1
14 Engine Tune-Up
DETROIT DIESEL 53
Normally, when performing a tune-up on an engine in
service, it is only necessary to check the various
adjustments for a possible change in the settings.
However, if the cylinder head, governor, or injectors
have been replaced or overhaule.d, then certain
preliminary adjustments are required before the
engine is started.
The preliminary adjustments consist of the first four
items in the tune-up sequence. The procedures are the
same except that the valve clearance is greater for a
cold engine.
3. Adjust the governor gap.
4. Position the injector rack control levers.
5. Adjust the maximum no-load speed.
6. Adjust the idle speed.
7. Adjust the buffer screw.
NOTE: Use new valve rocker cover gasket(s)
after each tune-up,
To tune-up an engine completely, all of the
adjustments are made by following the applicable
tune-up sequence given below after the engine has
reached the normal operating temperature. Since the
adjustments are normally-made while the engine is
stopped, it may be necessary to run the engine
between adjustments to maintain normal operating
temperature.
Tune- Up Sequence for Mechanical Governor
1. Adjust the exhaust valve clearance.
2. Time the fuel injectors.
Page 2
DETROIT DIESEL 53
14.1
EXHAUST VALVE CLEARANCE ADJUSTMENT
The correct exhaust valve clearance at normal engine
operating temperature is important for smooth,
efficient operation of the engine.
Insufficient valve clearance can result in loss of
compression, misfiring cylinders and, eventually,
burned valve seats and valve seat inserts. Excessive
valve clearance will result in noisy operation,
especially in the low speed range.
Whenever the cylinder head is overhauled, the exhaust
valves are reconditioned or replaced, or the valve
operating mechanism is replaced or disturbed in any
way, the valve clearance must first be adjusted to the
cold setting to allow for normal expansion of the
engine parts during the engine warm-up period. This
will ensure a valve setting that is close enough to the
specified clearance to prevent damage to the valves
when the engine is started.
March, 1973 SEC. 14.1 Page 1
14.1
DETROIT DIESEL 53
ENGINES WITH FOUR VALVE CYLINDER HEADS
Fig. 2 • Adjusting Valve Clearance (Four Valve
Head)
Ail of the exhaust valves may be adjusted in firing
order sequence during one full revolution of the
crankshaft. Refer to the General Specifications at the
front of the manual for the engine firing order.
Exhaust Valve Clearance Adjustment (Cold
Engine)
1. Remove the loose dirt from the valve rocker cover
and remove the cover.
2. Place the governor speed control lever in the idle
speed position. If a stop lever is provided, secure it in
the stop position.
3. Rotate the crankshaft, manually or with the starting
motor, until the injector follower is fully depressed on
the particular cylinder to be adjusted.
CAUTION: If a wrench is used on the crankshaft
bolt at the front of the engine, do not turn the
crankshaft in a left-hand direction of rotation
or the bolt may be loosened.
4. Loosen the exhaust valv-, rocker arm push rod lock
nut.
5. Place a .027 " feeler gage, J 9708, between the end
of one exhaust valve stem and the rocker arm bridgje
(Fig. 2). Adjust the push rod to obtain a smooth pujll
on the feeler gage.
6. Remove the feeler gage. Hold the push rod with a
5/16 " wrench and tighten the lock nut with a 1/2 "
wrench.
7. Recheck the clearance. At this time, if the
adjustment is correct, the .025 " gage will pass freely
between the end of one valve stem and the rocker arm
bridge and the .027 " gage will not pass through.
Readjust the push rod, if necessary.
8. Adjust and check the remaining exhaust valves in
the same manner as above.
Exhaust Valve Clearance Adjustment (Hot
Engine)
Maintaining normal engine operating temperature is
particularly important when making the final exhaust
valve clearance adjustment. If the engine is allowed to
cool before setting any of the valves, the clearance,
when running at full load, may become insufficient.
1. With the engine at normal operating temperature
(160°-185U F.), recheck the exhaust valve clearance
with feeler gage J 9708. At this time, if the valve
clearance is correct, the .023 " gage will pass freely
between (he end of one valve stem and the rocker arm
bridge and the .025 " feeler gage will not pass
through. Readjust the push rod, if necessary.
2. After the exhaust valve clearance has been adjusted,
check the fuel injector timing (Section 14.2).
Page 2
DETROIT DIESEL 53
14.2
FUEL INJECTOR TIMING
Fig. 1 - Timing Fuel Injector
To time an injector properly, the injector follower
must be adjusted to a definite height in relation to the
injector body.
All of the injectors can be timed in firing order
sequence during one full revolution of the crankshaft.
Refer to the General Specif cations at the front of the
manual for the engine firing order.
Time Fuel Injector
After the exhaust valve clearance has been adjusted
(Section 14.1), time the fuel injectors as follows:
1. Place the governor speed control lever in the idle
speed position. If a stop lever is provided, secure it in
the stop position.
2. Rotate the crankshaft, manually or with the starting
motor, until the exhaust valves are fully depressed on
the particular cylinder to be timed.
CAUTION: If a wrench is used on the crankshaft
Injector
N4S
Timing
Dimension
1.460
Timing
Gage
J 1853
INJECTOR TIMING GAGE CHART
bolt at the front of the engine, do not turn the
crankshaft in a left-hand direction of rotation
or the bolt may be loosened.
3. Place the small end of the injector timing gage
(refer to the chart for the correct timing gage) in the
hole provided in the top of the injector body, with the
flat of the gage toward the injector follower (Fig. 1).
4. Loosen the injector rocker arm push rod lock nut.
5. Turn the push rod and adjust the injector rocker
arm until the extended part of the gage will just pass
over the top of the injector follower.
6. Hold the push rod and tighten the lock nut. Check
the adjustment and, if necessary, readjust the push
rod.
7. Time the remaining injectors in the same manner as
outlined above.
8. If no further engine tune-up is required, install the
valve rocker cover, using a new gasket.
March, 1973 SEC. 14.2 Page 1
DETROIT DIESEL 53
14.3.1
LIMITING SPEED MECHANICAL GOVERNOR AND
INJECTOR RACK CONTROL ADJUSTMENT
IN-LINE ENGINE
After adjusting the exhaust valves and timing the fuel
injectors, adjust the governor and position the injector
rack control levers.
NOTE: Loosen the load limit lever for the load
limiting device, if the engine is so equipped,
before proceeding with the governor
adjustment.
Adjust Governor Gap
With the engine stopped and at operating tempera-
ture, adjust the governor gap as follows:
1. Remove the high speed spring retainer cover.
2. Back out the buffer screw until it extends 5/8"
beyond the governor housing.
3. Clean and remove the valve rocker cover.
4. Start the engine and adjust the idle speed screw
(Fig. 5) to obtain an idle speed of 500-600 rpm.
NOTE: The recommended idle speed is 500-600
rpm, but may vary with special engine
applications.
5. Stop the engine and remove the governor cover.
6. Start the engine and control the speed manually by
operating the injector control tube lever. The engine
speed should be between 800 and 1000 rpm.
CAUTION: Do not overspeed the engine.
7. Check the gap between the low speed spring cap
and the high speed spring plunger with a .0015"
feeler gage. If the gap setting is incorrect, reset the
gap adjusting screw (Fig. 1). If the setting is correct,
the .0015" movement can be seen by placing a few
drops of oil into the governor gap and pressing a
screw driver against the gap adjusting screw.
Movement of the cap toward the plunger will force the
oil from the gap in the form of a small bead.
8. Hold the gap adjusting screw and tighten the lock
nut.
9. Recheck the gap and readjust if necessary.
Hig. 1 • Adjusting Governor Uap
10. Install the governor cover. The governor cover
should be placed on the housing with the pin of the
speed control lever projecting into the slot of the
differential lever.
1 1. Install the screws and lock washers finger tight. Pull
the cover away from the engine and lighten the
screws. This step will properly locate the cover on the
governor housing.
Position Injector Rack Control Levers
The position of the injector racks must be correctly set
in relation to the governor. Their position determines
the amount of fuel injected into each cylinder and
ensures equal distribution of the load.
Adjust the rear injector rack control lever first to
establish a guide for adjusting the remaining injector
rack control levers.
1. Disconnect any linkage attached to the speed control
lever.
2. Loosen all of the inner and outer injector rack
control lever adjusting screws (Fig. 2). Be sure all of
the levers are free on the injector control tube.
3. Move the speed control lever to the full-fuel
May, 1971 SEC. 14.3.1 Page 1
r
14.3.1 Limiting Speed Governor
DETROIT DIESEL 53
Fig. 2 • Positioning the Rear Injector Rack
Control Lever
position. Turn the inner adjusting screw down on the
rear injector rack control lever until a step-up in effort
is noted. This will place the rear injector rack in the
full-fuel position. Turn down the outer adjusting screw
until it bottoms lightly on the injector control tube.
Then alternately lighten both the inner and outer
adjusting screws. This should result in placing the
governor linkage and control tube assembly in the
same positions that they will attain while the engine is
running at full-load.
4. To be sure of proper rack adjustment, hold the
speed control lever in the full-fuel position. Press down
on the injector rack coupling causing the coupling to
rotate.
NOTE: This coupling is on the end of the
injector rack and fits around the ball end of the
rack control lever.
The setting is sufficiently tight if the coupling returns
:o its original position. If the coupling does not return
ID its original position, ii is too loose. To correct, back
Dff the outer adjusting screw slightly and tighten ihe
inner adjusting screw.
The coupling is too tight if, when moving the speed
:ontrol lever from the idle to the maximum speed
position, the injector rack coupling becomes tight
before the speed control lever reaches the end of its
travel (stop under the governor cover). This will result
in a step-up in effort to move the speed control lever to
its maximum speed position and a deflection in the
fuel rod (fuel rod deflection can be seen at the bend).
If the coupling is found to be too tight, back off the
inner adjusting screw slightly and tighten the outer
adjusting screw.
5. Manually hold the rear injector rack control lever in
the full-fuel position. Turn down the inner adjusting
screw on the injector rack control lever of the adjacent
injector until the injector rack has moved into the full-
fuel position and the inner adjusting screw is bottomed
on the injector control tube. Turn the outer adjusting
screw down until it bottoms lightly on the injector
control tube. Then alternately tighten both the inner
and outer adjusting screws.
NOTE: Overtightening of the injector rack
control lever adjusting screws during installa-
tion or adjustment can result in damage to the
injector control tube. The recommended torque
of the adjusting screws is 24-36 in-lhs.
6. Recheck the rear injector rack to be sure that it has
remained snug on the ball end of the injector rack
control lever while adjusting the adjacent injector. If
the rack of the rear injector has become loose, back off
the inner adjusting screw slightly on the adjacent
injector rack control lever. Tighten the outer adjusting
screw. When the settings are correct, the racks of both
injectors must be snug on the ball end of their
respective rack control levers.
7. Position the remaining rack control levers as
outlined in Steps 5 and 6.
Adjust Maximum No-Load Engine Speed
All governors are properly adjusted before leaving the
factory. However, if the governor has been recondi-
tioned or replaced, and to ensure the engine speed will
not exceed the recommended no-load speed as given
on the engine name plate, the maximum no-load speed
may be set as follows:
TYPE A GOVERNOR SPRINGS (Fig. 4):
1. Loosen the lock nut (Fig. 3) and back off the high
speed spring retainer approximately five turns.
2. With the engine at operating temperature and no-
load on the engine, place the speed control lever in the
full-fuel position. Turn the high speed spring retainer
IN until the engine is operating at the recommended
no-load speed.
The best method of determining the engine speed is
with an accurate tachometer.
f
W^^^"'
Page 2
DETROIT DIESEL 53
Limiting Speed Governor 14.3.1
3. Hold the high speed spring retainer and tighten the
lock nut.
GAP ADJUSTING
SCREW
HIGH SPEED IDLE SPEED
SPRING RETAINER ADJUSTING SCREW
Fig. 4 • Governor Spring Assemblies
Fig. 3 • Adjusting Maximum No-Load Engine
Speed
Adjust Idle Speed
With the maximum no-load speed properly adjusted,
the idle speed may be adjusted as follows:
1. With the engine running at normal operating
temperature and with the buffer screw backed out to
avoid contact wilh the differential lever, turn the idle
speed adjusting screw (Fig. 5) until the engine idles at
the recommended idle speed.
The recommended idle speed is 500-600 rpm, but may
vary with the particular engine application.
2. Hold the idle speed adjusting screw and tighten the
lock nut.
3. Install the high speed spring cover and tighten the
two bolts.
Adjust Buffer Screw
With the idle speed properly set, adjust the buffer
screw as follows:
I. With the engine running at normal operating
May, 1 97 1 SEC. 14.3.1 Page 3
14.3.1 Limiting Speed Governor
DETROIT DIESEL 53
r
i
f
L
1
&
i
s
r
from the maximum speed
^M* **•<»**•
increase is less than 25 rpm.
3. Hold the buffer screw and tighten the lock nut.
Fig. 5 - Adjusting Engine Idle Speed
i« eHmina.es eng.ne
roll.
- Do not increase the engine idle speed
than! 5 rprn with the buffer screw.
2. Recheck the maximum no-load speed. If it has
Fig. 6 - Adjusting the Buffer Screw
DETROIT DIESEL 53
15
SECTION 15
PREVENTIVE MAINTENANCE - TROUBLE SHOOTING
STORAGE
CONTENTS
Lubrication and Preventive Maintenance..
Trouble Shooting
Storage
15.1
15.2
15.3
I
March, 1973 SEC. 15 Page 1
DETROIT DIESEL 53
15.1
LUBRICATION AND PREVENTIVi MAINTENANCE
To obtain the best performance and long life from a Detroit Diesel
engine, the Operator must adhere to the following schedule and
instructions on lubrication and preventive maintenance.
The daily instructions pertain to routine or daily starting of an
engine and not to a new engine or one that has not been operated for
a considerable period of time. For new or stored engines, carry out
the instructions given under Preparation for Starting Engine First
Time under Operating Instructions in Section 13.
The time intervals given in the chart on the following page are actual
operating hours or miles of an engine. If the lubricating oil is
drained immediately after an engine has been run for some time,
most of the sediment will be in suspension and, therefore, will drain
readily.
April, 1974 SEC. 15.1 Pag* 1
15.1 Preventive Maintenance
DETROIT DIESEL 53
LUBRICATION AND PREVENTIVE
MAINTENANCE CHART Hours
Hem Operation
Time Interval
8
50
100
200
300
500
1,000
2,000
Daily
1 . Engine Oil
X
2. Oil Filter*
3. Coolant and Filter
X
X
X
4. Hoses
X
5. Radiator
X
7. Raw Water Pump
X
8. Fuel Tank
X
X
9. Fuel Strainer and Filter
X
10. Air Cleaner
X
X
1 1 . Air Box Drains
X
X
12. Ventilating System
X
13. Blower Screen
»
X
14. Storting Motor*
15. Battery-Charging Generator
X
X
X
X
16. Battery
X
19. Engine Tune-Up*
20. Drive Belts
X
22. Fan Hub Bearings*
23. Shut-Down System
X
'See items on following pages
Page 2
DETROIT DIESEL 53
Preventive Maintenance 15.1
Item 1
Check the oil level daily before starting the engine.
Add oil, if necessary, to bring it to the proper level on
the dipstick.
Select the proper grade of oil in accordance with the
instructions in the Lubricating Oil Specifications in
Section 13.3.
It is recommended that new engines be started with
100 hour oil change periods. For highway vehicles, this
corresponds to approximately 3,000 miles, and for city-
service vehicles approximately 1,000-2,000 miles. The
drain interval may then be gradually increased, or
decreased, following the recommendations of an
independent oil analysis laboratory or the oil supplier
(based upon the oil sample analysis) until the most
practical oil change period has been established.
Item 2
Change the engine oil filter elements and gaskets each
time the engine oil is changed. Any deviation, such as
changing filters every other oil change, should be
based on a laboratory analysis of the drained oil and
used filter elements to determine if such practice is
practical for proper protection of the engine. Make a
Items 1 and 2
Items 3 and 4
visual check of all lubricating oil lines for wear and
charing. If any indication of wear is evident, replace
the oil lines and correct the cause.
When the engine is equipped with a turbocharger, pre-
lubricate it as outlined under Install Turbocharger in
Section 3.5.
If the engine is equipped with a governor oil filter,
change the element every 1,000 hours.
Item 3
Check the coolant level daily and maintain it near the
top of the heat exchanger tank or the radiator upper
tank.
Clean the cooling system every 1,000 hours or 30,000
miles using a good radiator cleaning compound in
accordance with the instructions on the container.
After the cleaning operation, rinse the cooling system
thoroughly with fresh water. Then fill the system with
soft water, adding a good grade of rust inhibitor or a
high boiling point type antifreeze (refer to Engine
Coolant in Section 13.3). With the use of a proper
antifreeze or rust inhibitor, this interval may be
lengthened until, normally, this cleaning is done only
in the spring or fall. The length of this interval will,
however, depend upon an inspection for rust or other
April, 1974 SEC. 15.1 Page 3
15.1 Preventive Maintenance
DETROIT DIESEL 53
deposits on the internal walls of the cooling system.
When a thorough cleaning of the cooling system is
required, it should be reverse-flushed.
If the cooling system is protected by a coolant filter
and conditioner, the filter element should be changed
every 500 hours or 15,000 miles.
Item 5
Inspect the exterior of the radiator core every 1,000
hours or 30,000 miles and, if necessary, clean it with a
quality grease solvent such as Oleum and dry it with
compressed air. Do not use fuel oil, kerosene or
gasoline. It may be necessary to clean the radiator
more frequently if the engine is being operated in
extremely dusty or dirty areas.
Item 4
Inspect all of the cooling system hoses at least once
every 500 hours or 15,000 miles for signs of
deterioration. Replace the hoses if necessary.
Item 5
Item 7
Check the prime on the raw water pump; the engine
should not be operated with a dry pump. Prime the
pump, if necessary, by removing the pipe plug
provided in the pump inlet elbow and adding water.
Reinstall the plug.
Item 7
DETROIT DIESEL 53
Preventive Maintenance 15.1
Item 8
Keep the fuel tank filled to reduce condensation to a
minimum. Select the proper grade of fuel in
accordance with the Diesel Fuel Oil Specifications in
Section 13.3. Open the drain at the bottom of the fuel
tank every 500 hours or 15,000 miles to drain off any
water or sediment.
Item 9
Install new elements every 300 hours or 9,000 miles or
when plugging is indicated.
A method of determining when elements are plugged
Item 9
to the extent that they should be changed is based on
the fuel pressure at the cylinder head fuel inlet
manifold and the inlet restriction at the fuel pump. In
a clean system, the maximum pump inlet restriction
must not exceed 6 inches of mercury. At normal
operating speeds (1800-2800 rpm), the fuel pressure is
45 to 70 psi. Change the fuel filter elements whenever
the inlet restriction (suction ) at the fuel pump reaches
12 inches of mercury at normal operating speeds and
whenever the fuel pressure at the inlet manifold falls
to 45 psi.
Item 10
Remove the dirty oil and sludge from the oil bath type
air cleaner cups and center tubes every 8 hours (every
6,000 miles for highway vehicle engines), or less if
operating conditions warrant. Wash the cups and
elements in clean fuel oil and refill the cups to the
level mark with the same grade and viscosity heavy-
duty oil as used in the engine. The frequency of
servicing may be varied to suit local dust conditions.
It is recommended that the body and fixed element in
the heavy-duty oil bath type air cleaner be serviced
every 500 hours, 15,000 miles or as conditions warrant.
Clean or replace the element in the dry-type air
cleaner when the restriction indicator instrument
indicates high restriction or when a water manometer
reading at the air inlet housing indicates the
maximum allowable air inlet restriction (Section 13.2).
Item 11
With the engine running, check for flow of air from
the air box drain tubes every 1,000 hours or 30,000
miles. If the tubes are clogged, remove, clean and
reinstall the tubes. The air box drain tubes should be
ftem 10
Item 11
April, 1974 SEC. 15.1 Page 5
15.1 Preventive Maintenance
DETROIT DIESEL 53
Item 12
Item 13
cleaned periodically even though a clogged condition
is not apparent. If the engine is equipped with an air
box drain tank, drain the sediment periodically. If the
Engine is equipped with an air box drain check valve,
replace the valve every 500 hours or 15,000 miles.
Item 12
Remove the externally mounted crankcase breather
assembly every 1,000 hours or 30,000 miles and wash
the steel mesh pad in clean fuel oil. This cleaning
period may be reduced or lengthened according to
severity of service (refer to Section 4.8).
Clean the internally mounted breather pads at time of
engine overhaul, or sooner if excessive crankcase
pressure is observed.
Clean the '-e :her cap, mounted on the valve rocker
cover, in clean fuel oil every time the engine oil is
changed (refer to Section 4.8).
Item 13
Inspect the blower screen and gasket assembly every
1,000 hours or 30,000 miles and, if necessary, clean the
screen in fuel oil and dry it with compressed air.
Reinstall the screen and gasket assembly with the
screen side of the assembly toward the blower.
Item 14
The electrical starting motor is lubricated at1 the time
of original assembly. Oil can be added to the oil wicks,
which project through each bushing and contact the
armature shaft, by removing the pipe plugs on the
outside of the motor. The wicks should be lubricated
whenever the starting motor is taken off the engine or
disassembled.
The Sprag overrunning clutch drive mechanism should
be lubricated with a few drops of light engine oil
whenever the starting motor is overhauled.
Item 15
Lubricate the battery-charging generator (alternator)
bearings or bushings with 5 or 6 drops of engine oil at
the hinge cap oiler every 200 hours or 6,000 miles.
On early generators equipped with grease cups, turn
the cups down one full turn every 100 hours or 3,000
miles of operation. Keep the grease cups filled with
f
Item 14
Page 6
DETROIT DIESEL 53
Preventive Maintenance 15.1
Item 15
Delco-Remy Cam and Ball Bearing Lubricating, or
equivalent. Avoid excessive, lubrication since this may
cause lubricant to be forced onto the commutator.
Some generators have a built-in supply of grease,
while others use sealed bearings. In these Jatter two
cases, additional lubrication is not necessary.
On D.C. generators, inspect the commutator and
brushes every 500 hours or 15,000 miles. Clean the
commutator every 2,000 hours or 60,000 miles, if
necessary, with No. 00 sandpaper or a brush seating
stone. After cleaning, reseat the brushes and blow out
the dust.
On A.C. generators (alternators), the slip rings and
brushes can be inspected through the end frame
assembly. If the slip rings are dirty, they should be
cleaned with 400 grain or finer polishing cloth. Never
use emery cloth to clean slip rings. Hold the polishing
cloth against the slip rings with the generator in
operation and blow away all dust after the cleaning
operation. If the slip rings are rough or out of round,
replace them.
Inspect the terminals for corrosion and loose
connections and the wiring for frayed insulation.
Item 16
Check the specific gravity of the electrolyte in each cell
of the battery every 100 hours or 3,000 miles. In warm
weather, however, it should be checked more
frequently due to a more rapid loss of water from the
electrolyte. The electrolyte level should be maintained
accordance with the battery manufacturer's
in
recommendations.
