Perkins 1106D Electrical Inst. Guide

KENR6231
July 2006
Systems Operation
Testing and Adjusting
2506-15 Industrial Engine
MGA (Engine)
MGB (Engine)
MGD (Engine)
Important Safety Information
Most accidents that involve product operation, maintenance and repair are caused by failure to
observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially
hazardous situations before an accident occurs. A person must be alert to potential hazards. This
person should also have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard
warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.
The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or
pictorially presented.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Perkins cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,
work method or operating technique that is not specifically recommended by Perkins is used,
you must satisfy yourself that it is safe for you and for others. You should also ensure that the
product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before
you start any job. Perkins dealers or Perkins distributors have the most current information available.
When replacement parts are required for this

product Perkins recommends using Perkins
replacement parts.
Failure to heed this warning can lead to prema-
ture failures, product damage, personal injury or
death.
KENR6231 3
Table of Contents
Table of Contents Charging System - Test ........................................ 54

Electric Starting System - Test .............................. 55
Systems Operation Section Index Section
General Information ................................................ 4 Index ..................................................................... 56

Electronic Control System Components ................. 6
Fuel System ........................................................... 8
Air Inlet and Exhaust System ............................... 12
Lubrication System .............................................. 14
Cooling System .................................................... 16
Basic Engine ......................................................... 17
Electrical System ................................................. 18
Testing and Adjusting Section

Belt Tension Chart ................................................ 22
Fuel System
Fuel System - Inspect ........................................... 23
Air in Fuel - Test .................................................... 23
Electronic Unit Injector - Adjust ............................. 24
Electronic Unit Injector - Test ................................ 24
Finding Top Center Position for No. 1 Piston ........ 25
Fuel Quality - Test ................................................. 26
Fuel System - Prime ............................................. 26
Fuel System Pressure - Test ................................. 27
Gear Group (Front) - Time .................................... 28
Air Inlet and Exhaust System

Air Inlet and Exhaust System - Inspect ................. 31
Turbocharger - Inspect .......................................... 32
Exhaust Temperature - Test .................................. 34
Engine Crankcase Pressure (Blowby) - Test ........ 35
Engine Valve Lash - Inspect/Adjust ...................... 35
Lubrication System
Engine Oil Pressure - Test .................................... 37
Excessive Bearing Wear - Inspect ........................ 39
Excessive Engine Oil Consumption - Inspect ....... 39
Increased Engine Oil Temperature - Inspect ........ 40
Cooling System
Cooling System - Check (Overheating) ................ 41
Cooling System - Inspect ...................................... 42
Cooling System - Test ........................................... 43
Water Temperature Regulator - Test ..................... 45
Water Pump - Test ................................................ 46
Basic Engine
Piston Ring Groove - Inspect ................................ 47
Connecting Rod Bearings - Inspect ...................... 47
Main Bearings - Inspect ........................................ 47
Cylinder Block - Inspect ........................................ 47
Cylinder Liner Projection - Inspect ........................ 48
Flywheel - Inspect ................................................. 50
Flywheel Housing - Inspect ................................... 51
Vibration Damper - Check .................................... 53
Electrical System
Battery - Test ......................................................... 54
4 KENR6231
Systems Operation Section

i02550114
General Information
The following model views show the 2506 Engine

features. Due to individual applications, your engine
may appear different from the illustrations.
g01288248
Illustration 1
Typical example
Left side view
(1) Front timing gear housing (4) Flywheel housing (7) Vibration Damper
(2) Fuel priming pump (5) Fuel filters
(3) Electronic Control Module (ECM) (6) Fuel transfer pump
KENR6231 5
g01288247
Illustration 2
Typical example
Right side view
(8) Exhaust manifold (10) Temperature regulator housing (12) Oil cooler
(9) Turbocharger (11) Water pump (13) Oil filter
Starting the Engine Cold mode operation varies the fuel injection amount
for white smoke cleanup. Cold mode operation also
The Electronic Control Module (ECM) will varies the timing for white smoke cleanup. The
automatically provide the correct amount of fuel that engine operating temperature is usually reached
is necessary to start the engine. If the engine fails before the walk-around inspection is completed.
to start in 30 seconds, the starter switch should be
released. The starting motor should be allowed to
cool for 30 seconds before being used again.
Cold Mode Operation

The ECM will set the cold start strategy when the
coolant temperature is below 18 °C (64 °F).
Cold mode operation will be deactivated when any of

the following conditions have been met:
• Coolant temperature reaches 18 °C (64 °F).

• The engine has been running for fourteen minutes.
6 KENR6231
i02589727
Electronic Control System

Components
g01279775
Illustration 3
(1) Coolant temperature sensor (4) Fuel temperature sensor (7) Engine oil pressure sensor
(2) Camshaft position sensor (5) Inlet manifold temperature sensor (8) Atmospheric pressure sensor
(3) Inlet manifold pressure sensor (6) Electronic control module (ECM) (9) Crankshaft position sensor
The electronic control system is integrally designed • Controls

into the engine’s fuel system and the engine’s air
inlet and exhaust system in order to electronically • Outputs
control the fuel delivery and the injection timing. The
electronic control system provides increased timing An input component is one that sends an electrical
control and fuel air ratio control in comparison to signal to the ECM. The signal that is sent varies in
conventional mechanical engines. Injection timing one of the following ways:
is achieved by precise control of injector firing time,
and engine rpm is controlled by adjusting the firing • Voltage
duration. The Electronic Control Module (ECM)
energizes the solenoid in the unit injector in order to • Frequency
start the injection of fuel. Also, the ECM de-energizes
the unit injector solenoids in order to stop injection • Pulse width
of fuel. Refer to Systems Operation, Testing and
Adjusting, “Fuel System” for a complete explanation The variation of the signal is in response to a change
of the fuel injection process. in some specific system of the vehicle. The ECM
sees the input sensor signal as information about the
The engine uses the following types of electronic condition, environment, or operation of the vehicle.
components:
• Inputs
KENR6231 7
A control component (ECM) receives the input

signals. Electronic circuits inside the control
component evaluate the signals from the input
components. These electronic circuits also supply
electrical energy to the output components of the
system. The electrical energy that is supplied to
the output components is based on predetermined
combinations of input signal values.
An output component is one that is operated by a

control module. The output component receives
electrical energy from the control component. The
output component uses that electrical energy in one
of two ways. The output component can use that
electrical energy in order to perform work. The output
component can use that electrical energy in order to
provide information.
8 KENR6231
i02550058
Fuel System
g01282152
Illustration 4
Fuel system schematic
(1) Fuel return line (6) Fuel tank
(2) Electronic unit injectors (7) Secondary fuel filter
(3) Fuel gallery (8) Primary fuel filter
(4) Fuel priming pump (9) Fuel transfer pump
(5) Fuel cooler (10) Fuel temperature sensor
The fuel supply circuit is a conventional design for Note: The inlet fuel temperature to the fuel transfer
engines with electronic unit injection. A fuel tank (6) pump must not exceed 79 °C (175 °F) when the
is used to store the fuel prior to use by the engine. A engine has reached normal operating temperature.
primary fuel filter/water separator (8) is placed into Fuel temperatures above 79 °C (175 °F) will reduce
the fuel supply circuit in order to remove large debris the life of the fuel transfer pump check valves. The
from the fuel. This debris may have entered the fuel efficiency and the engine power output are
fuel tank during fueling. The debris may have also reduced when the fuel temperature increases from
entered the fuel tank through the vent for the fuel 30 °C (86 °F) to 70 °C (158 °F).
tank. The primary filter element also separates water
from the fuel. The water is collected in the bowl at the
bottom of the primary fuel filter/water separator.
KENR6231 9
Fuel from the tank (6) flows to the fuel filter base. The fuel exits the fuel gallery and returns to the fuel
The fuel filter base contains the primary fuel filter filter base. A pressure regulating valve is located in
and the secondary fuel filter. The fuel flows through the fuel filter base. The pressure regulating valve
cored passages in the fuel filter base. The fuel regulates the pressure for the fuel system. A sufficient
priming pump (4) is mounted on the fuel filter base. amount of back pressure is maintained in the system
The fuel priming pump is used in order to manually in order to ensure a continuous availability of fuel to
pump the fuel into the fuel system after the system, the electronic unit injectors. The fuel flows from the
or parts of the system have been drained. The fuel fuel filter base to the fuel cooler (5). The fuel flows
priming pump is used in order to refill the fuel system from the fuel cooler (5) back to the tank (6).
after air has been introduced into the system. For
more information on priming the fuel system, refer Fuel System Electronic Control
to Systems Operation, Testing and Adjusting, “Fuel
System - Prime”. Circuit
As the fuel flows through cored passages in the fuel
filter base, the fuel is directed into the primary fuel
filter (8). Fuel flows out of the fuel filter and returns
to the passages in the fuel filter base. Prior to exiting
the fuel filter base, the fuel temperature is sampled
by the fuel temperature sensor (10). The signals
that are generated by the sensors are used by the
engine control in order to monitor the condition of the
engine’s components.
The fuel flows from the fuel filter base to the fuel
transfer pump (9). The fuel transfer pump (9) is a gear
type pump with fixed clearances. The fuel transfer
pump (9) incorporates an internal relief valve that g00451841
protects the fuel system from extreme pressure. In Illustration 5
the case of extreme pressure, fuel is redirected back Electronic governor
to the inlet of the fuel transfer pump (9). An outlet (1) Signals to the electronic unit injectors
check valve is used in order to prevent pressurized (2) Fuel injection control
fuel leakage back through the pump. The fuel transfer (3) Fuel position
(4) Electronic governor
pump (9) is located in the front of the engine. The fuel (5) Desired rpm
transfer pump (9) is driven by the front gear train. (6) Coolant temperature
(7) TC for No. 1 cylinder
The fuel flows from the fuel transfer pump (9) to the (8) FRC fuel position
(9) Rated fuel position
secondary fuel filter (7). The fuel is filtered in order (10) FCR maps
to remove small abrasive particles that will cause (11) Torque maps
premature wear to fuel system components. The fuel (12) Engine speed/timing sensor
flows from the secondary fuel filter (7) to the fuel filter (13) Engine speed/timing signals’ interpreter
base. (14) Engine rpm
(15) Coolant temperature sensor
(16) Boost pressure sensor
The fuel is then directed from the fuel filter base (17) Boost pressure
through the fuel return line (1) to fuel manifold (3) that
runs the length of the cylinder head. A continuous The injection pump, the fuel lines, and the nozzles
flow of fuel is supplied to the electronic unit injectors that are used in the traditional Perkins diesel engines
(2) in order to perform the following tasks: have been replaced with an electronically controlled,
mechanically actuated electronic unit injector in each
• Supply fuel for injection cylinder. A solenoid on each injector controls the
amount of fuel that is delivered by the injector. An
• Remove excessive heat from the injectors. Electronic Control Module (ECM) sends a signal to
each injector solenoid in order to provide complete
• Remove air that may accumulate in the fuel control of the engine.
system.
10 KENR6231
Fuel Injection Electronic Unit Injector Mechanism