April, 1974 SEC. 15.1 Page 7
15.1 Preventive Maintenance
DETROIT DIESEL 53
Item 19
There is no scheduled interval for performing an
engine tune-up. As long as the engine performance is
satisfactory, no tune-up should be needed. Minor
adjustments in the valve and injector operating
mechanisms, governor, etc. should only be required
periodically to compensate for normal wear on parts.
Item 20
New standard V-belts will stretch after the first few
hours of operation. Run the engine for 15 seconds to
seat the belts, then retension them. Retighten new fan
drive, pump drive, battery-charging generator and
other accessory drive belts after 1/2 hour or 15 miles
and again after 8 hours or 240 miles of operation.
Thereafter, check the tension of the drive belts every
200 hours or 6,000 miles and adjust, if necessary. Too
tight a belt is destructive to the bearings of the driven
part; a loose belt will slip.
Replace all belts in a set when one is worn. Single belts
of similar size should not be used as a substitute for a
matched belt set; premature belt wear can result
because of belt length variation. All belts in a matched
belt set are within .032 "of their specified center
distances.
Adjust the belt tension so that a firm push with the
thumb, at a point midway between the two pulleys,
will depress the belt 1/2" to 3/4" . If belt tension gage
BT-33-73FA or equivalent is available, adjust the belt
tension as outlined in the Chart.
Item 20
Engine
Model
Fan Drive
Generator Drive
2 or 3
Belts
Single
Belt
Two 3/8"
or
1/2" Belts
One 1/2"
Belt
One Wide
Belt1
2, 3, 4-53
6, 8V-53
40-50
60-80
80-100
40-50
40-50
50-70
50-70
40-50
40-50
All
For 3-point or triangular drive use a tension of 90-120.
"Belt tension is 50-70 for a single premium high capacity belt
(.785" wide) used to drive a 12 cfm air compressor.;
BELT TENSION CHART (Ibs/belt)
NOTE: When installing or adjusting an acces-
sory drive belt, be sure the bolt at the accessory
Adjusting pivot point is properly tightened, as
"" as the bolt in the adjusting slot.
Item 22
At a major engine overhaul, discard the bearings in
the fan hub assembly used in radiator cooled engines.
Pack the hub assembly, using new bearings, with
Texaco Premium RB or an equivalent performance
grease.
Item 23
Check the shut-down system every 300 operating hours
or each month to be sure it will function when needed.
DETROIT DIESEL 53
15.2
TROUBLE SHOOTING
Certain abnormal conditions which sometimes inter-
fere with satisfactory engine operation, together with
methods of determining the cause of such conditions,
are covered on the following pages.
Satisfactory engine operation depends primarily on:
1. An adequate supply of air compressed to a
sufficiently high compression pressure.
2. The injection of the proper amount of fuel' at the
right time.
Lack of power, uneven running, excessive vibration,
stalling at idle speed and hard starting may be caused
by either low compression, faulty injection in one or
more cylinders, or lack of sufficient air.
Since proper compression, fuel injection and the
proper amount of air are important to good engine
performance, detailed procedures for their investiga-
tion are given as follows:
Locating a Misfiring Cylinder
1. Start the engine and run it at part load until it
reaches normal operating temperature.
2. Stop the engine and remove the valve rocker
cover(s).
3. Check ihe valve clearance.
4. Start the engine. Then hold an injector follower
down with a screw driver to prevent operation of the
injector. If the cylinder has been misfiring, there will
be no noticeable difference in the sound and operation
of the engine. If the cylinder has been firing properly,
there will be a noticeable difference in the sound and
operation when the injector follower is held down.
This is similar to short-circuiting a spark plug in a
gasoline engine.
5. If the cylinder is firing properly, repeat the
procedure on the other cylinders until the faulty one
has been located.
6. Provided the injector operating mechanism of the
faulty cylinder is functioning satisfactorily, remove the
fuel injector and install a new one.
7. If installation of a new injector does not eliminate
the misfiring, check the compression pressure of the
cylinder in question.
Checking Compression Pressure
Compression pressure is affected by altitude as shown
in Table 1.
Check the compression pressure as follows:
1. Start the engine and run it at approximately one-
half rated load until normal operating temperature is
reached.
Minimum Compression
Pressure (psi) at 600 rpm
Altitude, Feet
Above Sea Levol
Std. Engine
430
0
400
2,500
370
5,000
340
7,500
315
10,000
TABLE 1
2. Stop the engine and remove the fuel pipes from the
injector and fuel connectors of the No. 1 cylinder.
3. Remove the injector and install adaptor J 7915-02
and pressure gage and hose assembly J 6992 (Fig. 1 ).
4. Use a spare fuel pipe to fabricate a jumper
connection between the fuel inlet and return manifold
connectors. This will permit fuel from the inlet
manifold to flow directly to the return manifold.
Fig. 1 • Checking Compression Pressure 5. Start the engine and run it at a 600 rpm. Observe
November, 1973 SEC. 15.2 Page 1
15.2 Trouble Shooting (Engine)
DETROIT DIESEL 53
and record the compression pressure indicated on the
gage. Do not crank the engine with the starting motor to
obtain the compression pressure.
6. Perform Steps 2 through 5 on each cylinder. The
compression pressure in any one cylinder at a given
altitude above sea level should not be less than the
minimum shown in Table 1. In additon, the variation
in compression pressures between cylinders must not
exceed 25 psi at 600 rpm.
fuel and the fuel pipes rid of air in order for the
system to provide adequate fuel for the injectors.
When an engine has run out of fuel, there is a definite
procedure to follow for restarting it:
1. Fill the fuel tank with the recommended grade of
fuel oil. If only partial filling of the tank is possible,
add a minimum of ten gallons of fuel.
2. Remove the fuel strainer shell and element from the
strainer cover and fill the shell with fuel oil. Install the
shell and element.
3. Remove and fill the fuel filter shell and element
with fuel oil as in Step 2.
4. Start the engine. Check the filter and strainer for
leaks.
NOTE: In some instances, it may be necessary to
remove .a valve rocker cover and loosen a fuel
pipe nut to bleed trapped air from the fuel
system. Be sure the fuel pipe is retightened
securely before replacing the rocker cover.
Primer J 5956 may be used to prime the entire fuel
system. Remove the filler plug in the fuel filter cover
and install the primer. Prime the system. Remove the
primer and install the filler plug.
Low compression .pressure may result from any one of
several causes:
A. Piston rings may be stuck or broken. To
determine the condition of the rings, remove the
air box cover and inspect them by pressing on the
rings with a blunt tool. A broken or stuck ring will
not have a "spring-like" action.
B. Compression pressure may be leaking past the
cylinder head gasket, the valve seats, the injector
tube or a hole in the piston.
Engine Out of Fuel
The problem in restarting an engine after it has run
out of fuel sterns from the fact that after the fuel is
exhausted from the fuel tank, fuel is then pumped
from the primary fuel strainer and sometimes partially
removed from the secondary fuel filter before the fuel
supply becomes insufficient to sustain engine firing.
Consequently, these components must be refilled with
Page 2
Fuel Flow Test
The proper flow of fuel is required for satisfactory
engine operation. Check the condition of the fuel
pump, fuel strainer and fuel filter as outlined in
Section 2.0 under Trouble Shooting.
Crankcase Pressure
The crankcase pressure indicates the amount of air
passing between the oil control rings and the cylinder
liners into the crankcase, most of which is clean air
from the air box. A slight pressure in the crankcase is
desirable to prevent the entrance of dust. A loss of
engine lubricating oil through the breather tube,
crankcase ventilator or dipstick hole in the cylinder
block is indicative of excessive crankcase pressure.
The causes of high crankcase pressure may be traced
to excessive blow-by due to worn piston rings, a hole
or crack in a piston crown, loose piston pin retainers,
worn blower oil seals, defective blower, cylinder head
or end plate gaskets, or excessive exhaust back
pressure. Also, the breather tube or crankcase
ventilator should be checked for obstructions.
Check the crankcase pressure with a manometer
DETROIT DIESEL 53
Trouble Shooting (Engine) 15.2
connected to the oil level dipstick opening in the
cylinder block. Check the readings obtained at various
engine speeds with the Engine Operating Conditions in
Section 13.2.
Exhaust Back Pressure
A slight pressure in the exhaust system is normal.
However, excessive exhaust back pressure seriously
affects engine operation. It may cause an increase in
the air box pressure with a resultant loss of efficiency
of the blower. This means less air for scavenging
which results in poor combustion and higher
temperatures.
Causes of high exhaust back pressure are usually a
result of an inadequate or improper type of muffler,
an exhaust pipe which is too long or too small in
diameter, an excessive number of sharp bends in the
exhaust system, or obstructions such as excessive
carbon formation or foreign matter in the exhaust
system.
Check the exhaust back pressure, measured in inches
of mercury, with a manometer. Connect the manome-
ter to the exhaust manifold (except on turbocharged
engines) by removing the 1/8 " pipe plug which is
provided for that purpose. If no opening is provided,
drill an 1 1 /32 " hole in the exhaust manifold
companion flange and tap the hole to accommodate a
1/8 " pipe plug.
Air Box Pressure
Proper air box pressure is required to maintain
sufficient air for combustion and scavenging of the
burned gases. Low air box pressure is caused by a high
air inlet restriction, damaged blower rotors, an air leak
from the air box (such as leaking end plate gaskets) or
a clogged blower air inlet screen. Lack of power or
black or grey exhaust smoke are indications of low air
box pressure.
High air box pressure can be caused by partially
plugged cylinder liner ports.
Check the air box pressure with
connected to an air box drain tube.
a manometer
Check the readings obtained at various speeds (at no-
load) with the Engine Operating Conditions in
Section 13.2.
Check the readings obtained at various speeds with the
Engine Operating Conditions in Section 13.2.
Air Inlet Restriction
Excessive restriction of the air inlet will affect the flow
of air to the cylinders and result in poor combustion
and lack of power. Consequently the restriction must
be kept as low as possible considering the size and
capacity of the air cleaner. An obstruction in the air
inlet system or dirty or damaged air cleaners will
result in a high blower inlet restriction.
Check the air inlet restriction with a water manometer
connected to a fitting in the air inlet ducting located
2 " above the air inlet housing. When practicability
prevents the insertion of a fitting at this point, the
manometer may be connected to the engine air inlet
housing. The restriction at this point should be
checked at a specific engine speed. Then the air
cleaner and ducting should be removed from the air
inlet housing and the engine again operated at the
same speed while noting the manometer reading.
The difference between the two readings, with and
without the air cleaner and ducting, is the actual
restriction caused by the air cleaner and ducting.
Check the normal air inlet vacuum at various speeds
(at no-load) and compare the results with the Engine
Operating Conditions in Section 13.2.
PROPER USE OF MANOMETER
The U-tube manometer is a primary measuring device
indicating pressure or vacuum by the difference in the
height of two columns of fluid.
Connect the manometer to the source of pressure,
vacuum or differential pressure. When the pressure is
imposed, add the number of inches one column of
fluid travels up to the amount the other column travels
down to obtain the pressure (or vacuum) reading.
The height of a column of mercury is read differently
than that of a column of water. Mercury does not wet
the inside surface; therefore, the top of the column
has a convex meniscus (shape). Water wets the surface
November, 1973 SEC. 15.2 Page 3
PRESSURE CONVERSION CHART
1" water =
1" water =
1" mercury =
1" mercury -
1 psi =
1 psi =
.0735" mercury
.0361 psi
.4919 psi
13.6000" water
27.7000" water
2.0360" mercury
TABLE 3
and therefore has a concave meniscus. A mercury
column is read by sighting horizontally between the
top of the convex mercury surface (Fig. 2) and the
scale. A water manometer is read by sighting
horizontally between the bottom of the concave water
surface and the scale.
Should one column of fluid travel further than the
other column, due to minor variations in the inside
diameter of the tube or to the pressure imposed, the
accuracy of the reading obtained is not impaired.
^-~—~^
HEIGHT
r — ^ — "T
^ y
/^~^\
COLUMN
Hg
H20
«'^_- — ^^
TOP SURFACE OF FLUIDS
.-— — - — ^s-
CONVEX FOR MERCURY CONCAVE FOR WATER
Fig. 2 • Comparison of Column Height for
Mercury and Water Manometers
Refer to Table 3 to convert the manometer reading
into other units of measurement.
Page 4
DETROIT DIESEL 53
Trouble Shooting (Engine) 15.2
Chart 1
EXHAUST SMOKE ANALYSIS
MAKE CHECKS WITH MINIMUM WATER OUTLET TEMPERATURE OF 160 F.
Probable Causes
BLACK OR GREY SMOKE
Check For
1. INCOMPLETELY BURNED FUEL |
2. EXCESSIVE FUEL OR IRREGULAR
FUEL DISTRIBUTION
3. IMPROPER GRADE OF FUEL
BLUE SMOKE
Check For
4. LUBRICATING OIL NOT BURNED
IN CYLINDER (BLOWN
THROUGH CYLINDER DURING
SCAVENGING PERIOD)
WHITE SMOKE
1
Check For
5. MISFIRING CYLINDERS
SUGGESTED REMEDY
1. High exhaust back pressure or a restricted air inlet
causes insufficient air for combustion and will result in
incompletely burned fuel.
High exhaust back pressure is caused by faulty exhaust
piping or muffler obstruction and is measured at the
exhaust manifold outlet with a manometer. Replace
faulty parts.
Restricted air inlet to the engine cylinders is caused by
clogged cylinder liner ports, air cleaner or blower air
inlet screen. Clean these items. Check the emergency
stop to make sure that it is completely open and
readjust it if necessary.
2. Check for improperly timed injectors and
improperly positioned injector rack control levers.
Time the fuel injectors and perform the appropriate
governor tune-up.
Replace faulty injectors if this condition still persists
after timing the injectors and performing the engine
tune-up.
Avoid lugging the engine as this will cause incomplete
combustion.
3. Check for use of an improper grade of fuel. Refer
to Fuel Oil Specifications in Section 13.3.
4. Check for internal lubricating oil leaks and refer to
the High Lubricating Oil Consumption chart.
5. Check for faulty injectors and replace as necessary.
Check for low compression and consult the Hard
Starting chart.
The use of low cetane fuel will cause this condition.
Refer to Fuel Oil Specifications in Section 13.3.
November, 1973 SEC. 15.2 Page 5
15.2 Trouble Shooting (Engine)
DETROIT DIESEL 53
Chart 2
HARD STARTING
Probable Causes
ENGINE WILL NOT ROTATE
Check For
LOW BATTERY VOLTAGE,
LOOSE STARTER CONNECTIONS
OR FAULTY STARTER
_L
|2. DEFECTIVE STARTING MOTOR SWITCH
I " ~
1 3. INTERNAL SEIZURE
LOW CRANKING SPEED
Check For
4. IMPROPER LUBRICATING OIL
VISCOSITY
[Y. LOW BATTERY OUTPUT
6. LOOSE STARTER CONNECTIONS
OR FAULTY STARTER
NO FUEL
1
Check For
7. AIR LEAKS. FLOW OBSTRUCTION,
FAULTY FUEL PUMP.
FAULTY INSTALLATION
I
'""" NOT IN
LOW COMPRESSION
Check For |
9. EXHAUST VALVES STICKING
OR BURNED
10. COMPRESSION RINGS WORN
OR BROKEN
(.CYLINDER HEAD
GASKET LEAKING
12. IMPROPER VALVE
CLEARANCE ADJUSTMENT
13. BLOWER NOT FUNCTIONING
INOPERATIVE STARTING AID
AT LOW AMBIENT TEMP.
Check For
14. IMPROPER OPERATION OF
FLUID STARTING AID
DETROIT DIESEL 53
Trouble Shooting (Engine) 15.2
Chart 2
HARD STARTING
-SUGGESTED REMEDY
1. Refer to Items 2, 3 and 5 and perform the
operations listed.
2. Replace the starting motor switch.
3. Hand crank the engine at least one complete
revolution. If the engine cannot be rotated a complete
revolution, internal damage is indicated and the
engine must be disassembled to ascertain the extent of
damage and the cause.
4. Refer to Lubricating Oil Specifications in
Section 13.3 for the recommended grade of oil.
5. Recharge the battery if a light load test indicates
low or no voltage. Replace the battery if it is damaged
or will not hold a charge.
Replace terminals that are damaged or corroded.
At low ambient temperatures, use of a starting aid will
keep the battery fully charged by reducing the
cranking time.
6. Tighten the starter connections. Inspect the starter
commutator and brushes for wear. Replace the brushes
if badly worn and overhaul the starting motor if the
commutator is damaged.
7. To check for air leaks, flow obstruction, faulty fuel
pump or faulty installation, consult the No Fuel or
Insufficient Fuel chart.
8. Check for bind in the governor-to-injector linkage.
Readjust the governor and injector controls if
necessary.
9. Remove the cylinder head and recondition the
exhaust valves.
10. Remove the air box covers and inspect the
compression rings through the ports in the cylinder
liners. Overhaul the cylinder assemblies if the rings
are badly worn or broken.
1 1 . To check for compression gasket leakage, remove
the coolant filler cap and operate the engine. A steady
flow of gases from the coolant filler indicates either a
cylinder head gasket is damaged or the cylinder head
is cracked. Remove the cylinder head and replace the
gaskets or cylinder head.
12. Adjust the exhaust valve clearance.
13. Inspect the blower drive shaft and drive coupling.
Replace damaged parts.
14. Operate the starting aid according to the
instructions under Cold Weather Starting Aids.
November, 1973 SEC. 15.2 Page 7
1 5.2 Trouble Shooting (Engine)
DETROIT DIESEL 53
Chart 3
ABNORMAL ENGINE OPERATION
Probable Causes
UNEVEN RUNNING OR
FREQUENT STALLING
Check For
I
1. LOW COOLANT TEMPERATURE
2. INSUFFICIENT FUEL
3. FAULTY INJECTORS
4. LOW COMPRESSION PRESSURES
5. GOVERNOR INSTABILITY
(HUNTING)
LACK OF POWER
Check For
6. IMPROPER ENGINE ADJUSTMENTS
(TUNE-UP) AND GEAR TRAIN TIMING
7. INSUFFICIENT FUEL
8. INSUFFICIENT AIR
9. ENGINE APPLICATION
10. HIGH RETURN FUEL TEMPERATURE
1 . HIGH AMBIENT AIR TEMPERATURE
12. HIGH ALTITUDE OPERATION
DETONATION
Check For
13. OIL PICKED UP BY AIR STREAM
14. LOW COOLANT TEMPERATURE
15. FAULTY INJECTORS
Page 8
Chart 3
ABNORMAL iNGINE OPERATION
SUGGESTED REMEDY
1. Check the engine coolant temperature gage and, if
the temperature does not reach 160 ° to 185 °F. while
the engine is operating, consult the Abnormal Engine
Coolant Temperature chart.
2. Check engine fuel spill back and if the return is less
than specified, consult the No Fuel or Insufficient Fuel
chart.
3. Check the injector timing and the position of the
injector racks. If the engine was not tuned correctly,
perform an engine tune-up. Erratic engine operation
may also be caused by leaking injector spray tips.
Replace the faulty injectors.
4. Check the compression pressures within the
cylinders and consult the Hard Starting chart if
compression pressures are low.
5. Erratic engine operation may be caused by
governor-to-injector operating linkage bind or by
faulty engine tune-up. Perform the appropriate engine
tune-up procedure as outlined for the particular
governor used.
6. Perform an engine tune-up if performance is not
satisfactory.
Check the engine gear train timing. An improperly
timed gear train will result in a loss of power due to
the valves and injectors being actuated at the wrong
time in the engine's operating cycle.
7. Perform a Fuel Flow Test and, if less than the
specified fuel is returning to the fuel tank, consult the
No Fuel or Insufficient Fuel chart.
8. Check for damaged or dirty air cleaners and clean,
repair or replace damaged parts.
Remove the air box covers and inspect the cylinder
liner ports. Clean the ports if they are over 50%
plugged.
Check for blower air intake obstruction or high
exhaust back pressure. Clean, repair or replace faulty
parts.
Check the compression pressures (consult the Hard
Starting chart).
9. Incorrect operation of the engine may result in
excessive loads on the engine. Operate the engine
according to the approved procedures.
10. Refer to Item 13 on Chart 4.
11. Check the ambient air temperature. A power
decrease of .15 to .50 horsepower per cylinder,
depending upon injector size, for each 10 °F.
temperature rise above 90 °F. will occur. Relocate the
engine air intake to provide a cooler source of air.
12. Engines lose horsepower with increase in altitude.
The percentage of power loss is governed by the
altitude at which the engine is operating.
13. Fill oil bath air cleaners to the proper level with
the same grade and viscosity lubricating oil that is
used in the engine.
Clean the air box and drain tubes to prevent
accumulations that may be picked up by the air stream
and enter the engine's cylinders.
Inspect the blower oil seals by removing the air inlet
housing and watching through the blower inlet for oil
radiating away from the blower rotor shaft oil seals
while the engine is running. If oil is passing through
the seals, overhaul the blower.
Check for a defective blower-to-block gasket. Replace
the gasket, if necessary.
14. Refer to Item 1 of this chart.
15. Check injector liming and the position of each
injector rack. Perform an engine tune-up, if necessary.
If the engine is correctly tuned, the erratic operation
may be caused by an injector check valve leaking,
spray tip holes enlarged or a broken spray tip. Replace
faulty injectors.
November, 1973 SEC. 15.2 Page 9
15.2 Trouble Shooting (Engine)
DETROIT DIESEL 53
Chart 4
NO FUEL OR INSUFFICIENT FUEL
I
Probable Causes
AIR LEAKS
1
Check For
1
|l. LOW FUEL SUPPLY
1
2. LOOSE CONNECTIONS OR CRACKED
LINES BETWEEN FUEL PUMP AND
TANK OR SUCTION LINE IN TANK
3. DAMAGED FUEL OIL STRAINER
GASKET
4. FAULTY INJECTOR TIP ASSEMBLY
FLOW OBSTRUCTION
I
Check For
I
5. FUEL STRAINER OR LINES RESTRICTED
6. TEMPERATURE LESS THAN 10 °F.
ABOVE POUR POINT OF FUEL
FAULTY FUEL PUMP
1
Check For
I
7. RELIEF VALVE NOT SEATING
I
8. WORN GEARS OR PUMP BODY
1
9. FUEL PUMP NOT ROTATING
FAULTY INSTALLATION
I
I Check For
i
10. DIAMETER OF FUEL SUCTION
LINES TOO SMALL
RESTRICTED FITTING
MISSING FROM RETURN LINE
12. INOPERATIVE FUEL INTAKE
LINE CHECK VALVE
13. HIGH FUEL RETURN
TEMPERATURE
onwuimy
Chart 4
NO FUEL OR INSUFFICIENT FUEL
SUGGESTED REMEDY
1. The fuel tank should be filled above the level of the
fuel suction tube.
2. Perform a Fuel Flow Test and, if air is present,
tighten loose connections and replace cracked lines.
3. Perform a Fuel Flow Test and, if air is present,
replace the fuel strainer gasket when changing the
strainer element.
4. Perform a Fuel Flow Test and, if air is present with
all fuel lines and connections assembled correctly,
check for and replace faulty injectors.
5. Perform a Fuel Flow Test and replace the fuel
strainer and filter elements and the fuel lines, if
necessary,
6. Consult the Fuel Oil Specifications for the
recommended grade of fuel.
7. Perform a Fuel Flow Test and, if inadequate, clean
and inspect the valve seat assembly.
8. Replace the gear and shaft assembly or the pump
body.
9. Check the condition of the fuel pump drive and
blower drive and replace defective parts.
10. Replace with larger tank-to-engine fuel lines.
1 1. Install a restricted fitting in the return line.
12. Make sure that the check valve is installed in the
line correctly; the arrow should be on top of the valve
assembly or pointing upward. Reposition the valve if
necessary. If the valve is inoperative, replace it with a
new valve assembly.
13. Check the engine fuel spill-back temperature. The
return fuel temperature must be less than 150 °F. or a
loss in horsepower will occur. This condition may be
corrected by installing larger fuel lines or relocating
the fuel tank to a cooler position.
November, 1973 SEC. 15.2 Page 11
15.2 Trouble Shooting (Engine)
DETROIT DIESEL 53
Chart 5
HIGH LUBRICATING OIL CONSUMPTION
I
Probable Causes
IXTERNAL LEAKS
OIL CONTROL AT CYLINDER
Check For |
Check For
1. OIL LINES
OR CONNECTIONS LEAKING
7. OIL CONTROL RINGS WORN, BROKEN
OR IMPROPERLY INSTALLED
2. GASKET OR OIL SEAL LEAKS
8. PISTON PIN RETAINER LOOSE
3. HIGH CRANKCASE PRESSURE
9. SCORED LINERS, PISTONS
OIL RINGS
OR
4. EXCESSIVE OIL IN AIR BOX
10. PISTON AND ROD ALIGNMENT
INTERNAL LEAKS
EXCESSIVE INSTALLATION ANGLE
12. EXCESSIVE OIL IN CRANKCASE
Check For
5. BLOWER OIL SEAL LEAKING
I
[6. OIL COOLER CORE LEAKING
-SUGGESTED RiMEDY-
1 . Tighten connections or replace defective parts.
2. Replace defective gaskets or oil seals.
3. Refei to the Excessive Crankcase Pressure chart.
4. Refer to the Abnormal Engine Operation chart.
5. Remove the air inlet housing and inspect the blower
end plates while the engine is operating. If oil is seen
on the end plate radiating away from the oil seal,
overhaul the blower.
6. Inspect the engine coolant for lubricating oil
contamination; if contaminated, replace the oil cooler
core. Then use a good grade of cooling system cleaner
to remove the oil from the cooling system.
7. Replace the oil control rings.
8. Replace the piston pin retainer and defective parts.
9. Remove and replace the defective parts.
10. Check the crankshaft thrust washers for wear.
Replace worn and defective parts.
1 1 . Decrease the installation angle.
12. Fill the crankcase to the proper level only.
Page 12
UMCOCL
I rouble onootmg (tngine)
Chart 6
EXCESSIVE CRANKCASE PRESSURE
I
Probable Causes |
2. PISTON OR
3. PISTON RINGS
1
BLOW-BY
AIR FROM
1
OR Al
ck For
1
| Chech
1
1EAD
DICING
5. DAMAGED B
1
TO-BLOCK G/
AGED
6. CYLINDER BI
1
PLATE GASK
GS
ROKEN
EXCESSIVE
BREATHER RESTRICTION
Check For
4. OBSTRUCTION OR
DAMAGE TO BREATHER
BACK PRESSURE
I
I Check For
7. EXCESSIVE MUFFLER
RESISTANCE
1
8. FAULTY EXHAUST PIPING
SUGGESTED REMEDY
1. Check the compression pressure and, if only one
cylinder has low compression, remove the cylinder
head and replace the head gaskets.
2. Inspect the piston and liner and replace damaged
parts.
3. Install new piston rings.
4. Clean and repair or replace the breather assembly.
5. Replace the blower-to-block gasket.
6. Replace the end plate gasket.
7. Check the exhaust back pressure and repair or
replace the muffler if an obstruction is found.
8. Check the exhaust back pressure and install larger
piping if it is determined that the piping is too small,
too long or has too many bends.
November, 1973 SEC. 15.2 Page 13
15.2 Trouble Shooting (Engine)
DETROIT DIESEL 53
Chart 7
LOW OIL PRESSURE
MAKE CHECKS WITH MINIMUM WATER OUTLET TEMPERATURE OF 160°F.
T
Probable Causes
LUBRICATING OIL
1
Check For
1. SUCTION LOSS
2. LUBRICATING OIL VISCOSITY
POOR CIRCULATION
[Check For
3. COOLER CLOGGED
4. COOLER BY-PASS VALVE NOT
FUNCTIONING PROPERLY
5. PRESSURE REGULATOR
VALVE NOT
FUNCTIONING PROPERLY
6. EXCESSIVE WEAR ON
CRANKSHAFT BEARINGS
7. GALLERY, CRANKSHAFT OR
CAMSHAFT PLUGS MISSING
PRESSURE GAGE
I
Check For
8. FAULTY GAGE
9. GAGE LINE OBSTRUCTED
10. GAGE ORIFICE PLUGGED
1. ELECTRICAL INSTRUMENT
PANEL SENDING UNITS FAULTY
OIL PUMP
1
Check For
12. INTAKE SCREEN PARTIALLY
CLOGGED
13. RELIEF VALVE FAULTY
14. AIR LEAK IN PUMP SUCTION
15. PUMP WORN OR DAMAGED
16. FLANGE LEAK (PRESSURE SIDE)
Page 14
DETROIT DIESEL 53
Trouble Shooting (Engine) 15.2
Ch<wt 7
LOW OIL PRESSURE
1. Check the oil and bring it to the proper level on the
dipstick or correct the installation angle.
2. Consult the Lubricating Oil Specifications in
Section 13.3 for the recommefhded grade and viscosity
of oil.
Check for fuel leaks at the injector nut seal ring and
fuel pipe connections. Leaks at these points will cause
lubricating oil dilution.
3. A plugged oil cooler is indicated by excessively high
lubricating oil temperature. Remove and clean the oil
cooler core.
4. Remove the by-pass valve and clean the valve and
valve seat and inspect the valve spring. Replace
defective parts.
5. Remove the pressure regulator valve and clean the
valve and valve seat and inspect the valve spring.
Replace defective parts.
6. Change the bearings. Consult the Lubricating Oil
Specifications in Section 13.3 for the proper grade and
viscosity of oil. Change the oil filters.
SUGGESTED REMEDY
7. Replace missing plugs.
8. Check the oil pressure with a reliable gage and
replace the gage if found faulty.
9. Remove and clean the gage line; replace it, if
necessary.
10. Remove and clean the gage orifice.
1 1. Repair or replace defective electrical equipment.
12. Remove and clean the oil pan and oil intake
screen. Consult the Lubricating Oil Specifications in
Section 13.3 for the proper grade and viscosity of oil.
Change the oil niters.
13. Remove and inspect the valve, valve bore and
spring. Replace faulty parts.
14. Disassemble the piping and install new gaskets.
15. Remove the pump. Clean and replace defective
parts.
16. Remove the flange and replace the gasket.
November, 1973 SEC. 15.2 Page 15
15.2 Trouble Shooting (Engine)
DETROIT DIESEL 53
Chart 8
ABNORMAL ENGINE COOLANT
OPERATING TEMPERATURE
I
Probable Causes |
ABOVE NORMAL
I
Check For|
1. INSUFFICIENT HEAT
TRANSFER
2. POOR CIRCULATION
1. Clean the cooling system with a good cooling system
cleaner and thoroughly flush to remove scale deposits.
Clean the exterior of the radiator core to open plugged
passages and permit normal air flow.
Adjust fan belts to the proper tension to prevent
slippage.
Check for an improper size radiator or inadequate
shrouding.
Repair or replace inoperative temperature-controlled
fan or inoperative shutters.
2. Check the coolant level and fill to the filler neck if
the coolant level is low.
Inspect for collapsed or disintegrated hoses. Replace
faulty hoses.
Thermostat may be inoperative. Remove, inspect and
test the thermostat; replace if found faulty.
Check the water pump for a loose or damaged
impeller.
BELOW NORMAL
I
Check For |
3. IMPROPER CIRCULATION
4. EXCESSIVE LEAKAGE
AT THERMOSTAT SEAL
REMEDY
Check the flow of coolant through the radiator. A
clogged radiator will cause an inadequate supply of
coolant on the suction side of the pump. Clean the
radiator core.
Remove the coolant filler cap and operate the engine,
checking for combustion gases in the cooling system.
The cylinder head must be removed and inspected for
cracks and the head gaskets replaced if combustion
gases are entering the cooling system.
Check for an air leak on the suction side of the water
pump. Replace defective parts.
3. The thermostat may not be closing. Remove, inspect
and test the thermostat. Install a new thermostat, if
necessary.
Check for an improperly installed heater.
4. Excessive leakage of coolant past the thermostat
seal(s) is a cause of continued low coolant operating
temperature. When this occurs, replace the thermostat
seal(s).
'age 16
DETROIT DIESEL 53
15.3
SfORAGi
PREPARING ENGINE FOR STORAGE
When an engine is to be stored or removed from
operation for a period of time, special precautions
should be taken to protect the interior and exterior of
the engine, transmission and other parts from rust
accumulation and corrosion. The parts requiring
attention and the recommended preparations are
given below.
It will be necessary to remove all rust or corrosion
completely from any exposed part before applying a
rust preventive compound. Therefore, it is recommen-
ded that the engine be processed for storage as soon as
possible after removal from operation.
The engine should be stored in a building which is dry
and can be heated during the winter months. Moisture
absorbing chemicals are available commercially for
use when excessive dampness- prevails in the storage
area.
TEMPORARY STORAGE (30 days or less)
To protect an engine for a temporary period of time,
proceed as follows:
1 . Drain the engine crankcase.
2. Fill the crankcase to the proper level with the
recommended viscosity and grade of oil.
3. Fill the fuel tank with the recommended grade of
fuel oil. Operate the engine for two minutes at 1200
rpm and no load.
NOTE: Do not drain the fuel system or the
crankcase after this run.
4. Check the air cleaner and service it, if necessary, as
outlined in Section 3.1.
5. If freezing weather is expected during the storage
period, add a high boiling point type antifreeze
solution in accordance with the manufacturer's
recommendations. Drain the raw water system and
leave the drain cocks open.
6. Clean the entire exterior of the engine (except the
electrical system) with fuel oil and dry it with
compressed air.
7. Seal all of the engine openings. The material used
for this purpose must be waterproof, vaporproof and
possess sufficient physical strength to resist puncture
and damage from the expansion of entrapped air.
An engine prepared in this manner can be returned to
service in a short time by removing the seals at the
engine openings, checking the engine coolant, fuel oil,
lubricating oil, transmission, and priming the raw
water pump, if used.
EXTENDED STORAGE (30 days or more)
When an engine is to be removed from operation for
an extended period of time, prepare it as follows:
1. Drain and thoroughly flush the cooling system with
clean, soft water.
2. Refill the cooling system with clean, soft water.
3. Add a rust inhibitor to the cooling system (refer to
Corrosion Inhibitors'm Section 13.3).
4. Remove, check and recondition the injectors, if
necessary, to make sure they will be ready to operate
when the engine is restored to service.
5 Reinstall the injectors in the engine, time them, and
adjust the exhaust valve clearance.
6. Circulate the coolant through the entire system by
operating the engine until normal operating tempera-
ture is reached (160T. to 1857.).
7. Stop the engine.
8. Remove the drain plug and completely drain the
engine crankcase. Reinstall and tighten the drain plug.
Install new lubricating oil filter elements and gaskets.
9. Fill the crankcase to the proper level with a 30-
weight preservative lubricating oil MIL- L-2 1260,
Grade 2 (P10), or equivalent.
10. Drain the engine fuel tank.
11. Refill the fuel tank with enough rust preventive
November, 1973 SEC. 15.3 Page 1
15.3 Storage
DETROIT DIESEL 53
'uel oil such as American Oil Diesel Run-in Fuel (LF-
1089), Mobil 4Y17, or equivalent, to enable the engine
o operate 10 minutes.
12. Drain the fuel filter and strainer. Remove the
•etaining bolts, shells and elements. Discard the used
:lements and gaskets. Wash the shells in clean fuel oil
jnd insert new elements. Fill the cavity between the
ilement and shell about two-thirds full of the same
•ust preventive compound as used in the fuel tank and
"einstall the shell.
13. Operate the engine for 5 minutes to circulate the
rust preventive throughout the engine.
14. Refer to Section 3.1 and service the air cleaner.
'age 2
DETROIT DIESEL 53
Storage 15.3
PROCEDURE FOR RESTORING AN ENGINE TO, SERVICE WHICH HAS BEEN
IN EXTENDED STORAGE
1. Remove the valve rocker cover(s) and pour at least
one-half gallon of oil, of the same grade as used in the
crankcase, over the rocker arms and push rods.
2. Reinstall the valve rocker cover(s).
3. Remove the covers and tape from all of the
openings of the engine, fuel tank and electrical
equipment. Do not overlook the exhaust outlet.
4. Wash the exterior of the engine with fuel oil to
remove the rust preventive.
5. Remove the rust preventive from the flywheel.
6. Remove the paper strips from between the pulleys
and the belts.
7. Check the crankcase oil level. Fill the crankcase to
the proper level with the heavy-duty lubricating oil
recommended under Lubricating Oil Specifications
(Section 13.3).
8. Fill the fuel tank with the fuel specified under Diesel
Fuel Oil Specifications (Section 13.3).
9. Close all of the drain cocks and fill the engine
cooling system with clean soft water and a rust
inhibitor. If the engine is to be exposed to freezing
temperatures, fill the cooling system with a high
boiling point type antifreeze solution (refer to
Section 13.3).
10. Install and connect the battery.
1 1. Service the air cleaner as outlined in Section 3.1.
November, 1973 SEC. 15.3 Page 3
DETROIT DIESEL 53
ALPHABETICAL INDEX
Subject
Section Subject
Section
Accessory drives
1.77
Damper-vibration
Description-general
Diesel principle
1.3.6
*
*
4.6
1.1.2
13.2.1
7.0
7
1.1.1
3.0
Air box drains
1.1.2
Dipstick-oil level
Drains—air box
Dynamometer test
E
Electrical starting system-checking
Electrical system
End plate-cylinder block
End plate— blower
Air cleaner
3.1
Air intake system
3
Air shutdown housing
3.3
Air silencer
32
B
Balance shaft . ...
1.7.2
Engine:
Balance . . .
1.7
5.4
15.1
2.7.1.4
14.3.4
2.3
.4.2
. 5.7
*
1.4
1.5
1.7
2.5.1
15.2
2.1.1
2.1.4
13.3
.2.2
2.2.1
2
12.6.1
1.7.6
Balance weights—front
1.7
Battery-charging generator ..
7.1
F
Fan— engine cooling
Fan belt adjustment
Fast idle cylinder.
Fast idle cylinder
Filter-fuel
Filter-lubricating oil
Filter— coolant
Firing order
Flywheel
Flywheel housing
Front balance weights
Fuel cooler
Fuel flow-checking
Fuel injector (needle valve)
Fuel injector tube
Fuel oil specifications
Fuel pump
Fuel pump drive
Fuel system
Battery-charging generator regulator .
7.1.1
Bearings:
Camshaft and balance shaft ....
1.7.2
Connecting rod
Connecting rod (clearance)
1.6.2
1.0
Crankshaft main
1.34
Crankshaft main (clearance)
1.0
Crankshaft outboard
1.3.5.1
Idler gear—engine . .
. . .. 1.7.4
Belt adjustment—fan
15.1
Block-cylinder
Blower (in-line)
1.1
3.4
Blower drive gear
1.7.6
Blower drive shaft . . .
1.7.6
Blower end plates
3.0
Bluing injector components
2.0
Breather— crankcase
4.8
C
Cam followers . . .
1.2.1
Fuel system priming pump
G
fri»ar— hlnu/pr rlrive
Camshaft
1.7.2
Camshaft and balance shaft gears
1 73
Gear— camshaft and balance shaft
Gear-crankshaft timing
Gear-engine idler
Gear-flywheel ring
""General Information Section
1.7.3
1.7.5
1.7.4
1.4
July, 1972 Page 1
dex
DETROIT DIESEL 53
ibject
Section Subject
Section
cad-cylinder
eat exchanger
ousing--air shutdown
ousing— flywheel !..
1.2
5.5
3.3
1.5
Model number— engine
Motor-starting (electrical)
..7.3
Oil cooler-engine
Her gear-engine
Her pulley-water pump
ijector-fuel (needle valve)
Bluing
Calibrator and Comparator
Operating mechanism
Spray tip
Test fixture (checking)
Timing
Timing (checking)
Trouble shooting
Tube
ispection— magnetic particle method
..1.7.4
..5.1.1
.2.1.1
2.0
2.0
.1.2.1
2.0
2.0
.14.2
2.0
2.0
2.1.4
1.3
Oil level dipstick
Oil pan
Oil pan
Oil pressure regulator
Oil pump driving gear
Oil pump supports
Oil seals— crankshaft
Oil specifications-fuel
Oil specifications-lubricating .
Operating conditions
Operating instructions— engine
Operation-principles of
Option plate
4.4
4.6
4.7
4.0
4.1.1
4.1
.4.0
.1.3.2
..13.3
..13.3
.13.2
..13.1
jpping blocks— refinishing ...
ner— cylinder
jbricating oil cooler
jbricating oil filters
ibricating oil pressure regulator
2.0
1.6.3
4.4
4.2
4.1.1
Pan-oil
Pan-oil
..4.7
4.0
M
agnetic particle inspection method
ain bearings
aintenance-preventive
anifold-air cooled exhaust
....1.3
.1.3.4
..15.1
...6.1
anometer (use of)
arine gear
echanical governor
isfiring cylinder
odel description chart
15.2
9.1.3
2
15.2
*
Regulator-battery-charging generator
Regulator-oil pressure
Restoring engine to service
Rings-piston
Rocker arms
Rocker cover
Rod-connecting
Rod-push
Rotation-engine
Run-in instructions
*General Information Section
7.1.1
...4.1.1
.15.3
1.6
...1.2.1
...1.2.4
...1.6.1
...1.2.1
*
.13.2.1
ige 2
DETROIT DIESEL 53
Index
Subject
Section Subject
Section
Seals-crankshaft oil
Serial number location:
Engine
1.3.2
Shut-down housing
Shut-down system ...
Silencer—air
3.3
7.4.1
3.2
Valve—exhaust:
Clearance adjustment .
Guide and insert
Operating mechanism
Trouble shooting
Ventilating system
.1.2.2
..14.1
1.2.2
.1.2.1
....1.0
....4.8
Test-dynamometer 13.2.1
Test-report 13.2.1
Thermostat 5.2.1
Thrust washers— crankshaft
Timing—blower rotor
Timing-engine
Timing-injector
Timing-injector (checking)
Timing gear-crankshaft
1.3.4
3.4
1.7.1
14.2
2.0
1.7.5
W
Washers-crankshaft thrust
Water pump-engine
.1.3.4
..5.1
Weights-front balance
"General Information Sect/on
July, 1972 Page 3
TM 5-3895-348-1 4&P-2
PART §§i
ENGINE PARTS MANUAL
STEEL WHEEL ROLLER C350B-D
CONTRACT NO. DSA 700-74-C-9024
>up No.
Description
Pa ere No.
1000
5.1000
1000A
2000A
2000B
2000C
3000B
COOLING SYSTEM E1
Fresh Water Pump • E^
Fresh Water Pump Cover El
Water Outlet Manifold and/or Elbow E3
Thermostat S3
Water By-pass Tube E3
"Water Connections E5
Fan E6
EXHAUST SYSTEM F1
Exhaust Manifold Fl
Exhaust Muffler and/or Connections F2
ELECTRICAL-INSTRUMENTS G1
Battery Charging Generator Gl
Starting Motor G3
GENERAL INFORMATION
All engine components in this catalog are divided
into seven major groups of functionally related
parts.
Each Engine Model is provided with a Model Index,
which shows the Standard and Standard Option type
numbers currently available on the model. All op-
tional material type numbers are listed on the
engine Option Plate, as shown in the illustration
below.
The names and type numbers of optional equipment
built into the unit .at the factory are listed on this
plate, along with the unit model, serial number and
customer specification number (if any). Material
not listed on the Option Plate is standard equipment
and the type number is obtained from the model
index. (Copies of the information, on the Option
Plate Work Sheet, are furnished to distributors for
their files.)
To locate a part, first, establish the group where
the part is used (see the Alphabetical Index or
Group Nomenclature page), with this informa-
tion, turn to the proper group.
Example:
For purposes of illustration, a Model 5033-7101,
serial number 3D-1417 RC engine, will be used.
To determine the proper part number of the fan
pulley
As indicated in the
Group Nomenclature page, the F4n is
group 5.4235
The part
is illustrated in Figure 4A. identified as being in
group 5.4235.
To determine the proper part number of the cylin-
der block end plate, again refer to the Option Plate
to note that there is no reference to the cylinder
block — indicating that it is standard equipment.
To determine the proper fuel filter element part
number, refer to the Option Plate to determine
that the filter is standard equipment.
Turn to group 2.3000A and
in the column note that the part number
of the filter assembly, in sub-group 2.3310, is
5573949. However a note in the group heading
refers to "Assembly Breakdown, Page B8 for
components of the filter assembly. On page B8,
the filter assembly 5573949 appears in column.
All components of the filter assembly will
De listed.
Page 3
January, 1972
CAL INDEX:
betical Index is particularly
en only a part name is known and the
not readily be determined. Parts are
labetically by noun name, followed by a
i of the application of the part and the
p location. Component parts of assem-
not listed since they will appear in the
e book immediately following the assem-
;h they belong.
IEOUS:
;inning of each of the 7 sections of this
;re are several pages of illustrations. In
on of the parts list figure numbers refer
itions within that section only, unless
noted. In the majority of cases illustra-
typical, that is; they may represent more
iart number. For example, in the case of
el housing, figure 5A of section 1.0000, a
sing is shown to represent all housings.
Ders on illustrations are final group
istances a part has more than one appli-
lerever a part appears in its second or
.cation the basic group is shown in paren-
Dwing the description.
lerwise specified, standard bolts in the
are hexagon head. Other standard parts
bed in detail.
Delco-Remy electrical equipment is serviced by
United Delco, Division of General Motors Corpora-
tion, from its outlets throughout the country. Part
numbers of Delco-Remy items are listed for refer-
ence purposes only.
The ASSEMBLY BREAKDOWN section is designed
to eliminate repeating components of assemblies
and sub- assemblies. When the Assembly Break-
down is used it is always follows
the group it pertains to.
Assemblies
which make use of the Assembly Breakdown
will have a note to that effect under the sub-
group heading. The note will refer to the page
on which the assembly is shown. The part num-
ber will appear in the first group of the Assembly
Breakdown showing the quantity used*
All other
items appearing in that column are components
of the assembly.
f
ALPHABETICAL INDEX
Part Name
A
Adaptor , Accessory Drive
Adaptor , Dipstick
Adaptor , Oil Cooler
Adaptor, Oil Filter Tube
( To Oil Cooler Adaptor ) 4 ,
Arm Assy. Exhaust Valve 1,
Arm Assy. Injector Rocker 1,
B
Bearing, Cam And Balancer Shaft 1,
Bearing, Fan Shaft 5.
Bearing, Gov. Operating Shaft (Lower) 2 .
Bearing, Gov. Operating Shaft ( Upper) 2.
Bearing, Gov. Throttle Shaft 2.
Bearing, Governor Operating shaft (Lower) 2.
Bearing, Governor Operating Shaft ( Upper ) 2 .
Bearing, Governor Throttle Shaft 2 .
Bearing, Governor Weight Carrier Shaft 2 .
Bearing, Governor Weight Carrier Shaft 2.
Bearing, Idler Gear 1.
Belt, Crankshaft Pulley 1.
Belt, Generator Drive 7.
Blade, Fan 5,
Block Assy. , Cylinder 1.
Block, Cylinder 1.
Blower Assy 3.
Blower Kit, Installtion 3.
Blower Kit , Repair 3.
Body Assy. , Injector 2,
Body, Fresh Water Pump 5 ,
Body, Fuel Pump 2.
Bolt, Crankshaft Main Bearing Cap 1.
Bolt, Cylinder Head 1.
Bolt , Rocker Cover 1 .
Boot , Gov To In j ector Link 2 .
Boot, Governor To Injector Link 2.
Bracket, Engine Lifter Front 1,
Bracket, Engine Lifter Rear 1,
Bracket, Engine Lifter-Front 1-
Bracket, Engine Lifter-Rear 1.
Bracket , Fan Shaft 5,
Bracket , Generator Mounting 7 .
Bracket, Generator Mtg 7,
Bracket , In j ector Control Tube 2.
ALPHABETICAL INDEX
Part Name
Group No.
ixhaust Valve
Connecting Rod Piston Pin
Injector And Exhaust Valve Rocker Arm Clevis.
In j ector Rocker Arm-Large
Injector Rocker Arm-Small
Piston pin
C
lector Check Valve
lector Valve Spring.
Assy ,
icer , Fan Hub
spacer , Fan Hub
ikshaf t Main Bearing
mst Valve Spring
, Low Speed Spring
jrnor Low Speed Spring . .
ictor Filter
jctor Shipping
Filler Tube -
ijector
Cnj ector And Exhaust Valve Rocker Arm
il Pump To Filter Tube ,
7 . Control Wi re Tube
7-ernor Control Wire Tube ,
ig Rod Assy
:, Fuel Pipe '
7. , Oil Cooler ,
, Accessory Drive ,
sy . , Governor ,
sy . / Governor ( Complete )
sy. , Governor Complete
.r Box
.ower Housing End Plate ,
Blinder Block Water Hole
Blinder Head Water Hole
igine Front-Lower
igine Front-Upper ,
.ywheel Housing Large Hole ,
.ywheel Housing Small Hole ,
:esh Water Pump ,
lei Filter ( Secondary)
lei Pump ,
lei Strainer ( Primary)
1 Filter
.8343
,6040
,8140
,8110
.8120
1.6145
2.1205
2.1257
1.7001
5.4180
5.4180
1.3110
1.8350
2.7580
2.7580
2.1130
2.1150
4.5010
2.1270
1.8130
2.5120
2.9428
2.9428
1.6001
2.4030
4.4001
1.7635
2.7045
2.7045
2.7045
1.1040
3.4180
1.1060
1.2043
1.3162
1.3161
5030
,5050
1031
,3390
,2030
,3080
4.2290
ALPHABETICAL INDEX
Part Name
Grout
Cover, Thermostat Housing
Cylinder Kit
D
Deflector, Injector Spill
Dipstick
Draincock, Fuel Filter
E
Elbow, Oil Cooler Water Outlet
Elbow, Water Outlet
Element, Fuel Filter (Secondary)
Element, Fuel Strainer ( Primary)
Element, Injector Filter
Element, Oil Filter
F
Fan , Generator
Filter Assy. , Fuel
Filter Assy. , Oil
Filter Unit, Breather oil Separator
Flange , Exhaust
Flywheel
Follower Assy. , Cam
Follower, injector
Fork , Gov. Operating Shaft
Fork, Governor Operating Lever
Fork, Governor Operating Shaft
G
Gasket Kit, Cylinder Head Overhaul
Gasket Kit, Engine Overhaul
Gasket Set, Cylinder Head Oil
Gasket , Accessory Drive
Gasket, Accessory Drive Adaptor
Gasket, Air Box Cover
Gasket, Air Inlet Housing Flange
Gasket , Blower
Gasket, Blower Housing End Plate Cover.,
Gasket , Breather Tube
Gasket, Cylinder Block End Plate
Gasket, Cylinder Block Water Hole Cover,
Gasket, Cylinder Head Compression
ALPHABETICAL INDEX
Part Name
Group No.
Exhaust Manifold
Exhaust Manifold. . .
Exhaust Outlet
Flywheel Housing
Flywheel Housing Bell ^
Flywheel Housing Large Hole Cover.
Flywheel Housing Large Hole Cover.
Flywheel Housing Small Hole Cover.
Flywheel Housing Small Hole Cover,
Fresh Water Pump
Fresh Water Pump Body Cover
Fuel Filter Cover Screw
Fuel Filter Cover To .Shell
Fuel Pump To Engine
Fuel Pump Valve Plug
Fuel Strainer Cover
Fuel Strainer Cover Screw
Governor High Speed Spring
Governor High Speed Spring Cover. .
Injector Filter Cap
Oil Cooler Water Outlet Elbow
Oil Filter Cover
Oil Filter Cover Nut
Oil Filter Tube Adaptor
Oil Pan To Block
Oil Pressure Regulator Plug
Thermostat Housing
Thermostat Housing Cover
Water Outlet Elbow
;sy. , Idler
cessory Drive.
ilower Rotor
lamshaf t And Balance Shaft
amshaft And Balancer Shaft
irankshaf t Timing
lywheel Ring
uel Pump ( Drive )
overnor Drive
njector •*-.
il Pump Drive (On Crankshaft)
or Assy
r Assy
Cam Follower
Dipstick
Exhaust Valve
6.
6.
6.
1.
1.
1.
1.
1.
1.
5.
5.
2.
2.
2.
2.
2.
2.
2.
2.
2.
5.
4.
4.
4.
4.
4.
5.
5.
5.
1.
1.
3.
1.
1.
1.
1.
2.
2.
2.
4.
7.
2.
1.
4.
1.
1010
,1010
2105
5010
5020
5040
5040
5060
5060
1010
1032
3420
3400
2007
2180
3090
3130
7650
7650
1140
3421
2300
2330
3027
7030
1720
2110
2130
2037
7220
7670
4080
7200
7200
3145
4010
2087
7960
1180
1310
1001
7001
8300
6020
8320
ALPHABETICAL INDEX
Part Name
H
Head Assembly, Cylinder
Head Assy. , Cylinder
Hose , Fuel Tank Flexible
Hose , Oil Cooler Water Outlet Elbow
Hose , Water By-Pass Tube
Housing Assy. , Air Inlet
Housing, Air Inlet
Housing , Blower
Housing, Flywheel
Housing, Gov. Control
Housing, Governor Control
Housing, Governor High Speed Spring Adjusting Screw,
Housing, Governor Limiting Speed Spring
Housing, Governor Weight
Housing , Oil Cooler
Housing , Thermostat
Hub, Idler Gear
I
Idler Pulley, Fan Belt
Idler Pulley, Fan Belt (With Adjusting Arm)
Impeller , Fresh Water Pump
Injector Assy
Insert , Exhaust Valve
L
Lever Assy. , Governor Control Operation Link
Lever, Air Inlet Housing Shutdown Reset
Lever, Air Inlet Housing Shutdown Valve
Lever, Air Inlet Housing Shutdown Reset
Lever, Air Inlet Housing Shutdown Valve. ....-..-.....,
Lever, Gov. Differential
Lever, Gov. Operating Shaft
Lever , Governor Cover Shutdown Shaft
Lever, Governor Cover Shutdown Shaft.
Lever , Governor Cover Throttle Shaft
Lever, Governor Cover Throttle Shaft
Lever, Governor Differential.
Lever, Governor Operating
Lever , Governor Operating Shaft
Lever, Injector Control Tube
Lever, Injector Control Tube Rack
Liner , Cylinder
Link, Governor Operating Lever Connecting
Lock , Exhaust Valve Spring
ALPHABETICAL INDEX
Part Name
Gov. High Speed Spring Retainer ,
Governor High Speed Spring
Governor High Speed Spring Retainer ,
M
, Exhaust
, Exhaust
sy. , Starting
N
be/ Governor ,
Connecting Rod Spray
:ylinder Head Water ,
actor Valve <
0
Kit, Injector ,
P
ling Guide
. Differential Lever ,
arnor Differential Lever
arnor Operating Shaft ,
srnor Operating Shaft Lever ,
actor And Exhaust Valve Rocker Arm Clevis.
actor Stop ,
bon ,
aather. ,
al ,
L Pump Inlet ,
ssy ,
Lr Inlet Housing Shutdown Control ,
Lr Inlet Housing Shutdown Control ,
Lower Housing End , ,
Lower Rotor Thrust ,
flinder Block End ,
si Filter ,
si Pump Valve ,
il Strainer Cover ,
L Pan Drain
L Pressure Regulator ,
Bushincr Assv. , Iniector ,
Group
2.7615
2.7615
2.7615
6.1001
6.1001
7.3001
2.7002
1.6010
1.2005
2.1030
2.1002
4.70^1
2.1165
2.7315
2.7315
,7300
,7300
.8150
,1100
,6140
4.8001
2.4020
4.1510
1.6110
3.3260
3.3260
3.4140
3.4033
1.1020
2.3480
2.2170
2.3100
4.7080
4.1710
2.1160
ALPHABETICAL INDEX
Part Name
Pulley And Hub Assy. (Fan)
Pulley And Hub Assy. , Fan
Pulley , Crankshaft
Pulley , Fan
Pulley , Fresh Water Pump
Pulley , Front Balance
Pulley , Front Balancer
Pulley, Generator
Pump Assy
Pump Assy. , Fresh Water
Pump Assy. / Fuel
Pump Assy. , Oil
R
Rack , In j ector
Reconditioning Kit, Fresh Water Pump
Reconditioning Kit, Fresh Water Pump
Retainer, Cam And Balance Shaft Gear Nut
Retainer, Cam And Balancer Shaft Gear Nut
Retainer , Crankshaft Pulley
Retainer, Fan Shaft Bearing
Retainer , Gov. High Speed Spring
Retainer, Governor High Speed Spring
Retainer, Governor High Speed Spring
Retainer , Injector Gear
Retainer, Oil Filter Spring
Retainer, Oil Filter Tube Adaptor By-Pass Spring.
Retainer, Oil Filter Tube Adaptor By-Pass Spring.
Retainer , Piston Pin
Retainer , Push Rod
Ring Set, Piston
Ring, Injector Hole Tube Seal
Ring, injector Seal
Ring, Piston Compression •
Ring, Piston Oil Control •
Rod Assy. , Gov. To Injector Link
Rod Assy* , Governor To Injector ,
Rod, Push
Roller Set , Cam Follower
Rotor Assy. , Oil Pump
Rotor , Blower
S
Screen, Blower ?
Screen , Oi 1 Pump Inlet
ASSV. . Gov. Buffer
2.
5.
5.
1.
1.
1.
5.
2.
2.
2.
2.
4.
4.
4.
1.
1.
1.
1.
2.
1.
1.
2.
2.
1.
1.
4.
3.
ALPHABETICAL INDEX
Part Name
Group No.
uel Filter Cover
uel Strainer Cover
ov. Low Speed Spring Adjusting
overnor Low Speed Spring Adjusting. . .
r Inlet Housing Shutdown Valve Shaft,
r Inlet Housing Shutdown Valve Shaft,
ower Housing End Plate
m And Balance Oil
tn And Balancer Oil
ankshaft Oil-Front
ankshaft Oil-Rear
linder Liner
n Shaft
esh Water Pump
el Pump Oil
vernor
haust Valve Spring
el Filter Element
v. Low Speed Spring
vernor Low Speed Spring
jector Valve Spring ;
sh Rod Spring-Upper
sh Rod Spring-Lower
sh Rod Spring-Upper
Carrier Assy. , Governor Weight
d Carrier Assy. , Governor Weight
sy. , Gov. Operating
sy. , Governor Operating
Lr Inlet Housing Shutdown Valve......
Lr Inlet Housing Shutdown Valve
alancer
cesh Water Pump
ael Pump
ael Pump Driven
DV. Operating
Dvernor Operating
i jector Control Tube End
Dcker
Dnnecting Rod Bearing
rankshaf t Main Bearing
ael Filter ( Secondary)
lei Strainer ( Primary)
LI Filter
Generator
;enerator Heat
>wer Rotor Gear
(Wheel
Awheel Housing To End Plate
:rankshaf t Rear Oil Seal
2.
2.
2.
2.
3.
3.
3.
1.
1.
1.
1.
1.
5.
5.
2.
2.
1.
2.
2.
2.
2.
1.
1.
1.
2.
2.
2.
2.
3.
3.
1.
5.
2.
2.
2.
2.
2.
1.
1.
1.
2.
2.
4.
7.
7.
3.
1.
1.
1.
3410
3120
7590
7590
3055
3055
4160
7060
7060
3040
3060
6190
4150
1130
2070
7945
8360
3322
7570
7570
1255
8200
8210
8200
7350
7350
7250
7250
3050
3050
7080
1050
2093
2089
7255
7255
9007
8160
6100
3090
3380
3050
2280
1005
1005
4090
5002
5002
3066
ALPHABETICAL INDEX
Part Name Grc
Slinger , Cam And Balance shaft Oil 1.
Slinger, Cam And Balancer Shaft Oil 1.
Spacer , Blower Rotor Gear 3.
Spacer , Blower Rotor Shaft oil Seal 3.
Spacer , Cam And Balance Shaft Pulley 1.
Spacer, Cam And Balancer Shaft Pulley 1.
Spacer, Camshaft Gear 1.
Spacer , Crankshaft Front Oil Seal 1.
Spacer, Governor Weight carrier Shaft 2.
Spacer, Injector Control Tube Lever 2.
Spring, Air Inlet Housing Shutdown Valve Tension 3.
Spring, Air Inlet Housing Shutdown Valve Tension 3.
Spring , Exhaust Valve 1,
Spring, Fuel Filter Element 2.
Spring, Fuel Pump Valve Retaining 2,
Spring , Governor High Speed 2 ,
Spring, Governor Low Speed 2 ,
Spring , In j ector Control Tube 2 ,
Spring, Injector Plunger. 2.
Spring, Injector Valve 2.
Spring, Oil Filter 4.
Spring, Oil Filter Tube Adaptor By- Pass Valve 4.
Spring, Oil Pressure Regulator 4.
Spring, Push Rod 1-
Strainer , Assy. , Fuel 2.
Strap , Generator Adj usting 7 .
Stud , Exhaust Manifold To Head 6 .
Stud, Oil Filter Center 4.
Support , Fan Mounting * 5 •
T
Thermostat Assy '• • • 5 •
Tip Assy. / Injector Spray 2-
Tube And Lever Assy. , Injector Control 2.
Tube Assy., Gov. Lubrication 2.
Tube Assy. , Governor Lubrication. . . . / 2.
Tube , Air Box Drain •*••
Tube, Filter Outlet 2>
Tube , Fuel Drain
Tube, Fuel Pump Inlet 2l
Tube , Fuel Pump To Filter
Tube, Gov. Operating Shaft
Tube , Governor Operating Shaft
Tube , Injector Hole
Tube , Water By-Pass •
ALPHABETICAL INDEX
Part Name
V
Group No.
t , In j ector
Lr Inlet Housing Shutdown
ichaust
uel Pump
uel Supply Check
njector Check
il Filter Tube Adaptor By-Pass.
il Pressure Regulator
W
Blower Rotor Shaft Thrust ,
dam And Balance Shaft End Bearing Thrust.,
2am And Balancer Shaft End Bearing Thrust,
Crankshaft Main Bearing Thrust ,
Fuel Pipe Connector ,
Rear Balancer
p. , Gen. To Regulator ,
y. , Generator Regulator ,
y. t Generator To Regulator ,
r Inlet Housing Shutdown ,
r Inlet Housing Shutdown Control ,
vernor Control ,
2.1238
3.3040
1.8310
2.2130
2.5006
2.1200
4.3055
4.1700
4036
7030
7030
3100
4050
7190
1630
1630
7.1630
3.3250
3.3250
2.9422
INDEX
Group No.
Description
1.0000
1000
1000A
2000
2000A
3000
3000A
3000C
3000D
4000A
5000A
,6000
,7000
,7000A
,70008
,8000
1.8000A
2.0000
2.1000A
2.2000
2.2000A
3000A
4000
5000A
2.7000A
2.9000
2.9000A
3.0000
3.3000A
3.4000
3.4000A
3.4000B
4.0000
4.1000A
4.1000B
4.1000C
4.2000A
4.3000A
4.4000A
4.5000A
4.6000A
4.7000A
4.8000A
ENGINE ( less major assemblies )
Cylinder Block
Air Box Drains
Cylinder Head
Engine Lifter Bracket
Crankshaft, Oil Seals and Stabilizers.,
Crankshaft Front Cover
Crankshaft Pulley
Crankshaft Pulley Belt
Flywheel
Flywheel Housing
Connecting- Rod and Piston-. . -,
Camshaft and Gear Train
Balance Weight Cover ,
Accessory Drive
Valve and injector Operating Mechanism,
Rocker Cover
FUEL SYSTEM ,
Fuel Injector ,
Fuel Pump
Fuel Pump Drain ,
Fuel Filter
Fuel Manifold and/or Connections. .....
Fuel Lines and Fuel Cooler
Mechanical Governor
Injector Controls
Throttle Controls
AIR SYSTEM
Air Inlet Housing
Blower *
Blower Drive Shaft
Blower End Plate Cover
LUBRICATING SYSTEM
Oi 1 Pump
Oil Distribution System
Oil Pressure Regulator
Oil Filter
Oil Filter Lines
Oil Cooler
Oil Filler
Dipstick
Oil Pan
Ventilating System
MODEL DESCRIPTION CHART
IN-LINE ENGINES
5043-5100
tlfS
3
NUMBER
OF
CYLINDERS
APPLICATION
DESIGNATION
(see below)
BASIC ENGINE
ARRANGEMENTS
*(*•• below)
DESIGN
VARIATION
(see bolew)
SPECIFIC MODEL NUMBER
AND STARTER-BLOWER
ARRANGEMENT
APPLICATION DESIGNATION
5042-5100
5041-5100
5044-5100
504J.-5100
S04Z-5100
MARINE
FAN TO F/W-INDUSTRIAL
POWER-BASE
GENERATOR
FAN TO F/W- AUTOMOTIVE
DESIGN VARIATIONS
5043-50.00 "N" ENGINE
5043-5100 2 VALVE HEAD
5043-5200 4 VALVE HEAD
5042-2102 TURBOCHARGER
STARTER-BLOWER ARRANGEMENT
Odd number in lost digit
designates starter oppoiit* blower.
Even number in lent digit
designates starter tame lido at blower.
•2.3,4-53 BASIC ENGINE ARRANGEMENTS
Rotation: L (left) and R (right) designates
rotation viewed from the front of the
engine.
Type: A-B-C-D designates location of
exhaust manifold and blower
as viewed from the rear (flywheel) end.
JST MANIFOID
GOV.
LA (XXXX-1XXX)
EXHAUST MANIFOLD
OOV.
LB (XXXX-2XXX)
OOV.
EXHAUST MANIFOLD
CAM
BLOWER
1C (XXXX-3XXX)
EXHAUST MANIFOID
CAM
SHAFT
BLOWER
LD (XXXX-4XXX)
5T MANIFOID
EXHAUST MANIFOID
EXHAUST MANIFOID
EXHAUST MANIFOLD
BAl. SHAFT
BLOWER
GOV.
GOV.
BLOWER
GOV
BLOWER
ULIIIUII UILULL
53 ENGINES
U04Q
1,1001
FIG. U JKI4TO5 53
CYUNBER BLOCK
(with head gaskets)
Figs. 1A, IB of 1.0000
March 1Q74
[ROIT DIESEL
53 ENGINES
1.2030
1.2001
1.8320
1.2001
6.1020
2.7830
2.8945
i.2001
5.2001
FIG. 2A CYLINDER HEAD
ITEM 1
ITEM 5
ITEM 3
STEM 4
HEM 6
STEM 7
V 948
ITEM 8
DETROIT DIESEL
53 ENGINE
1.3290 1.3280 1.3040 4,1310
1.3140— ""jl
1.3110'
FIG. 3 A CRANKSHAFT (3-53)
1 .3060
1.3100
P 547
1.3055
WORN AREA
1.3040
- 1.3160
FIG
. 3C CRANKSHAFT (3 -53
ROIT DIESEL
53ENGINES
1.3170
In- Line Models
FIG. 4A
UPPER FRONT COVER
4.4170
4.4160
4.4 UQ
1.3162
U700
.1710 4.1720 4.1690 1.3162 V.317Q
NOT SOLO
SEPARATELY
4,1310
4.100?
4,1085
DETROIT DIESEL
53 ENGINES
1.5075, 5-5001
. 5A FLYWHEEL AND FLYWHEEL HOUSING (In-Line Models)
in DIESEL
53 ENGINES
NOT SOLD SEPARATELY
1.6120
FIG. 6A CONNECTING ROD, PISTON AND LINER
DETROIT DIESEL
.7130 *.7062 1.7061
1,7010
53 ENGINE
TJ030 '-7207
(
1 .7062
1,7010
1.7200 1.7200
FIG. 7A CAMSHAFT (In-line Models)
Oil DIESEL
1,7190 1.1020 1.7200
1.3145
FIG. 7C GEAR TRAIN (Typical In-line)
1.7225
1.7225
1.7250
FIG. 7F IDLER GEAR
DETROIT DIESEL
53 ENGINES
5040
1.7*50
17645
5030
1.7605
FIG. 8A ACCESSORY DRIVE (Double Belt)
in DIESEL
53 ENGINES
5.8320
1.8330
1.8310
1.8343
1.1
1.8350
1.8340-
1.8360
1.8320-
1 .8330 •
1.8310-
FIG. 9A
LVE MECHANISM
FXG. 9B
VALVE SPRING & SEAT
FIG, 9C
VALVE & ROCKER BRIDGE
DETROIT DIESEL
53 ENGINES
IOIT DIESEL
53 ENGINES
1,2070
5.20?0
2,7001
4.2240
5,4090
1 ,3280
>- 4.8010
1.5050*-,
.4001
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
5196490
5199791
5121366
5121459
454813
103321
5116354
5116373
180120
103321
5116380
5115097
186625
103320
1.1001 BLOCK ASSY., CYLINDER
FOR COMPONENTS OF SERVICE CYLINDER
BLOCK ASSEMBLIES REFER TO ASSEMBLY
BREAKDOWN PAGES AS INDICATED BELOW.
BLOCK ASSY. (PAGE A2)
1*1002 GASKET KIT, ENGINE OVERHAUL
CONSISTS OF NECESSARY GASKETS FOR
ONE ENGINE OVERHAUL
GASKET KIT
1.1Q2Q PLATE, CYLINDER BLOCK END
A PLATE ASSY. INCLUDES PLUG NUTS.
PLATE ASSY. (RC-RD-LC-LD ENG.)
NUT, PLUG (3/8"-24)
BOLT, 3/8"-16X7/8" (12.9001)
LOCKWASHER, 3/8" (12.9200)
1.1030 GASKET, CYLINDER BLOCK END PLATE
GASKET
1.1040 COVER, AIR BOX
COVER
BOLT, 3/8M-16X3/4" (12.9001)
LOCKWASHER, 3/8" (12.9200)
1.1050 GASKET, AIR BOX COVER
GASKET
1.1060 COVER, CYLINDER BLOCK WATER HOLE
COVER (3/8" TAPPED HOLE)
BOLT, 5/16"-18X7/8" (12.9001)
LOCKWASHER, 5/16" (12.9200)
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
5116357
5196490
5116142
5198209
141346
5116199
5146/--37
3231135
141346
5146900
114981
5145009
5145010
5150131
5121316
5132286
137421
137397
1.1070 GASKET, CYLINDER BLOCK WATER HOLE
COVER
GASKET
A 1.1001 BLOCK CYLINDER
BLOCK ASSY. (3-53)
THE FOLLOWING ITEMS ARE ASSEMBLED TO THE
CYLINDER BLOCK:
CAP, MAIN BEARING (UNFINISHED)
(1.3110)
BEARING SET, CAMSHAFT (1.7010)
PIN, 3/16"Xl/2" DOWEL (12.9290)
BOLT, MAIN BEARING CAP (1.3140)
THE FOLLOWING ITEMS ARE "SHIPPED
LOOSE" WITH THE CYLINDER BLOCK.
ELBOW, AIR BOX DRAIN TEE
TEE, 1/4" INV. FL. (7.4586)
PIN, 3/16"Xl/2" BOWEL (12.9290)
PIN, 3/8 "XI 1/8" BOWEL (12.9290)
IQRAINCOCK, 1/8" (12.9510)
PLUG, 1/8" PIPE (12.9550)
PLUG, 1/4" PIPE (12.9550)
PLUG, 7/16" CUT (OIL HOLES)
PLUG, 5/8 "XI 3/3 2"
1.1100 TUBE, AIR BOX DRAIN
TUBE (DEV. L. 12.00")
ELBOW, 1/4" INV. FL. TUBE 90DEG. (12.9480)
NUT, 1/4" INV. FL. TUBE (12.9500)
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
2A
2A
2A
2A
2A
IB
1A
1A
IB
1A
2A
10G
10G
5198203
5144425
5198655
5145009
5121182
5154453
5151449
5139997
5199811
5119293
5121254
5116290
5121207
5116122
5116292
5121263
5123352
5145010
1.2001 HEAD ASSY* CYLINDER
FOR COMPONENTS OF SERVICE CYLINDER
HEAD ASSEMBLIES REFER TO ASSEMBLY
BREAKDOWN PAGE A5
HEAD ASSY. (4 VALVE) (3-53)
ADAPTOR, FUSE PLUG
PLUG, FUSE PLUG
PLUG, 1/8" PIPE (12,9550)
PLUG, 1/4" HEX* SKT* PIPE (2.4015)
PLUG, 3/8 "-16 SLo HDLS.
PLUG, 13/16" CUP (1*1001)
PLUG, 7/8" DIAe CUP (STAINLESS)
1.2002 GASKET KIT9 CYLINDER HEAD OVERHAUL
CONSISTS OF ALL GASKETS NECESSARY TO
REPLACE ONE CYLINDER HEAD*
GASKET KIT, CYLINDER HEAD
1.2005 NOZZLE, CYLINDER HEAD WATER
NOZ ZLE
1.2010 GASKET, CYLINDER HEAD COMPRESSION
GASKET
1.2Q_20 GASKET SET, CYLINDER HEAD OIL
RING, SEAL (END WATER HOLE)
RING, SEAL (CENTER WATER HOLE)
RING, SEAL (OIL HOLE)
RING, SEAL
1.203(3 BOLT, CYLINDER HEAD
BOLT, 5/8--11X6 1/4" (12 PT8 HD*)
1.2043 COVER, CYLINDER HEAD WATER HOLE
COVER (3/8" PIPE TAP)
PLUG, 1/4" PIPE HEX. SOC8 HD.
(12.9550)
PART
NUMBER
5145011
5145012
179839
103321
5116242
5199527
5160037
GROUP NUMBER, NAME AND DESCRIPTION
1.2043 COVER, CYLINDER HEAD WATER HOLE
(CONT.)
PLUG, 3/8" PIPE SQ. HD. (12.9550)
PLUG, 1/2" PIPE SQ. HD. (12.9550)
BOLT, 3/8"-16Xl" (12.9001)
LOCKWASHER, 3/8" (12.9200)
1.2044 GASKET, CYLINDER HEAD WATER HOLE
COVER
GASKET
1.2045 TUBE, INJECTOR HOLE
1.2046 RING, INJECTOR HOLE TUBE SEAL
RING (PART OF KIT IN 1.2045)
(2.1300)
QUANTITY
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
5198203
5198655
5154453
5145009
5199527
5160037
5116361
5131961
5119293
5121182
5151449
5116262
5121252
5111467
5129750
5164294
9409028
B 1.2001 HEAD ASSEMBLY, CYLINDER
HEAD ASSY. (4 VALVE)
THE FOLLOWING ITEMS ARE ASSEMBLED TO
THE CYLINDER HEAD.
PLUG, FUSE
PLUG, 3/8"-16 SPECIAL
PLUG, 1/8" PIPE (12.9550)
TUBE KIT (INCLUDES RING 5160037)
(1.2045)
RING (2.2046)
INSERT, EXHAUST VALVE (1.8330)
GUIBE, EXHAUST VALVE (1.8320)
NOZZLE, WATER (DOUBLE OUTLET)
(1.2005)
THE FOLLOWING ITEMS ARE "SHIPPED LOOSE"
WITH THE CYLINDER HEAD.
PLUG, 1/4" PIPE (2.4015)
PLUG, 13/16" CUP SPECIAL
ADAPTOR, CYLINDER HEAD GOVERNOR
CONTROL LINK (2.7830)
ADAPTOR, CYLINDER HEAD GOVERNOR
CONTROL LINK (2.7830)
SEAT, EXHAUST VALVE SPRING (1.8360)
1.2070 BRACKET, ENGINE LIFTER FRONT
BRACKET
SPACER, 1/8" THICK (7.1581)
BOLT, 3/8"-16Xl" AA LOCK (12.9001)
1.2080 BRACKET, ENGINE LIFTER REAR
5119379
9409028
BRACKET (ITEM 7)
BOLT, 3/8"-16Xl" (12.9001)
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
1.3001 CRANKSHAFT ASSY.
A CRANKSHAFT ASSY. INCLUDES PLUG AND
DOWELL IN 1.3001. WHEN REPLACING A
CRANKSHAFT ASSY. INCLUDE AN OIL PUMP
DRIVE GEAR IN 4.1310
CRANKSHAFT ASSY.
SLEEVE, CRANKSHAFT FRONT OIL SEAL
(1.3056) (Use with 5198503 SEAL)
PLUG, 1/8" PIPE (12.9550)
1.3040 SEAL, CRANKSHAFT OIL - FRONT
SEAL (SINGLE LIP O.S., USE WITH
5198502 SLEEVE)
SEAL
SEAL (W/EXCLUDER LIP)
1.3055 SPACER, CRANKSHAFT FRONT OIL SEAL
SLEEVE (USE WITH 5198503 SEAL)
(1.3056)
1.3060 SEAL, CRANKSHAFT OIL - REAR
SEAL (SINGLE LIP, STANDARD)
SEAL (SINGLE LIP, O.S., USE WITH
5196851 SLEEVE)
SEAL (DOUBLE LIP, O.3., USE WITH
5196851 SLEEVE)
1
AR
AR
1.306J) SLEEVE, CRANKSHAFT REAR OIL SEAL
SLEEVE (WITH O.S. OIL SEAL)
AR
1.3090 SHELL, CRANKSHAFT MAIN BEARING
A SHELL SET CONSISTS OF ONE UPPER
AND ONE LOWER SHELL.
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
1.3090 SHELL, CRANKSHAFT MAIN BEARING
(CONT'D)
SHELL, LOWER (.010" U.S.)
SHELL, UPPER (.020" U.S.)
SHELL, LOWER (.020" U.S.)
SHELL, UPPER (.030" U.S.)
SHELL, LOWER (.030" U.S.)
SHELL SET (STANDARD) (1 HOLE)
SHELL SET (.002" U.S.)
SHELL SET (.010" U.S.)
SHELL SET (.020" U.S.)
SHELL SET (.030" U.S.)
AR
AR
AR
AR
AR
AR
AR
AR
AR
AR
1.3100 WASHER, CRANKSHAFT MAIN BEARING
THRUST
WASHER (STANDARD)
WASHER (.005" O.S.)
WASHER (.010" O.S.)
PIN, 3/16"Xl/2" DOWEL (12.9290)
PIN, 7/32 "Xl/2" DOWEL (1/32" O.S.)
4
AR
AR
4
AR
1.3110 CAP, CRANKSHAFT MAIN BEARING
CAP
CAP (UNFINISHED)
4
AR
1.3140 BOLT, CRANKSHAFT MAIN BEARING CAP
BOLT
1.3145 GEAR, CRANKSHAFT TIMING
GEAR
KEY, l/4"X3/4" WOODRUFF (12.9350)
1.3161 COVER, ENGINE FRONT-UPPER
AN UPPER COVER ASSY. INCLUDES PINS
AND PLUGS IN 1.3161.
COVER ASS£.
PIN, 3/8 "XI 1/8" DOWEL (12.9290)
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
1.3162 COVER, ENGINE FRONT-LOWER
5197415 COVER ASSY.
5145009 PLUG, 1/8" PIPE HEX SOC. HD.
(12.9550)
186282 BOLT, 3/8"-16X3 1/4" (12.9001)
103321 LOCKWASHER, 3/8" (12.9200)
5146648 PLUG, 1/2" - 14 HEX SOCKET
5121082
5116386
1.3170 GASKET, ENGINE FRONT COVER
GASKET (UPPER)
GASKET (LOWER)
5116484
1.3280 PULIEY, CRANKSHAFT
PULLEY (5.38" DIA., 2 GROOVES)
1.3290 RETAINER, CRANKSHAFT PULLEY
5180291 RETAINER (WASHER)
5180629 % BOLT, 3/8"-16Xl 3/4" L.
271632 BOLT, 3/4"-16Xl 3/4" (12.9001)
% OPTIONAL HAS COUNTERBORE FOR
HANiB) TACHOMETER
1.3320 BELT, CRANKSHAFT PULLEY
SIZES GIVEN ARE EFFECTIVE LENGTH
AT WIDTH SHOWN.
ALL BELTS ARE "PREMIUM" POLYESTER
BELTS, UNLESS INDICATED (M.S.)
"MILITARY STANDARD".
5126447
BETL SET (2 BELTS) (35.00" L., .500" W.)
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUANT
5A
5A
5A
5A
5126671
9412018
5126587
5116301
1.4001 FLYWHEEL
INCLUiDES GEAR IN 1.4010.
"C" INDICATES A CHAMFERED ASST
"NC" IS NON- CHAMFERED.
PLATE, SCUFF (BOLT RETAINER)
BOLT, LOCK (2 1/4" L.)
FLYWHEEL ASSY. (SAE #3) (NC)
1.4010 GEAR, FLYWHEEL RING
GEAR (SAE 7?3-l26 TEETH)
GROUP NUMBER, NAME AND DESCRIPTION
QUANT I1Y
1.5001 HOUSING, FLYWHEEL
HOUSING (SAE #3)
PLUG, 3/8" PIPE (12.9550)
PLUG,, 3/4" PIPE (12.9550)
PLUG, 1 1/4" PIPE (12.9550)
BOLT, 3/8"-16X2 1/2" (12.9001)
BOLT, 3/8"-16X7/8" (12.9001>
BOLT, 5/16"-18X2 1/2" (12.9001)
BOLT, 3/8"-16X 2 1/2" (12.9001)
BOLT, 3/8"-24X3 9/16" (12.9001)
BOLT, 3/8lf-16X7/8" (12.9001)
BOLT, 3/8"-16X7/8" (12.9001)
LOCKWASHER, 3/8" (12.9200)
1
1
1
1
6
5
2
4
3
1
1
AR
1.5002 SHIM, FLYWHEEL
SHIM
1.5010 GASKET, FLYWHEEL HOUSING
GASKET
1.5020 GASKET, FLYWHEEL HOUSING BELL
GASKET
1.5030 COVER, FLYWHEEL HOUSING IARGE HOLE
COVER
BOLT, 7/1 6 "-14X1" (12.9001)
BOLT, l/2"-13Xl" (12.9001)
WASHER, 7/16" UPPER (2.4050)
LOCKWASHER, 1/2" (12.9200)
1.5040 GASKET, FLYWHEEL HOUSING IAHGE "HOLE
COVER
GASKET
1.5050 COVER, FLYWHEEL HOUSING SMA.LL HLOLE
COVER
BOLT, 5/16"-18X7/8" (12.9001)
PART
— — —
— ~
: . . —
FIG
1 •• •• • — ^—
NUMBER
— —
GROUP NUMBER, NAME AND DESCRIPTION
QUAN
~~ ~ • — — ,
1.6001 CONNECTING ROD ASSY.
• -
QUANTITIES SHOWN ARE PER CYLINDER.
A ROD ASSY. INCLUDES CAP AND
ORIFICE WHICH ARE NOT SOLD
SEPARATELY, PLUS ITEMS IN 1.6001,
1.6010 AND 1.6040.
6A
5121262
ROD ASSY.
6A
5197852
BOLT (3/8"-24X2.76" L.)
,
6A
839103
NUT (3/8"-24 HEX.)
t
1*6010 NOZZLE, CONNECTING ROD SPRAY
6A
5150140
NOZZLE
2
1.6040 BUSHING, CONNECTING ROD PISTON PIN
6A
5116181
BUSHING
2
1.6100 SHELL, CONNECTING ROD BEARING
A SHELL SET CONSISTS OP ONE UPPER
AND ONE LOWER SHELL.
6A
5121247
SHELL, UPPER (STD.)
1
6A
5116187
SHELL, LOWER (STD,)
1
6A
5196652
SHELL, UPPER (.002" U.S.)
AB
6A
5196653
SHELL, LOWER (.002" U.S.)
AB
6A
5196654
SHELL, UPPER (.010" U.S.)
AR
6A
5196655
SHELL, LOWER (.010" U.S.)
AR
6A
5196656
SHELL, UPPER (.020" U.S.)
AB
6A
5196657
SHELL, LOWER (.020" U.S.)
AR
6A
5196658
SHELL, UPPER (.030" U.S.)
AB
6A
5196659
SHELL, LOWER (.030" U.S.)
AR
5195929
SHELL SET (STANDARD)
AR
5196664
SHELL SET (.002" U.S.)
AR
5196665
SHELL SET (.010" U.S.)
AB
5196666
SHELL SET (.020" U.S.)
AB
5196667
SHELL SET («030" U.S.)
AB
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
1.6110 PISTON ASSY.
A PISTON ASSY. INCLUDES BUSHING IN
1.6145 AND RETAINER IN 1.6150.
VAPOR BLASTED BUSHINGS (TYPES 58,
59,94) NOT SERVICED SEPARATELY.
PISTON ASSY. ("N" ENGINE")
1.6115 RING SET, PISTON
A PISTON RING SET CONSISTS OF
SUFFICIENT RINGS FOR ONE (1)
CYLINDER.
RING SET
AR
1.6120 RING, PISTON COMPRESSION
RING (FIRE RING)
RING (CHROMED) (2ND, 3RD, AND 4TH)
TWO COMPRESSION GROOVES ONLY.
1.6130 RING, PISTON OIL CONTROL
AN OIL CONTROL RING SET CONSISTS OF
RINGS FOR ONE (1) CYLINDER.
AN OIL CONTROL RING CONSISTS OF TWO
(2) SCRAPERS AND ONE (1) EXPANDER.
RING
1.6140 PIN, PISTON
PIN
1.6145 BUSHING, PISTON PIN
BUSHING (1.6040)
1.6150 RETAINER, PISTON PIN
DT7TA TKTED
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
w
6A
5198899
5121256
1.6182 CYLINDER KIT
A CYLINDER KIT CONSISTS OF ITEMS IN
1.6110, 1.6115, 1.6120, 1.6140, 1.6180
AND 1.6190 FOR ONE CYLINDER.
CYLINDER KIT ("N" ENGINES)
1.6190 SEAL, CYLINDER LINER
SEAL
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
1.7001 CAMSHAFT ASSY.
A CAMSHAFT ASSY. INCLUDES PLUG IN
1.7001
CAMSHAFT ASSY. (RB-RC-LA-LD ENG.)
PLUG (1/2" DRIVE)
1.7010 BEARING, CAM AND BAIANCER SHAFT
A SET INCLUDES ALL END AND
INTERMEDIATE BEARINGS WHICH ARE NOT
SOLD SEPARATELY.
BEARING SET (STD. I.D., STD. O.D.)
BEARING SET (STD. I.D., .010" O.S., O.D.")
BEARING SET (.010" U.S., I.D., STD. O.D.)
BEARING SET (.020" U.S., I.D., STD. O.D.)
1
AR
AR
AR
1.7030 WASHER, CAM AND BALANCER SHAFT END
BEARING THRUST
WASHER
BOLT, 3/8"-16Xl" (12.9001)
1.7060 SEAL, CAM AND BALANCER OIL
SEAL, OIL (FRONT)
1.7061 SLINGER, CAM AND BALANCER SHAFT OIL
SLINGER
1.7 062 SPACER, CAM AND BAIANCER SHAFT
PULLEY
SPACER
1.7080 SHAFT, BALANCER
SHAFT
1.7130 PULLEY, FRONT BALANCER
FIG
PART
NUMBER
GROUP NUMBER,
NAME AND DESCRIPTION
QUA*
1.7190 WEIGHT, REAR BALANCER
7C
7C
5119277
94-09028
WEIGHT (CRESCENT
THICK, 2 HOLES)
BOLT, 3/8"-16Xl"
1 _79fin ttKAR. r.AMF
SHAPE, .239 111
LOCK (12.9001)
?HAFT AND BALANCER SHAFT
7A,C
7A,C
7A
7A
7A
7A
7A
7A
7C
7F
7F
7F
7F
5133387
5133388
218217
5150087
5121077
5172734
181360
103321
5135227
5196793
5132504
5124458
5157244
GEAR (R.H. HELIX) (CAMSHAFT LB-LC-
RA-RD, BALANCER LA-LD-RB-RC ENG.)
GEAR (L.H. HELIX) (CAMSHAFT LA-LD-
RB-RC, BALANCER LB-LC-RA-RD ENG.)
KEY, 3/16"X5/8" WOODRUFF (12.9350)
NUT (1.7140)
1.720:2 SPACER, CAMSHAFT GEAR
SPACER
1.7207 RETAINER, CAM AND BALANCER SHAFT
GEAR NUT
RETAINER
BOLT, 3/8"-24X3/4" (12.9001)
LOCKWASHER, 3/8" (12.9200)
1.7220 GEAR ASSY., IDLER
INCLUDES BEARING IN 1.7225.
GEAR ASSY. (L.H. HELIX)
U 72.25 BEARING, IDLER GEAR
BEARING
WASHER (THRUST)
1.7250 HUB, IDLER GEAR
HUB
BOLT (4.4190)
1.7604 GASKET, ACCESSORY DRIVE
GASKET (1.5040)
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUANT!
8A
8A
5122386
103196
103321
117049
5188755
5170450
5140814
5145091
5143616
5140971
455921
1.7622 ADAPTOR, ACCESSORY DRIVE
ABAPTOR (HYERAULIC PUMP) (12.5020)
STUO, 3/8"Xl 9/16" (12.9117),
LOCEWASHER, 3/8" (12.9200)
NUT, 3/8"-24 HEX. (12.9120)
1.7623 GASKET, ACCESSORY DRIVE ADAPTOR
GASKET, HYDRAULIC PUMP TO ADAPTOR
(12.5005)
1.7630 PLATE, ACCESSORY DRIVE
PIATE
SPACER
BOLT, 3/8"-24X1.38" (12.5015)
U7635 COUPLING, ACCESSORY DRIVE
COUPLING
1.7670 GEAR, ACCESSORY DRIVE
GEAR, HY1DRAULIC PUMP DRIVE (12.5030)
PIN, 1/8"X1 1/2" (3.3063)
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
9A
9A
9A
9A
9A,C
9A
9A,C
9A
5135268
5135267
5179954
5150318
5150311
5150312
5123700
5150314
5123711
5116072
5151272
1.8060 ARM ASSY. EXHAUST VALVE
INCLUiDES ITEMS IN 1.8130, 1.8140,
1.8150 AND 1.8343.
ARM ASSY. (RIGHT )( 4 VALVE)
ARM ASSY. (LEFT) (4 VALVE)
1.8080 ARM ASSY., INJECTOR ROCKER
INCLUDES ITEMS IN 1.8110 THRU
1.8150.
ASM. ASSY.
1.8110 BUSHING, INJECTOR ROCKER ARM-IARGE
BUSHING
1.8120 BUSHING, INJECTOR ROCKER ARM-SMALL
BUSHING
1.8130 CLEVIS, INJECTOR AND EXHAUST VALVE
ROCKER ARM
CLEVIS
1.8140 BUSHING, INJECTOR AND EXHAUST VALVE
ROCKER ARM CLEVIS
BUSHING
1.8150 PIN, INJECTOR AND EXHAUST VALVE
ROCKER ARM CLEVIS
PIN (CLEVIS END)
PIN (BRIDGE END)
1.8160 SHAFT, ROCKER
A SHAFT ASSY. INCLUDES PLUG IN 1.8160.
SHAFT ASSY.
PLUG
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
1.8170 BRACKET, ROCKER SHAFT
BRACKET
BOLT
1.8180 ROD, PUSH
ROD
LOCKNUT
1.8190 SPRING, PUSH ROD
SPRING (2 ORANGE STRIPES) (VALVE
AND INJECTOR)
1.8200 SEAT, PUSH ROD SPRING - UPPER
SEAT (VALVE AND INJECTOR)
1.8210 SEAT, PUSH ROD SPRING-LOWER
SEAT
1.8250 RETAINER, PUSH ROD
RETAINER (SNAP RING)
1.8260 FOLLOWER ASSY., CAM
FOLLOWER ASSY. (INCLUDES ROLLER SET)
1.8265 ROLLER SET, CAM FOLLOWER
INCLUDES ROLLER WITH BUSHING AND
PIN.
ROLLER SET (STANDARD)
1.8300 GUIDE CAM FOLLOWER
GUIDE
BOLT, 1A"-20X3A" (12.9001)
LOCKWASHER, 1A" (12.9200)
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
9C
5199323
1.8310 VALVE, EXHAUST
VALVE (INCLUDES LOCKS)
1.8320 GUIDE, EXHAUST VALVE
A VALVE GUIDE KIT INCLUDES 1-5131961
GUIBE ANO 1-5131973 SEAL. INSTALLER
(PKG,) CONSISTS OF 100 PIECES.
9G
5131961
5198529
5131973
5199912
GUH3E
KIT, VALVE GUIDE AND SEAL
SEAL, VALVE GUIDE (USE WITH 5131961)
INSTALLER, EXHAUST VALVE SEAL
(4 VALVE)
1.8330 INSERT, EXHAUST VALVE
9C
9C
5116361
5196752
INSERT (STANDARD)
INSERT (.010" OVERSIZE ON O.D.)
1.8340 SPRING, EXHAUST VALVE
9C
5144-019
SPRING (RED AND GREEN STRIPE)
1.8343 BRIDGE, EXHAUST VALVE
9G
5135262
BRIDGE
1.8350 CAP, EXHAUST VALVE SPRING
9C
5123330
CAP
1.8360 SEAT, EXHAUST VALVE SPRING
5111467
SEAT (0.60" THICK)
1.8370 LOCK, EXHAUST VALVE SPRING
9C
511634-1
LOCK (HALVES)
1.8450 COVER, ROCKER
9D
5125355
COVER, (ITEM 2) (Y-6")
'IG
PART
NUMBER
5147994
5100104
QUANTITY
1.8^55 GASKET, ROCKER COVER
GASKET
1,8460 BOLT, ROCKER COVER
SCREW ASSY.
GROUP NOMENCLATURE
1.0000
1.1000
1.1 000 A
1 .2000
1 .2000A
1.3000
1 .3000A
1 .3000C
1.3000D
1.4000A
1.5000A
1.6000
1.7000
1 .7000A
1 .7000B
1.8000
1 .8000 A
ENGINE (less major assemblies)
Cylinder Block
Air Box Drains
Cylinder Head
Engine Lifter Bracket
Crankshaft, OH Seals and stabilizers
Crankshaft Front Cover
Crankshaft Pulley
Crankshaft Pulley Belt
Flywheel
Flywheel Housing
Connecting Rod and Piston
Camshaft and Gear Train
Balance Weight Cover
Accessory Drive
Valve and Injector Operating Mechanism
Rocker Cover
5.0000
5.1000
5.10OOA
5.20OOA
5.2000B
5.2000C
5.3000B
5. 4000 A
COOLING SYSTEM^
Fresh Water Pump
Fresh Water Pump Cover
Water Outlet Manifold and/or Elbow
Thermostat
Water By-pass Tube
Water Connections
Fan
6.0000
EXHAUST SYSTEM
Exhaust Manifolt
Exhaust Muffler and/or Connects
6.1 000 A Exhaust Manifold
6.2000A
7 0000 ELECTRICAL-INSTRUMENTS
T/IOOOA Battery Charging Generator
7.3000A Starting Motor
2.0000
2. 1000 A
2.2000
2.2000A
2.3000A
2,4000
FUEL SYSTEM
Fuel Injector
Fuel Pump
Fuel Pump Drain
Fuel Filter
Fuel Manifold and/or Connections
2.5000A Fuel Lines and Fuel Cooler
2.7000A Mechanical Governor
2.9000
2.9000A
Injector Controls
Throttle Controls
3.0000
AIR SYSTEM
3.3000A
3.4000
3.4000A
3.4000B
Air Inlet Housing
Blower
Blower Drive Shaft
Blower End Plate Cover
4.0000
4. 1000 A
4.1000B
4.1000C
4.20OOA
4.3000A
A AfW)A
LUBRICATING SYSTEM
Oil Pump
Oil Distribution System
Oil Pressure Regulator
Oil Filter
Oil Filter Lines
Oil Cooler
53 ENGINES
*NOT SOLD SEPARATELY
2.1010
2.1030
53 ENGINES
FIG. 2A FUEL PUMP
FIG. 2B FUEL PUMP DRIVE
2.2292
FIG. 2C FUEL PUMP DRIVE
IT DIESEL
53 ENGINES
2.3380
IP ' ' Jtei\^-..^.v ^•^%^aMx^ra'i^iilmr ili i
liiPS^^^^^i
jJ*Kfc.Y" '' • ^ '''-\
*wfivwftteittiiif'Mli
•jf^illllPPPj
2.3370
t ?
I 2.3*
3320
FIG, 3B FUEL FILTER (Canister Type EUment)
F".:afc^|^^^(^^«^^M|
2.3050
2.3050 P 37*
2.3060 2-3070-
FIG
. 3C FUEL STRAINER (Stock Type Element)
DETROIT DIESEL
53 ENGINES
2.5210
2.5220
2.5215
2.5010
2.5010
Ill DIESEL
53 ENGINES
MECHANICAL GOVERNOR HOUSING
HTS AND IEVER (Close4 Li
DETROIT DIESEL
53 ENGINES
1011 DIESEL
53 ENGINES
2.7095
P088
FIG. 5H MECHANICAL- GOVBSBKOR COVER (Double Lever)
DETROIT DIESEL
2.7370
2.7360
53 ENGINES
2J502
•2.7380
FIG. 5L GOVERNOR WEIGHT
SHAFT AND CARRIER
UIKIL
DO
2,9009 2.'
2,9007
2.9012
2.9010
2.7819
2.8940
2.7819
2.8940
2.7834
X>3
FIG, 7A INJECTOR CONTROL TUBE {Inline Engine)
TA~ of 2.0000
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
5228773
5228701
5228583
5226416
5226912
5228764
5228601
5229167
5228109
2.1001 INJECTOR ASSY.
FOR TYPE 104 USE TYPE 93.
QUANTITIES SHOWN ARE PER CYLINDER.
INCLUDES ITEMS IN 2.1020 THRU
2.1265.
2.1002 OVERHAU^ KIT, INJECTOR
OVERHAUL KIT CONSISTS OF ONE (1)
SEAL RING, TWO (2) FILTER CAP GASKETS,
TWO (2) FILTER ELEMENTS AND TWO (2)
SHIPPING CAPS.
OVERHAUL KIT
2.1020 BODY ASSY., INJECTOR
A BODY ASSY. INCLUDES DOWEL AND PLUG
IN 2.1020.
BODY ASSY.
DOWEL
PLUG, BODY
TAG, NUMBER (N45)
2.1030 NUT, INJECTOR VALVE
NUT
2.1040 RING, INJECTOR SEAL
RING
2.1050 DEFLECTOR, INJECTOR SPILL
DEFLECTOR
2.1060 FOLLOWER, INJECTOR
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
5228739
2.1080 SPRING, INJECTOR PLUNGER
SPRING
5228608
2.3.100 PIN, INJECTOR STOP
PIN
5228587
5228588
2.1110 ELEMENT, INJECTOR FILTER
ELEMENT
2.1130 CAP, INJECTOR FILTER
CAP
5226186
5226414
2.1140 GASKET, INJECTOR FILTER CAP
GASKET
2.1150 CAP, INJECTOR SHIPPING
CAP
AR
5228684
2.1160 PLUNGER AND BUSHING ASSY., INJECTOR
PLUNGERS AND BUSHINGS ARE NOT SOLD
SEPARATELY. AN ASSY. INCLUDES PIN IN
2.1165.
PLUNGER ANO BUSHING ASSY. (N45)
5226393
2.1165 PIN, BUSHING GUIDE
PIN
5226719
2.1170 RACK, INJECTOR
RACK
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
IB
IB
IB
IB
IB
IB
5228586
5228690-
5228696
5229 j:'^
522850ft
5228766
5228594
IB
5121259
2.1190 RETAINER, INJECTOR GEAR
RETAINER
2.1200 VALVE, INJECTOR CHECK
VALVE
2.1205 CAGE, INJECTOR, CHECK VALVE
CAGE
2.1235 TIP ASSY., INJECTOR SPRAY
COMPONENTS OF TIP ASSY. ARE NOT
SOLD SEPARATELY.
TIP ASSY. (M65, N40, N45, N50,)
2.1238 VALVE KIT, INJECTOR
INCLUDES ITEMS IN 2.1250 AND 2.1255,
VALVE KIT (SHORT QUILL NEEDLE)
2.1250 SPRING, INJECTOR VALVE
SPRING
2.1255 SEAT, INJECTOR VALVE SPRING
SEAT
2.1257 CAGE, INJECTOR VALVE SPRING
CAGE
2.1270 CLAMP, INJECTOR
CLAMP
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
5146341
5199560
5118219
5195078
5150193
5154216
5146341
5146337
141195
5134560
3719219
2.2001 PUMP ASSY., FUEL
SEE ASSEMBLY BREAKDOWN AS INDICATED
BELOW.
A FUEL PUMP KIT INCLUDES A 3/8"
INLET PUMP, GASKET IN 2.2007 AND
REDUCING BUSHING IN 2.2030.
PUMP ASSY. (L.H.) (3/8" INLET)
PUMP KIT, FUEL (L.H.) (PAGE B5)
BOLT, 5/1 6"- 18X7/8" (W/LW)
#NOT SERVICED: COMPONENTS ARE
AVAILABLE. FOR COMPLETE REPLACEMENT
USE PUMP KIT SHOWN IN SAME TYPE.
2.2004 OVERHAUL KIT, FUEL PUMP
& OVERHAUL KIT
& INCLUDES ITEMS IN 2.2007, 2.2070,
2.2089, 2.2093, 2.2130, 2.2160 AND
2.2180.
2.2007 GASKET, FUEL PUMP TO ENGINE
GASKET (5.1010)
2^.2230 COUPLING, FUEL PUMP DRIVE
COUPLING
2.JQQ1 PUMP ASSY., FUEL
PUMP ASSY. (L.H.) (3/8" INLET)
(5199560)
= NOT SERVICED: USE PART NUMBER IN
PARENTHESES.
2.2010 BOW, FUEL PUMP
BODY
PIN, l/4"X5/8" DOWEL (12.9290)
2.2030 OVER, FUEL PUMP
COVER
BOLT, l/4"-20X3/4" (WITH LOCKWASHER)
PART
NUMBER
GROUP NUMBER, NME AND DESCRIPTION
5230007
5174975
14-74-81
5181747
5181746
5174973
103709
5184530
5174971
5161003
2.2070 SEAL, FUEL PUMP OIL
SEAL
2.2087 GEAR, FUEL PUMP (DRIVE)
GEAR
BALL, 1/8" DIA STEEL (12.9670)
2.2089 SHAFT, FUEL PUMP DRIVEN
A SHAFT ASSY. mCLUDES GEAR WHICH
IS NOT SOLID SEPARATELY.
SHAFT ASSY.
2.2093 SHAFT, FUEL PUMP
A SHAFT ASSY. INCLUDES SHAFT IN
2.2093 AND ITEMS IN 2.2087.
SHAFT ASSY. (DRIVE)
1.2130 VALVE, FUEL PUMP
VALVE
PIN, 5/32"Xl" STRAIGHT (12.9300)
2.2160 SPRING, FUEL PUMP VALVE RETAINING
SPRING
2_.2170 PLUG, FUEL PUMP VALVE
PLUG
2.2180 GASKET, FUEL PUMP VALVE PLUG
GASKET
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
5150193
5146337
5145009
141195
5134560
5198558
3719219
5230007
5174975
147481
5181747
5181746
5178700
5174973
103709
2.2007 GASKET, FUEL PUMP TO ENGINE
GASKET
2.2010 BODY, FUEL PUMP
BODY
PLUG, 1/8" PIPE (12.9550)
PIN, 1/4" X 5/8" DOWEL (12.9290)
2.2030 COVER, FUEL PUMP
COVER
BUSHING, 3/8" X 3/4"
BOLT, l/4"-20X3/4" (WITH LOCKWASHER)
2 .2070 SEAL, FUEL PUMP OIL
SEAL
2.2087 GEAR, FUEL PUMP (DRIVE)
GEAR
BALL, 1/8" DIA STEEL (12.9670)
2 .2089 SHAFT, FUEL PUMP DRIVEN
A SHAFT ASSY. INCLUDES GEAR WHICH
IS NOT SOLD SEPARATELY.
SHAFT ASSY.
2.2093 SHAFT, FUEL PUMP
SHAFT ASSY. (DRIVE)
SHAFT
2.2130 VALVE, FUEL PUMP
VALVE
PIN, 5/32"Xl" STRAIGHT (12.9300)
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
2A
5184530
2A
5174971
2A
5161003
2.2160 SPRING, FUEL PUMP VALVE RETAINING
SPRING
2.2170 PLUG, FUEL PUMP VALVE
PLUG
2.2180 GASKET, FUEL PUMP VALVE PLUG
GASKET
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
2.3001 STRAINER ASSY., FUEL
SEE ASSEMBLY BREAKDOWN BELOW.
STRAINER ASSY. (6") (T-60)
DECAL (WITH 5575568 STRAINER)
PLUG, 1/4" PIPE (12.9550)
2.3310 FILTER ASSY., FUEL
SEE ASSEMBLY BREAKDOWN PAGE B9
FILTER ASSY. (4") (T-58)
.OECAL
PLUG, 1/4" PIPE (12.9550)
BOLT, 3/8"-24Xl 1/2" (12.9001)
LOCKWASHER, 3/8" (12.9200)
NUT, 3/8"-24 HEX (12.9120)
C 2 .300 1 STRAINER ASSY., FUEL
STRAINER ASSY. (6" SOCK TYPE) (T-60)
2.3010 ELEMENT, FUEL STRAINER (PRIMARY)
ELEMENT (6", FELT SOCK TYPE, T-553)
(INCLUDES GASKET IN 2.3090 AND 2.3130)
2.3050 SHELL, FUEL STRAINER (PRIMARY)
SHELL (2.3380)
DRAIN COCK, 1/4" (12.9510)
2.3080 COVER, FUEL STRAINER (PRIMARY)
COVER ASSY. (IDENTIFIED WITH CAST "P")
(INCLUDES ITEMS IN 2.3090, 2.3120
and 2.3130)
2.3090 GASKET, FUEL STRAINER COVER
GASKET (2.3400)
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
5145010
5145011
6435793
6435794
5573949
5573261
5574123
5574126
5574120
5574124
5574122
5574125
2.3100 PLUG, FUEL STRAINER COVER
PLUG, 1/4" PIPE (TEFLON WRAPPED)
(12.9550)
PLUG, 3/8" PIPE (12.9550)
2.3120 SCREW, FUEL STRAINER COVER
BOLT (USE WITH COVER MARKED "P")
2.3130 GASKET, FUEL STRAINER TDVER SCREW
GASKET (USE WITH COVER MARKED "P")
2.3310 FILTER ASSY., FUEL
FILTER AS SiT. (4") (T-58)
2.3320 ELEMENT, FUEL FILTER (SECONDARY)
ELEMENT (4", TP-509) (INCLUDES
GASKETS IN 2.3400, 2.3420)
2.3322 SEAT, FUEL FILTER ELEMENT
SEAT
SEAL
RETAINER (RING)
2.3370 SPRING, FUEL FILTER ELEMENT
SPRING
SEAT, SPRING (WASHER)
2.3380 SHELL, FUEL FILTER (SECONDARY)
SHELL, ASSY. (INCLUDES ITEMS IN
2.3322 AND 2.3370)
2.3390 COVER, FUEL FILTER (SECONDARY)
/ T TVT'M'T1TjniTt?T\ T.TI'I'TI /"« A OT
5574118
1503536
514-5010
103647
GROUP NUMBER, NAME AND DESCRIPTION
2.3400 GASKET, FUEL FILTER COVER TO SHELL
GASKET
2.3410 SCREW, FUEL FILTER COVER
SCREW
2 .3420 GASKET, FUEL FILTER COVER SCREW
GASKET (2.3110)
2.3480 PLUG, FUEL FILTER
PLUG, 1/4" PIPE (IN COVER) (12.9550)
2.3500 DRAHNCOCK, FUEL FILTER
DRAINCOUK, 1/4" (12.9510)
QUANTITY
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
5116204
5152138
5152148
2.4020 PIPE, FUEL
PIPE ASSY. (INLET AND OUTLET)
2. 4030 CONNECTOR, FUEL PIPE
CONNECTOR
2.4050 WASHER, FUEL PIPE CONNECTOR
WASHER
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
5122279
5121080
137407
1374-23
5177623
5125318
143338
5116440
j.5006 VALVE, FUEL SUPPLY CHECK
VALVE, 1/4" SPRING TYPE
2.5100 TUBE, FUEL PUMP TO FILTER
TUBE ASSY. (DEV. L. 15.88")
CONNECTOR, 3/8" INV. FL. TUBE
(12.9460)
ELBOW, 3/8" INV. FL. TUBE 90 DEG
(12.9480)
2.5120 CLIP, FUEL PUMP TO FILTER TUBE
CLIP (3/8" TUBE)
2.5151 TUBE, FILTER OUTLET
TUBE ASSY. (DEV. L. 19 3/16")
ELBOW, 3/8" INV. FL. TUBE 45 T3EG
(12.9480)
2.5210 TUBE, FUEL DRAIN
ELBOW, RESTRICTED
AR
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
5129802
180083
9414285
5145225
9414322
103320
5122166
109371
5116336
5126428
5126792
271468
120380
5122742
5183042
2.7001 GOVERNOR ASSY.
A GOVERNOR ASSY. INCLUDES ITEMS IN
2.7002, 2.7045, THRU 2.7810 EXCEPT
2.7165, 2.7520, 2.7530, AND 2.7740.
GOVERNOR ASSY. (LIMITING)
BOLT, 5/16"-18Xl 1/2" (12.9001)
BOLT, 3/8"-24X7/8" (12. PT. HD.)
(12.9001)
WASHER, 3/8" COPPER (12.9190)
WASHER, 3/8" FLAT (12.9190)
LOCKWASHER, 5/16" (12.9200)
2.7002 NAME PLATE, GOVERNOR
NAME PLATE
SCREW, #9X3/16" RED. HD. DR.
2.7010 GASKET, GOVERNOR TO ENGINE
GASKET
2.7045 COVER ASSY., GOVERNOR (COMPLETE)
SEE ASSEMBLY BREAKDOWN AS INDICATED.
COVER ASSY. (LIMITING) (C & D ENG.)
(PAGE B18)
SCREW, l/4"-20X3/4" FIL. HD.
(GROOVED FOR TORSION SPRING)
SCREW, l/4"-20X3/4." FIL. HD.
(WITH LOCKWASHER) (12.9010)
LOCKWASHER, 1/4" (12.9200)
2.7051 GASKET, GOVERNOR COVER
GASKET
2.7165 LEVER, GOVERNOR COVER SHUTDOWN SHAFT
LEVER (2.9410)
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
2.7170 LEVER, GOVERNOR COVER THROTTLE SHAFT
LEVER (2.9340)
BOLT, l/4"-20Xl" (12.9001)
LO.CKWASHER, 1/4" (12,9200)
2.7230 HOUSING, GOVERNOR CONTROL
HOUSING (C & O ENGINES)
ADAPTOR, INJECTOR CONTROL LINK BOOT
(2.7830)
PLUG, 1/8" PIPE
2.7250 SHAFT ASSY*, GOV. OPERATING
INCLUDES ITEMS IN 2,7255, 2.7280,
2.7300, AND BEARING IN 2.7260.
SHAFT AS3T * (C AND D ENGINE)
2.7255 SHAFT, GOV8 OPERATING
SHAFT
2.7257 TUBE, GOV. OPEATING SHAFT
TUBE
2.7260 BEARING, GOV. OPERATING SHAFT
(UPPER)
BEARING
SCREW AND LOCKWASHER ASSST.
#10-24X7/16" (12.9025)
2.7270 BEARING, GOV* OPERATING SHAFT
(LOWER)
BEARING
RING, SNAP (TO HOUSING)
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
5122749
5150898
122161
5122741
94-25382
5122746
5126311
5150941
9421917
120391
142583
5126310
5129730
5119127
9428477
2.7280 LEVER, GOV. OPERATING. SHAFT
A LEVER ASSY. INCLUDES PIN IN
2.7300.
LEVER ASSY. (C & (D ENG.)
SCREW (GAP ADJUSTING)
NUT, l/4"-28 HEX. (12.9120)
2.7290 FORK, GOV. OPERATING SHAFT
FORK
SCREW, #10-32X5/8" (W/LW) (12.9001)
2.7300 PIN, GOVERNOR OPERATING SHAFT LEVER
PIN
2.7310 LEVER, GOV. DIFFERENTIAL
A LEVER ASSY. INCLUDES PIN IN
2.7315
LEVER ASSY. (LIMITING SPEED)
WASHER
SCREW AND LOCKWASHER ASSY
WASHER, 7/3 2"- 1/2" FLAT
RETAINER, 13/64" SPRING (12.9640)
2.7315 PIN, GOV8 DIFFERENTIAL LEVER
PIN (LIMITING SPEED)
2.. 7 3 40 HOUSING, GOVERNOR WEIGHT
2.7350 SHAFT AND CARRIER ASSY., GOVERNOR
WEIGHT
SEE ASSEMBLY BREAKDOWN PAGE B19 .
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
5122738
5183704
5182560
5182555
5150892
5150899
5101432
122161
5102270
5182557
5186115
2 » 7475 SPACER, GOVERNOR WEIGHT CARRIER
SHAFT
SPACER (BETWEEN GEAR AND BEARING)
2.7540 SPRING, GOVERNOR LOW SPEED
SPRING (2 YELLOW STRIPES)
2.7550 SPRING, GOVERNOR HIGH SPEED
SPRING (WIDE RED STRIPE)
2.7560 PLUNGER, GOVERNOR LOW SPEED SPRING
PLUNGER
2.7570 SEAT, GOV. LOW SPEED SPRING
SEAT
2.7580 CAP, GOV. LOW SPEED SPRING
CAP
2.7590 SCREW, GOVERNOR LOW SPEED SPRING
ADJUSTING
PIN
NUT, l/4"-28 HEX (12.9190)
SCREW
2. 7 6 10 RETAINER, GOVERNOR HIGH SPEED
SPRING
RETAINER
2. 76,15 LOCKMJT, GOVERNOR HIGH SPEED SPRING
RETAINER
LOCKNUT
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
5182559
445520
103320
5152944
5177083
124925
5122797
5122798
142583
114783
103361
5150941
5116262
5199773
272855
5129726
2.7635 HOUSING, GOVERNOR LIMITING SPEED
SPRING
HOUSING
BOLT, 5/16"- 18X3 1/2" (12.9001)
LOCKWASHER 5/16" (12.9200)
2.7650 GASKET, GOVERNOR HIGH SPEED SPRING
COVER
GASKET
2.7810 SCREW ASSY*, QOV. BUFFER
SCREW ASSY. (INCLUDES SPRING)
NUT (3/8"-24 HEX.) (12.9120)
2.7819 ROD ASSY. GOV. TO INJECTOR LINK
LINK (A & C ENG.)
LINK (B & D ENG.)
RETAINER, SPRING 13/64" (12.9640)
PIN (l/4"X51/64" CLEVIS) (12.9260)
PIN, l>61"Xl/2" COTTER (12.9250)
WASHER (2.7310)
2.7830 ADAPTOR, CYLINDER HEAD GOVERNOR
CONTROL LINK
ADAPTOR (IN HEAD) (PLAIN END)
2.7834 BOOT, GOV. TO INJECTOR LINK
# HOSE (7/8" I.D. X1.26"L) (A & C ENG. )
CLAMP, HOSE (SPRING, 1 1/4") (A & C
ENG.) (12.9660)
# STD. LENGTH HOSE. CUT TO LENGTH SHOWN.
2.7890 TUBE ASSY,, GOVERNOR LUBRICATION
TUBE ASSY. (DEV. L. 11.36") (WEIGHT
HOUSING)
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
2.7945 SEAL, GOVERNOR
SEAL
AR
2.7960 GEAR, GOVERNOR DRIVE
GEAR (L.H. HELIX) (RG, RD, LA, LB)
KEY, 5/32"X5/8" WOODRUFF (12.9350)
NUT, 5/8"-18 LOCK (12.9140)
j.7045 COVER ASSY., GOVERNOR (COMPLETE)
COVER ASSY. (C AND D ENGINE,
LIMITING SPEED)
2.7050 COVER ASSY., GOV. (LESS SHAFT AND
LEVER)
INCLUDES ITEMS IN 2.7050, 2.7093
AND 2.7100.
COVER ASSY. (C AND D ENGINE,
LIMITING SPEED)
PIN, 3/16" X 5/8" ROLL (12.9275)
.2.7095. SHAFT ASSY., GOVERNOR THROTTLE
A SHAFT ASSY. INCLUDES ITEMS IN
2.7095. PIN NOT SOLD SEPARATELY.
SHAFT ASSY.
PIN, l/8MX3/4" SPRING (12.9300)
FITTING, 1/8M LUBE (12.9540)
2.7115 SHAFT ASSY., GOVERNOR SHUTDOWN
SHAFT ASSY. (INCLUDES PIN) (2.7053)
PIN, 1/8"X1" ROLL (12.9275)
2.7140 WASHER, GOVERNOR THROTTLE SHAFT
(PACKING)
SEAL RING (2.4225)
WASHER, SEAL RING BACK-UP (2.7045)
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
5182977
5150238
5122732
5151487
5178581
5100061
5196855
5109544
5122776
5129721
5122785
9411504
2.7145 WASHER, GOVERNOR SHUTDOWN SHAFT
(PACKING)
SEAL RING (3.3055)
2.7150 RETAINER, GOVERNOR THROTTLE SHAFT
PACKING
WASHER (3.4001)
RING, SNAP
2.7155 RETAINER, GOVERNOR SHUTDOWN SHAFT PACKING
WASHER (2.7430)
RING, SNAP (2.7430)
WASHER (DISHED)
2.7350 SHAFT AND CARRIER ASSY., GOVERNOR
WEIGHT
SHAFT AND CARRIER ASSY.
2.7360 SHAFT, GOVERNOR WEIGHT CARRIER
SHAFT ASSY. (INCLUDES SHAFT AND
CARRIER) (LIMITING SPEED)
2.7380 RISER, GOVERNOR
RISER ( INCLUDES THRUST BEARING)
(SMALL FLANGE)
2.7390 WEIGHT, GOVERNOR
WEIGHT (LOW SPEED)
WEIGHT (HIGH SPEED)
2 .7430 PIN, GOVERNOR WEIGHT
PART
NUMBER
9411502
5122783
GROUP NUMBER, NAME AND DESCRIPTION
2.7470 BEARING, GOVERNOR WEIGHT CARRIER
SHAFT (CONT.)
RING, SNAP
2.7502 SUPPORT, GOVERNOR WEIGHT SH4FT
BEARING
SUPPORT
QUANTITY
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
5195968
5116264-
9422203
5150259
5116267
5116266
5116265
5115322
5176228
5146238
5184255
110730
122236
2. 9001 TUBE AND LEVER ASSY., INJECTOR
CONTROL
A TUBE ASSY. INCLUDES ONE (1)
BRACKET IN 2.9003 AND ITEMS IN
2.9007 THRU 2.9010.
TUBE ASSY. (C ENGINE)
j.9003 BRACKET, INJECTOR CONTROL TUBE
BRACKET
BOLT, 1/4"- 20X5/8" (12 PT. HD.)
2.9007 SHAFT, INJECTOR CONTROL TUBE END
SHAFT (1 1/16" L.)
2 .9009 LEVER, INJECTOR CONTROL TUBE
LEVER
PIN, 1/8" X 3/4" GROOVE (12.9270)
2 .9010 SPACER, INJECTOR CONTROL TUBE IEVER
SPACER
2.9012 SPRING, INJECTOR CONTROL TUBE
SPRING
2.09014 LEVER, INJECTOR CONTROL TUBE RACK
LEVER
SCREW
2.9422 WIRE, GOVERNOR CONTROL
* WIRE ASSY. (50" L.) (3.3250)
PLATE, NAME
LOCKWASHER, 3/8" (12.9200)
NUT, 3/8"-24 HEX. (12.9120)
* WIRE ASSY. LENGTH DETERMINED BY
PART
NUMBER
5161464
120392
14-2583
132105
5155782
3290569
123298
120380
121902
GROUP NUMBER, NAME AND DESCRIPTION
""" " "
2.9426 PIN, GOVERNOR CONTROL WIRE SWIVEL
PIN SWIVEL
WAS^R, 1/4" FIAT (12.9190)
RETAINER, 13/64" SPRING (12.9640)
SCREW #10-32X3/8" FIL HD.
(12.9010)
2.9428 CLIP, GOVERNOR CONTROL WIRE TUBE
CLIP (7.8320)
CLIP (7.8320)
BOLT l/4"-28X3/8" (12.9001)
LOCKWASHER, 1/4" (12.9200)
NUT l/4"-28.HEX (12.9120)
QUANTITY
GROUP NOMENCLATURE
ENGINE (less major assemblies)
Cylinder Block
• Air Box Drains
Cylinder Head
Engine Lifter Bracket
Crankshaft, Oil Seals and stabilizers
Crankshaft Front Cover
Crankshaft Pulley
Crankshaft Pulley Belt
Flywheel
Flywheel Housing
Connecting Rod and Piston
Camshaft and Gear Train
Balance Weight Cover
Accessory Drive
Valve and Injector Operating Mechanism
Rocker Cover
5.0000 COOLING SYSTEM
5.1000 Fresh Water Pump
5.1000A Fresh Water Pump Cover
5.2000A Water Outlet Manifold and/or Elbow
5.2000B Thermostat
5. 7000 C Water By-pass Tube
5.30OOB Water Connections
5.4000A Fan
6.0000 EXHAUST SYSTEM
6. 1000 A Exhaust Manifold
6.2000A Exhaust Muffler and/or Connections
7.0000 ELECTRICAL— INSTRUMENTS
7. 1000 A Battery Charging Generator
7.3000A Starting Motor
FUEL SYSTEM
Fuel Injector
Fuel Pump
Fuel Pump Drain
Fuel Filter
Fuel Manifold and/or Connections
Fuel Lines and Fuel Cooler
Mechanical Governor
Injector Controls
Throttle Controls
AIR SYSTEM
Air Inlet Housing
Blower
Blower Drive Shaft
Blower End Plate Cover
LUBRICATING SYSTEM
Oil Pump
Oil Distribution System
Oil Pressure Regulator
Oil Filter
OH DIESEL
53 ENGINES
3.4025
3.3055
FIG. 3A AIR INLET HOUSING
3.3050
1,1020
1.5001
4.8001
3.3001
53 ENGINES
3.4080
3.4042
EARLY DESIGN
FIG. 4A 3-53 BLOWER
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
3.3001 HOUSING ASSY,, AIR INLET
FOR TYPE 478 USE TYPE 407.
FOR TYPE 527 USE TYPE 481.
A HOUSING ASSY. INCLUDES ITEMS
IN 3.003 AND 3.3040 THRU 3.3110
HOUSING ASSY.
BOLT, 3/8"-16Xl 3/4" (4.4190)
BOLT, 3/8"-16X2" (12.9001)
BOLT, 3/8"-16X3" (12.9001)
WASHER, 3/8" FLAT (12.9190)
LOCKWASHER, 3/8" (12.9200)
3.3003 HOUSING, AIR INLET
HOUSING
PLUG, 1/4" PIPE (12.9550)
3.3007 GASKET, AIR INLET HOUSING FIANGE
GASKET
GASKET (3.4025) (W/SCREEN)
3.3040 VALVE, AIR INLET HOUSING SHUTDOWN
VALVE
PIN, 1/8"X11/16" ROLL (12.9300)
3. 3 050 SHAFT, AIR INLET HOUSING SHUTDOWN
VALVE
A SHAFT AND CAM ASSY. CONSISTS OF SHAFT,
SPACER AND PIN IN 3.3050, PLUS CAM AND
LEVER IN 3.3110.
SHAFT
WASHER, 3/8" FLAT (12.9190)
PIN, 1/8"X11/16" ROLL (12.9300)
3^3055 SEAL, AIR INLET HOUSING SHUTDOWN
VALVE SHAFT
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
5111904
5112787
5114727
179803
120392
120380
5143836
5122623
5114974
103319
5146238
110730
3796374
3290569
140855
123298
120393
121902
124925
S0.86687
SPRING (VALVE) (INTERNAL)
SPRING (LATCH) (R.H0 HELIX)
3.3090 LEVER, AIR INIET HOUSING SHUTDOWN
VALVE
LATCH
BOLT, l/4"-20Xl 3/4" (12.9001)
WASHER, 1/4" FLAT (12.9190)
LOCKWASHER, 1/4" (12,9200)
BUSHING, ECCENTRIC
3.3110 LEVER, AIR INLET HOUSING SHUTDOWN
RESET
CAM
HANDLE ASSY.
3.3250 WIRE, AIR INIET HOUSING SHUTDOWN
LOCKWASHER, 1/4"
* WIRE ASSY. (57"L.) (2.9422)
LOCKWASHER, 3/8" (12.9200)
GUIDE, WIRE
CLIP, 3/16" DIA. W/OFFSET
SCREW. #8-32X5/16" L. SET
BOLT, l/4"-28X3/8"
WASHER, 11/32" FLAT
LOCKWASHER, 1/4"
NUT, 3/8 "-24 JAM
* WIRE ASSYo LENGTH J3ETERMINED BY INSTALLATION,
CUT TO SUIT.
3o3260 PLATE, AIR INLET HOUSING SHUTDOWN
CONTROL
PLATE, INSTRUCTION
PART
NUMBER
5198041
5198684
5119433
5116295
5119391
141242
GROUP NUMBER, NAME AND DESCRIPTION^
__ • -- — — —
3.400J. BLOWER ASSY.
BLOWER ASSY. (R.H.)
BOLT (10 3/16" L.)
BOLT (10 11/16" L.)
WASHER (7/16") (FIAT)
11/16" (12.9UUI;
!'<0
QUANTITY
3^4003 BLOWER KIT, INSTALLATION
A KIT INCLUDES ITEMS IN 3 4010,
3 4025, 3.4190, 3.4220, 3.4227
AND COPPER WASHER IN 3.4350.
3.4003 BLOWER KIT, INSTALLATION
BLOWER INSTALLATION KIT
3.4005 BLOWER KIT, REPAIR
NON-TURBO KIT CONSISTS OF
UAQUFR IN 3.4080, PILOT IN
3 4082, PLUS ITEMS .IN 3.4090,
3.4100, 3.4160, 3.4320, AND
SPACER IN 3.4370.
BLOWER REPAIR KIT (NON-TURBO)
3.4010 GASKET, BLOWER
GASKET (TO END PLATE) (3.4190)
GASKET (TO BLOCK)
3.4020 HOUSING, BLOWER
HOUSING, ASSY. (INCLUDES PINS)
PIN, 3/8"X7/8" DOWEL (12.9290)
1
2
4
4
4
AR
AR
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
4A
4A
4A
4A
4A
4A
4A
4A
5196053
5139297
5116173
5116170
9409062
5127077
9409034
5119194
5119195
9409018
5121403
5116164
5116165
5116166
5116167
5116168
3.4025 SCREEN, BLOWER
SCREEN
3.4030 ROTOR, BLOWER
INCLUDES SHAFT AND PIN WHICH
ARE NOT SOLD SEPARATELY FOR
TYPE 114.
ROTOR ASSY.
3.4033 PLATE, BLOWER ROTOR THRUST
PLATE
SPACER
BOLT, l/4"-20Xl" (12.9001)
3.4036 WASHER, BLOWER ROTOR SHAFT THRUST
WASHER (25/64" I.D.)
BOLT, 3/8"-24X7/8" (12.9001)
3.4080 GEAR, BLOWER ROTOR
GEAR (R.H. HELIX)
GEAR (L.H. HELIX)
BOLT, 5/16"-24X7/8" (12.9001)
WASHER
3.4090 SHIM, BLOWER ROTOR GEAR
SHIM (.002")
SHIM (.003")
SHIM (.004")
SHIM (.005")
3.4100 SPACER, BLOWER ROTOR GEAR
SPACER
3. 41 40 PLATE, BLOWER HOUSING END
A PLATE ASSY. INCLUDES PINS, PLUGS
AND STRAINER IN 3.4140 AND SEAL
IN 3.4160.
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
5134914
5139299
5145009
117297
5134924
5199367
5199368
5119429
5119394
5119395
5119433
PLATE, FRONT
PLATE, REAR
PLUG, 1/8" PIPE (12.9550)
SCREW, 5/16"-18Xl 3/4" FIL.
HD. (12.9010)
3 .41 60 SEAL, BLOWER HOUSING END PLATE
SEAL (LIP TYPE) (NON-TURBO)
(STD. l.D.)
# SEAL (USED WITH SLEEVE 5199368)
(O.S. , l.D.)
3.4163 SPACER, BLOWER ROTOR SHAFT OIL SEAL
SLEEVE (USED WITH 5199367 SEAL)
#USED TOGETHER TO RENEW SEALING
SURFACE .
3.4180 COVER, BLOWER HOUSING END PLATE
COVER (FRONT)
PLATE, REINFORCEMENT (LARGE)
PLATE, REINFORCEMENT (SMALL)
3.4190 GASKET, BLOWER HOUSING END PLATE
COVER
GASKET
4
AR
AR
GROUP NOMENCLATURE
ENGINE (less major assemblies)
Cylinder Block
A Air Box Drains
Cylinder Head
A Engine Lifter Bracket
i Crankshaft, Oil Seals and stabilizers
lA Crankshaft Front Cover
)C Crankshaft Pulley
)D Crankshaft Pulley Belt
3A Flywheel
DA Flywheel Housing
0 Connecting Rod and Piston
0 Camshaft and Gear Train
OA Balance Weight Cover
OB Accessory Drive
0 Valve and Injector Operating Mechanism
lOA Rocker Cover
5-0000 COOLING SYSTEM
5,1000 Fresh Water Pump
5.1000A Fresh Water Pump Cover
5.2000A Water Outlet Manifold and/or Elbow
5.2000B Thermostat
5.2000C Water By-pass Tube
5.3000B Water Connections
5.4000A Fan
6,0000 EXHAUST SYSTEM
6.1000A Exhaust Manifold
6. 2000 A Exhaust Muffler and/or Connections
7.0000 ELECTRICAL— INSTRUMENTS
7.1000A Battery Charging Generator
7.3000A Starting Motor
FUEL SYSTEM
30A Fuel Injector
DO Fuel Pump
OOA Fuel Pump Drain
OOA Fuel Filter
00 Fuel Manifold and/or Connections
OOA Fuel Lines and Fuel Cooler
K30A Mechanical Governor
)00 Injector Controls
)OOA Throttle Controls
AIR SYSTEM
OOOA Air Inlet Housing
.000 Blower
OOOA Blower Drive Shaft
LOOOB Blower End Plate Cover
LUBRICATING SYSTEM
Oil Pump
Oil Distribution System
Oil Pressure Regulator
Oil Filter
DIESEL
53 ENGINES
4.4160
1.31*2
1.3170
HOT SOLO
SEPARATELY
4.5310
4.1001
4J085
4,1720 4,1690 1.3162
FIG. 1A <HL POMP AND PRESSURE REGULATOR (Mine Engine)
DETROIT DIESEL
53 ENGINES
•4.15.10
FIG. 2A OIL DISTRIBUTION SYSTEM
TROn DIESEL
4.2410 4.2330
53 ENGINES
4.2488
4.2280
FIG. 3A OIL FILTER
4.4Y15 \ * 4.4 '0 4.4040 4.4001 4.4030 mo
4.4050
DEfflOHDIESEl
53 ENGINES
4.4040 4,4030
4.4050
4.4001
4.4050
WIT DIESEL
53 ENGINES
4.6001
4.6030
P 360
-Lor dev. I-
FIG. 6A DIPSTICK
DETROIT DIESEL
53 ENGINE?
4.7001
DETROIT DIESEL
53 ENGINE;
FIG. 8A BREATHER AND OIL
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
1A
1A
1A
1A
1A
2A
2A
2A
2A
2A
2A
2A
5116110
193942
5195714
5195685
145067
5144375
5126211
5119425
5127175
179816
103340
103320
5126456
5152385
274558
1A
5126436
4.1001 PUMP ASSY. , OIL
INCLUDES ITEMS IN 4.1040 THRU
4.1220 AND 4.1380.
PUMP ASSY.
BOLT, 5/16M-18Xl 5/8" (AA LOCK) (12.9001)
4.1085 ROTOR ASSY., OIL POMP
INCLUDES INNER AND OUTER ROTORS
WHICH ARE NOT SOLD SEPARATELY.
ROTOR SET-
4.1220 COVER, OIL PUMP
COVER
SCREW, #6X3/8" DRIVE (12.9067)
4.1310 GEAR, OIL PUMP DRIVE (ON CRANKSHAFT)
GEAR
4.151Q PIPE, OIL PUMP INLET
* PIPE (A-5.12", B14")
FLANGE
SEAL RING
BOLT, 5/16"-18X3/4rt (12.9001)
WASHER, 5/16" FLAT (12.9190)
LOCKWASHER, 5/16" (12.9200)
*INCLUDES SUPPORT 5125947 NOT
SERVICED SEPERATELY.
4.1530 SCREEN, OIL PUMP INLET
SCREEN ASSY.
SCREEN
NUT, 5/1 6 "-24 HEX. LOCK (12.9140)
4.1690 SPRING, OIL PRESSURE REGULATOR
SPRING (ORANGE. STRIPE) (4.1260)
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUA!
1A
5177777
4.1700 VALVE, OIL PRESSURE REGULATOR
VALVE (
1A
1A
5113657
5177773
4M710 PLUG, OIL PRESSURE REGULATOR
PLUG
4.1720 GASKET, OIL PRESSURE REGULATOR PLUG
GASKET (4.4170)
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
3A
3A
3A
3A
3A
3A
5125025
5575213
128003
5111798
5125025
5574978
5574906
5570480
5147684
5571024
5187308
5187309
122366
4.2240 FILTER ASSY., OIL
SEE ASSEMBLY BREAKDOWN
AS INDICATED BELOW.
FOR TYPES 130 & 134 ALSO SEE OIL
FILTER LINES, 4.3000A, TYPE 98.
FOR TYPE 139 USE TYPE 147.
FILTER ASSY.
DECAL (4.2280)
BUSHING, l"X3/4" RED. (12.9570)
PLUG, 1" PIPE (12.9550)
A 4. 2240 FILTER ASSY., OIL
FILTER ASSY.
4.2250 ELEMENT, OIL FILTER
ELEMENT (6") (AC. TYPE PF-147)
4.2280 SHELL, OIL FILTER
SHELL (INCLUDES PLUG)
PLUG (2.3050)
4.2290 COVER, OIL FILTER (ADAPTOR)
ADAPTOR
4.2300 GASKET, OIL FILTER COVER
GASKET
4.2310 SPRING, OIL FILTER
SPRING
4.2315 RETAINER, OIL FILTER SPRING
RETAINER
NUT, 5/8"-18 HEX. (12.9120)
CG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
5187310
6437298
5154538
5116427
4.2330 GASKET, OIL FILTER COVER NUT
GASKET, RETAINER
GASKET
WASHER (1.8182)
4.2410 STUD, OIL FILTER CENTER
STUD
FIG
PART
NUMBER
GROUP NUMBER , NAME AND DESCRIPTION
10A
5134303
186622
103321
5121205
5133431
5134477
5134456
160221
4.3025 ADAPTOR, OIL FILTER TUBE (TO OIL
COOLER ADAPTOR)
ADAPTOR (AT BLOCK)
BOLT, 3/8"-16Xl 1/4" (12.9001)
LOCKWASHER, 3/8" (12.9200)
4.3027 GASKET, OIL FILTER TUBE ADAPTOR
GASKET (4.2350)
4,3055 VALVE, OIL FILTER TUBE ADAPTOR
BY-PASS
# VALVE
# PART OF VALVE KIT 5198303
(4.2485)
4. 3057 SPRING, OIL FILTER TUBE ADAPTOR
BY-PASS VALVE
# SPRING (4.2486)
# PART OF 5198303 VALVE KIT
(4.2485)
4.30^60 RETAINER, OIL FILTER TUBE ADAPTOR
BY-PASS SPRING
# RETAINER (4.2488)
# SCREW #12-24X1/2" (12.9065)
# PART OF 5198303 VALVE KIT
(4.2485)
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
8501328
5150155
5154215
5119452
103647
179830
186270
103320
5123414
186622
179847
103321
5152904
5119286
4. 4001 CORE ASSY. , OIL COOLER
CORE ASSY. (6 PLATE)
4.4030 GASKET, OIL COOLER CORE INNER
GASKET
4.4040 GASKET, OIL COOLER CORE OUTER
GASKET
4.4050 HOUSING, OIL COOLER
HOUSING
DRAINCOCK, 1/4" (12.9510)
BOLT, 5/16Jt-18X3" (12.9001)
BOLT, 5/16"-18X3 1/2" (12.9001)
LOCKWASHER, 5/16" (12.9200)
4. 41 10 ADAPTOR, OIL COOLER
ADAPTOR
BOLT, 3/8"-16Xl 1/4" (12.9001)
BOLT, 3/8"-16X2" (12.9001)
LOCKWASHER, 3/8" (12.9200)
4.4115 GASKET, OIL COOLER ADAPTOR TO BLOCK
GASKET
GASKET
1
4
2
AR
' FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
*
*
5108474
4.5010 CAP, OIL FILLER TUBE
CAP ASSY. (TWIST)
* FIG. 9D OF 1.0000.
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
JA
>A
5109253
5121062
5121061
137401
4. 6001 DIPSTICK
DIPSTICK (X-12", Y-94", Z-10.54").
+ NOT SERVICED: USE 5146680.
4.6020 GUIDE, DIPSTICK
GUIDE (1 1/8" L. )
4.6030 ADAPTOR, DI STICK
* ADAPTOR (8.50" L.)
NUT, 1/2" INV. FL. TUBE (12.9500)
*NOT SERVICED: USE 5109621
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
V
7B
7B
5146360
5148437
5116256
144014
5145013
4.7001 PAN, OIL
PAN (STAMPED)
BOLT, 5/16"-18Xl" (W/LW) (12.9001)
4.7030 GASKET, OIL PAN TO BLOCK
GASKET
4.7080 PLUG, OIL PAN DRAIN
PLUGS ARE OPTIONAL WHEN MULTIPLE
QUANTITIES ARE SHOWN IN SAME TYPE.
PLUG, 1/2" SQ.HD. (12.9550)
PLUG, 3/4" PIPE HEX. SECT. (12.9550)
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
8A
8A
8A
8A
8A
8A
5116395
5150829
179828
103320
5116391
5163918
4. 8001 PIPE, BREATHER
A PIPE ASSY. (PLAIN) INCLUDES PLUG
IN 4.8001 AND FILTER IN 4.8060.
A PIPE ASSY. (WITH OIL FILLER)
INCLUDES FILLER CAP CHAIN IN 4.5030,
PIPE ASSY. (PLAIN)
PLUG, 7/8" CUP
BOLT, 5/16"-18X2 1/2" (12.9001)
LOCKWASHER, 5/16" (12.9200)
4.8020 GASKET, BREATHER TUBE
GASKET (1.5060)
4.8060 FILTER UNIT, BREATHER OIL SEPARATOR
FILTER
1.0000 ENGINE (less major assemblies)
1.1000 Cylinder Block
1.1 000 A Air Box Drains
1.2000 Cylinder Head
1.2000A Engine Lifter Bracket
1.3000 Crankshaft, Oil Seals and stabilizers
1.3000A Crankshaft Front Cover
1.3000C Crankshaft Pulley
1.3000D Crankshaft. Pulley Belt
1.4000A Flywheel
1.5000A Flywheel Housing
1.6000 Connecting Rod and Piston
1.7000 Camshaft and Gear Train
1.7000A Balance Weight Cover
1.7000B Accessory Drive
1 .8000 Valve and Injector Operating Mechanism
1.8000A Rocker Cover
5.0000 COOLING SYSTEM
5.1000 Fresh Water Pump
5. 1000 A Fresh Water Pump Cover
5.200OA Water Outlet Manifold and/or Ell
5.2000B Thermostat
5.2000C Water By-pass Tube
5.3000B Water Connections
5.4000A Fan
6.0000 EXHAUST SYSTEM
6.1000A Exhaust Manifold
6.2000A Exhaust Muffler and/or Connect!
7.0000 ELECTRICAL-INSTRUMENTS
7.1000A Battery Charging Generator
7.3000A Starting Motor
2.0000 FUEL SYSTEM
2.1000A Fuel Injector
2.2000 Fuel Pump
2.2000A Fuel Pump Drain
2.3000A Fuel Filter
2.4000 Fuel Manifold and/or Connections
2.5000A Fuel Lines and Fuel Cooler
2.7000A
Mechanical Governor
2.9000
2.9000A
injector Controls
Throttle Controls
3.0000
AIR SYSTEM
3.3000A A'ir Inlet Housing
3.4000 Blower
3.4000A Blower Drive Shaft
3.4000B Blower End Plate Cover
4.0000
4.1000A
4.1000B
4.1000C
4.2000A
4.3000A
4.4000A
4.5000A
4.6000A
A7OOOA
LUBRICATING SYSTEM
Oil Pump
Oil Distribution System
Oil Pressure 'Regulator
Oil Filter
Oil Filter Lines
Oil Cooler
Oil Filler
Dipstick
Oil Pan
5.2090
5.4025
5.2035 5.2160
5.1001
4.4050
P744
FIG. 1A TYPICAL COOLING SYSTEM (Mine Engines)
DETROIT DIESEL
5-1030
5,1031
FIG. 2A FRESH WATER PUMP
53 ENGINE!
5.2050
5.2090
5,209<f
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
1A
2A
2A
2A
5144686
186625
103320
5199534
5133107
5197279
5144686
5144689
5145009
5119283
5148436
5.1001 PUMP ASSY., FRESH WATER
SEE ASSEMBLY BREAKDOWN AS
INDICATED BELOW.
PUMP ASSY. (R.H. ROTATION)
BOLT, 5/16"-18X7/8" (12.9001)
LOCKWASHER, 5/16" (12.9200)
5.1002 RECONDITIONING KIT, FRESH WATER
PUMP
INCLUDES ITEMS IN 5.1010, 5.1032,
5.1050, 5.1110, AND 5.1130
RECONDITIONING KIT (R.H. ROTATION
PUMP)
5.1010 GASKET, FRESH WATER PUMP
GASKET
5.1115 REPLACEMENT KIT, FRESH WATER PUMP
SEAL SEAT
A REPLACEMENT KIT INCLUDES CERAMIC
INSERT AND ADHESIVE.
REPLACEMENT KIT, IMPELLER INSERT
5.1001 PUMP ASSY. , FRESH WATER
PUMP ASSY. (R.H. ROTATION)
5.1030 BODY, FRESH WATER PUMP
BODY
PLUG, 1/8" PIPE (12.9550)
5.1031 COVER, FRESH WATER PUMP
COVER
BOLT, 5/1 6"-l 8X3/4" .(WAW) (12.9001)
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
2A
2A
2A
2A
2A
5119282
904827
5146354
5130959
5144503
5.1032 GASKET, FRESH WATER PUMP BODY COVER
GASKET
5.1050 SHAFT, FRESH WATER PUMP
SHAFT ASSY. (INCLUDES BEARING)
5.1110 IMPELLER, FRESH WATER PUMP
IMPELLER (WITH CERAMIC INSERT)
5.1130 SEAL, FRESH WATER PUMP
SEAL
5.1214 PULLEY, FRESH WATER PUMP
PULLEY
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
5134777
186619
179850
103321
5116092
3146695
5123247
5145014
5115214
108608
103321
5116242
5119426
186618
103320
5128139
5108944
5119425
5184301
5142549
186625
103320
5.2035 ELBOW, WATER OUTLET
ELBOW, 90 DEC.
BOLT, 3/8"-16XL 1/8" (12.9001)
BOLT, 3/8"-16X2 3/4" (12.9001)
LOCKWASHER,3/8" (12.9200)
5.2037 GASKET, WATER OUTLET ELBOW
GASKET
5.2050 THERMOSTAT ASSY.
THERMOSTAT ASSY. (170 DEC. OPENING TEMP.)
5.2090 HOUSING, THERMOSTAT
HOUSING
PLUG, 3/8" PIPE (12.9550)
PLUG, 1/2" PIPE (12.9550)
BOLT, 3/8"-16X 2 1/8" (12.9001)
LOCKWASHER, 3/8" (12.9200)
5.2110 GASKET, THERMOSTAT HOUSING
GASKET (TO CYLINDER HEAD) (1.2044)
5.2120 COVER, THERMOSTAT HOUSING
FLANGE
BOLT, 5/16"-18X5/8" (129001)
LOCKWASHER, 5/16" (12.9200)
5.2130 GASKET, THERMOSTAT HOUSING COVER
GASKET
5.2160 TUBE, WATER BY-PASS
TUBE
FLANGE (4.1510)
SEAL RING (4.4060)
PLUG, 3/4" PIPE (12.9550)
BOLT, 5/16"-18X7/8" (12.9001)
LOCKWASHER, 5/16" (12.9200)
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
5.2165 HOSE, WATER BY-PASS TUBE
1A
5119251
# HOSE (7/8" I.D. XI. 74" L.) (5169721)
1
1A
5186840
CLAMP, 1" DIA. HOSE (12.9660)
2
2A
51144702
•CONNECTOR, 3/4" PIPE .88 HOSE
1
# NOT SERVICED: USE PART NUMBER IN
PARENTHESES AND CUT LENGTH TO 1.74"
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
Q.
5 . 3 420 ELBOW, OIL COOLER WATER OUTLET
1A
@
@
5121184
179819
103320
* ELBOW
BOLT, 5/16"-18Xl 1/8" (12.9001)
LOCKWASHER, 5/16" (12.9200)
@FIG. 4A of 4.0000.
* NOT SERVICED: USE 5138275 PLUS
(2) 5145014 PLUGS.
5.3421 GASKEI, OIL COOLER WATER OUTLET
ELBOW
e
5116357
GASKET (1.1070)
@FIG. 4A of 4.0000.
@
5116093
5186841
5.3422 HOSE, OIL COOLER WATER OUTLET ELBOW
# HOSE (1 7/8" I.D. X4 3/4") (5199777)
CLAMP, 1 9/16"-2 1/2" DIA. HOSE
(12.9660)
@FIG 4A of 4.0000.
#NOT SERVICED: USE PART NUMBER IN
PARENTHESES AND CUT LENGTH TO 4 3/4"
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
5147710
186629
103320
5145535
5108945
5164294
186612
272429
103321
5145535
5145389
7450630
7451080
5131095
5131124
5131205
5131206
5131122
5134025
9409060
5.4010 BLADE, FAN
BLADE (18" -6 BLADE, BLOWER)
BOLT, 5/16"-18Xl" (12.9001)
LOGKWASHER, 5/16" (12.9200)
5.4015 PULLEY & HUB ASSY., FAN
SEE ASSEMBLY BREAKDOWN AS INDICATED
BELOW.
PULLEY ASSY.
5.4025 SUPPORT, FAN MOUNTING
SUPPORT
SPACER (13/32"X7/8"Xl/8") (7.1581)
BOLT, 3/8"-16Xl 3/8" (12.9001)
BOLT, 3/8"-16X4 1/8" (12.9001)
LOCKWASHER, 3/8" (12.9200)
$5.4015 PULLEY AND HUB ASSY. (FAN)
PULLEY ASSY.
5.4090 BRACKET, FAN SHAFT
BRACKET (INCLUDES INTEGRAL SHAFT)
5.4110 BEARING, FAN SHAFT
BEARING
BEARING
RETAINER, GREASE
SHIM (.15)
SHIM (.20)
SHIM (.25)
5.4140 RETAINER, FAN SHAFT BEARING
SPACER, BEARING (5.4170)
WASHER, 33/64"Xl 1/2"X.32" CHAMF.
BOLT l/2"-20Xl 1/2" LOCK (12.9001)
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
Qi
5100408
5.4150 SEAL, FAN SHAFT
SEAL
5144798
5.4180 CAP AND SPACER, FAN HUB
CAP (PULLEY)
5145376
5.4235 PULLEY, FAN
PULLEY (4.30" DIA., 2 GROOVE)
GROUP NOMENCLATURE
1.0000 ENGINE (less major assemblies)
1.1000 Cylinder Block
1.1000A Air Box Drains
1.2000 Cylinder Head
1.2000 A Engine Lifter Bracket
1.3000 Crankshaft, Oil Seals and stabilizers
1.3000A Crankshaft Front Cover
1.3000C Crankshaft Pulley
1.3000D Crankshaft Pulley Belt
1 .4000A Flywheel
1.5000A Flywheel Housing
1.6000 Connecting Rod and Piston
1.7000 Camshaft and Gear Train
1.7000A Balance Weight Cover
1.7000B Accessory Drive
1 .8000 Valve and Injector Operating Mechanism
1.8000A Rocker Cover
5.0000 COOLING SYSTEM
5.1000 Fresh Water Pump
5. 1000 A Fresh Water Pump Cover
5.2000A Water Outlet Manifold and/<
5.2000B Thermostat
5.2000C Water By-pass Tube
5.3000B Water Connections
5.4000A Fan
6.0000 EXHAUST SYSTEM
6. 1000 A Exhaust Manifold
6.2000A Exhaust Muffler and/or Com
7.0000 ELECTRICAL— INSTRUMENTS
7.1000A Battery Charging Generator
7.3000A Starting Motor
2.0000 FUEL SYSTEM
2.1000A Fuel Injector
2.2000 Fuel Pump
2.2000A Fuel Pump Drain
2.3000A Fuel Filter
2.4000 Fuel Manifold and/or Connections
2.5000A Fuel Lines and Fuel Cooler
2.7000A Mechanical Governor
2.9000
2.9000A
Injector Controls
Throttle Controls
3.0000
AIR SYSTEM
3.3000A .Air Inlet Housing
3.4000 Blower
3.4000A Blower Drive Shaft
3.4000B Blower End Plate Cover
4.0000
4.1000A
4.1000B
4.1000C
4.2000A
LUBRICATING SYSTEM
Oil Pump
Oil Distribution System
OH Pressure Regulator
Oil Filter
* *\f\r\r\ A
6.HOO
6.J110
6.1001
6.1
FIG. 1A EXHAUST MANIFOLD (Center Outlet)
Figs. 1A of 6.0000
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUANTITY
1A
1A
1A
1A
1A
1A
5130330
113175
5188273
127855
5116205
5112899
6.1001 MANIFOLD, EXHAUST
* MANIFOLD
* PLUG, 1/8" PIPE (12.9550)
WASHER (DISHED, 1 1/4" O.D.)
NUT, 7/16"-20 HEX BR. (12.9120)
* FOR A THREE USE A QUANTITY OF "1"
6.1010 GASKET, EXHAUST MANIFOLD
* GASKET
* USE A QUANTITY OF "1" FOR A -THREE
6.1020 STUD, EXHAUST MANIFOLD TO HEAD
STUD, 7/16"X2 3/32" L.
AR
AR
AR
AR
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUANI
NPN
5108377
6^2085 FLANGE, EXHAUST
FLANGE (CUSTOMER FURNISHED)
6.2105 GASKET, EXR-\UST OUTLET
GASKET
1.0000
1.1000
1.1 000 A
1.2000
1.2000A
1 .3000
1.3000 A
1.3000C
1.3000D
1.4000A
1.5000A
1 .6000
1 .7000
1.7000A
1-7000B
1.8000
I.8000A
2.0000 FUEL SY
2.1000A
2.2000
?. 2000 A
7 1 000 A
2.4000
GROUP NOMENCLATURE
Air Box Drains
Cylinder Head
Engine Lifter Brocket
Crankshaft, Oil
Crankshaft Pulley
Crankshaft po|,ey B ,
flywheel
Flywheel Housing
Connecting Rod and
£•"*«* 0-mlG.arTra in
Balance Weight Cover
Accessory Drive
2 9000
2. 9000 A
S Injixlor
l Pump
Drain
^">' Manifold and/or Connect!
2~ r-^--ndF.HC.rf.r
2'^A MBChanical Governor
5.0000
5.1000
5.1000A
5.2000A
5.2000B
5.2000C
5.3000B
5.4000A
COOLING SYSTEM-
Fresh Water Pump
Fjesh Water Pump Cover
Water Outlet Manifold an
Thermostat
Water By-pass Tube
Water Connections
Fan
Elfa
cm
SYSTEM
7'3000A Starting Motor
ons
ln,..r«or Controls
Controls
3.0000
3.4000
A'r '"I"! HoM'-i
q
K ':iw' r f-"o Plot,;
Cove,
.0000
4. 1 000 A
4.1000B
4. 2000 A
4. 3000 A
4.4000A
4.50aOA
4.60OOA
LUBRICATING SYSTEM
O.I Pump
O'l Distribution Systom
Oil Pro.,.,uri, R,.gu|at0f
Oil rilt.'r
Oi
DETROIT DIESEL
53 ENGINES
7.1580
5.1214
FIG. 1A BATTERY CHARGING GENERATOR
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
1A
1A
1A
1A
1100583
186285
5131433
103321
117062
5148599
5131201
179816
103340
103320
102634
1959703
5132527
5133172
5148774
5121403
179819
186612
103341
103320
103321
7.1001 GENERATOR ASSY.
NOTE: SERVICE ON ELECTRICAL
EQUIPMENT IN THIS SECTION SO
INDICATED (*) IS HANDLED THRU
UNITED DELCO.
* ALTERNATOR (12V., 42 AMP., C.W./
C.C.W., NEGATIVE GROUND)
BOLT, 3/8"-16X4" (12.9001)
WASHER, SPECIAL (1.5001)
LOCKWASHER, 3/8" (12.9200)
NUT, 3/8"-16 (12.9120)
7.1QQ5 SHIELD, GENERATOR
SHIELD, HEAT (L.H.)
BRACKET
BOLT, 5/16"~l8X3/4" (12.9001)
WASHER, 5/16" FLAT (12.9190)
LOCKWASHER, 5/16" (12.9200)
NUT, 5/16"-18
7.1440 FAN, GENERATOR
FAN (INCLUDES BAFFLE)
7.1500 PULLEY, GENERATOR
PULLEY
7.1575 BELT, GENERATOR DRIVE
BELT SET (2 BELTS, 43UL. X.380"W. )
7.1580 STRAP, GENERATOR ADJUSTING
STRAP
SPACER, 3/16" THICK (3.4080)
BOLT, 5/16"-18Xl 1/8" (12.9001)
BOLT, 3/8"-16Xl 1/4" (12.9001)
WASHER, 3/8" FLAT (12.9190)
LOCKWASHER, 5/16" (12.9200)
LOCKWASHER, 3/8" (12.9200)
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
QUAN1
1A
5148790
5139747
5148840
9414215
5100420
106498
103089
7.1595 BRACKET, GENERATOR MOUNTING
BRACKET (L.H.)
BUSHING
SPACER, 1.06" THICK
BOLT, 3/8"-16X2 1/2" (12.9001)
7.1630 WIRE ASSY., GENERATOR TO REGULATOR
WRIE ASSY. (INCLUDES RECTIFIER)
LOCKWASHER, #12
NUT, 12-24 HEX.
FIG
PART
NUMBER
GROUP NUMBER, NAME AND DESCRIPTION
7.3001 MOTOR ASSY. , STARTING
FOR TYPE 141 USE TYPE 210.
NOTE: SERVICE ON ELECTRICAL
EQUIPMENT IN THIS SECTION SO
INDICATED (*) IS HANDLED THROUGH
UNITED DELCO.
1113237
9418228
223435
103325
* MOTOR ASSY. (12V., C.W. , GRD, SPRAG)
BOLT, 5/8-11X1 3/4", 12 PT
(12.9005)
BOLT, 5/8" -11X1 3/4" (12.9001)
LOCKWASHER, 5/8" (12.9200)
f Order of the Secretary of the Army;
E. C. MEYER
General, United States 'A
fficial: chief of Staff
J. C. PENNINGTON
Major General, United States Army
The Adjutant General
ISTRIBUTION:
To be distributed in accordance with DA Form 12-25B, Organizational maintenan
equirements for Roller, Vibratory, Self propelled.
US GOVERNMENT PRINTING OFFICE : 1988 O - 201-421 (80217)
THE METRIC SYSTEMAND EQUIVALENTS
1 Centimeter - 10 Millimeters =0.01 Meters « 0.3937 Inches
1 Meter« 100 Cent.meters= 1000 Millimeters = 39.37 Inches
1 K.lometer53! 000 Meters= 0.621 Miles
WEIGHTS
Kilogroms3 1000 Milligrams =0.035 Ounces
1 Kilogram -1000 Grams =2.2 Lb
1 Metric Ton^lOOO Kilograms =1 Megogram =1 . 1 Short Ton
1 Milliliter *0.001 Liters' 0.0338 Fluid Ounces
1 Liter3 1000 Milliliters = 33.82 Fluid Ounces
9 3 C° -f-32- F
APPROXIMATE CONVERSION FACTORS
TO CHANGE j_g
Inches Centimeters. . .
Feet Meters
Vards Meters
SQUARE MEASURE
1 Sq Cent i meter =1 00 Sq Millimeters3 0.155 Sq Inches
1 Sq Meter =10, 000 Sq Centimeters'3 10.76 Sq Feet
1 Sq Kilometer= 1,000, 000 Sq Meters= 0.386 Sq Miles
CUBIC MEASURE
1 Cu Centimeter =1 000 Cu Millimeters =0.06 Cu Inches
1 Cu Meter =1,000, 000 Cu Centimeters =35.31 Cu Feet
TEMPERATURE
5.9(°F-32) »°C
212° Fahrenheit is equivalent to 100° Celsius
90° Fahrenheit is equivalent to 32.2° Celsius
32° Fahrenheit is equivalent to 0° Celsius
Miles Kilometers l
Square Inches Square Centimeters
Square Feet Square Meters. . .
Square Yards Square Meters. . .
Square Miles Square Kilometers.
MULTIPLY BY
. . . 2.540
. . . 0.305
0.914
609
6.451
0.093
0.836
....... 2.590
Acres Square Hectometers . . . 0.405
Cubic Feet Cubic Meters 0.028
Cubic Yards Cubic Meters 0.765
Fluid Ounces Milliliters 29.573
Pints Liters 0.473
Quarts Liters 0.946
Gallons Liters 3.785
Ounces Grams 28.349
Pounds Kilograms 0.454
Short Tons Metric Tons 0.907
Pound-Feet Newton-Meters 1.356
Pounds per Square Inch. . Kilopascals 6.895
Miles per Gallon Kilometers per Liter . . 0.425
Miles per Hour Kilometers per Hour. . . 1.609
IQ^CHANGl IP MULTIPLY BY
Centimeters Inches 0.394
Meters Feet 3.280
Meters Yards 1.094
Kilometers Miles 0.621
Square Centimeters. . . . Square Inches 0.155
Square Meters Square Feet 10.764
Square Meters Square Yards 1.196
Square Kilometers .... Square Miles 0.386
Square Hectometers. . . . Acres 2.471
Cubic Meters Cubic Feet 35.315
Cubic Meters Cubic Yards 1.308
Milliliters Fluid Ounces 0.034
Liters Pints 2.113
Liters Quarts 1.057
Liters Gallons 0.264
Grams Ounces 0.035
Kilograms Pounds 2.205
Metric Tons Short Tons 1.102
Newton-Meters Pound-Feet 0.738
Kilopascals Pounds per Square Inch . 0.145
•o
z
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