The ECM controls the amount of fuel that is injected
by varying the signals that are sent to the injectors.
The ECM sends a high voltage signal to the solenoid
in order to energize the solenoid. The injectors
will inject fuel only while the injector solenoid is
energized. By controlling the timing and the duration
of the voltage signal, the ECM can control injection
timing and the amount of fuel that is injected.
The ECM sets certain limits on the amount of fuel that

can be injected. “FRC” is a limit which controls the
amount of air and of fuel for the purpose of emission
control. This limit is based on the boost pressure.
When the ECM senses a higher boost pressure, the
ECM increases the “FRC” limit. “Rated Fuel Pos” is
a limit that is based on the horsepower rating of the
engine. This is similar to the rack stops and to the
torque spring on a mechanically governed engine.
“Rated Fuel Pos” provides horsepower and torque
curves for a specific engine family and for a specific
engine rating. All of these limits are programmed into g00291269
Illustration 6
the personality module by the factory. These limits
are not programmable by the service technician. Electronic unit injector mechanism
(1) Electronic unit injector
Injection timing depends on three factors: the engine (2) Adjusting nut
(3) Rocker arm assembly
speed (rpm), the engine load, and the operational (4) Camshaft lobe
conditions of the engine. The ECM determines the
top center position of No. 1 cylinder from the signal The electronic unit injector mechanism provides
that is provided by the engine speed/timing sensor. the downward force that is required to pressurize
The ECM decides when the injection should occur the fuel in the electronic unit injector pump. The
relative to the top center position. The ECM then electronic unit injector (1) allows fuel to be injected
provides the signal to the electronic unit injector at into the combustion chamber with precise timing.
the desired time. Movement is transmitted from the camshaft lobe (4)
for the electronic unit injector through the rocker arm
assembly (3) to the top of the electronic unit injector.
The adjusting nut (2) allows the injector lash to be
adjusted. For the proper setting of the injector lash,
refer to the topic on adjustment of the electronic unit
injector in Systems Operation, Testing and Adjusting,
“Electronic Unit Injector - Adjust”.
KENR6231 11
Electronic Unit Injector As the electronic unit injector mechanism transfers

the force to the top of the electronic unit injector,
spring (1) is compressed and plunger (4) is driven
downward. This action displaces fuel through the
valve in solenoid valve assembly (3), and into the
return manifold to the fuel tank. As the plunger travels
downward, the passage in barrel (5) is closed by the
outside diameter of the plunger. The passages within
body (10) and along check valve (11) to the injector
tip already contain fuel for injection. After the passage
in the plunger barrel is closed, the injector is ready for
injection at any time. The start of injection relies on
the software in the Electronic Control Module (ECM).
When the solenoid valve assembly is energized

from a signal across solenoid connection (2), the
valve closes and fuel pressure is elevated in the
injector tip. Injection begins at 34500 ± 1900 kPa
(5000 ± 275 psi) as the force of spring (8) above
spacer (9) is overcome. The check valve begins
to lift from the valve seat. The pressure continues
to rise as the plunger cycles through a full stroke.
After the correct amount of fuel has been discharged
into the cylinder, the ECM removes the signal to the
solenoid connection. The solenoid valve assembly
is de-energized and the valve in the solenoid valve
assembly is opened. The high pressure fuel is then
dumped through the spill port and into the fuel return
manifold. The fuel is then returned to the fuel tank.
The check valve in the injector tip seats as the
pressure in the tip decreases.
The duration of injection meters the fuel that is

consumed during the fuel injection process. Injection
duration is controlled by the governor logic that is
g00984466
programmed into the ECM.
Illustration 7
Electronic unit injector As the camshaft lobe rotates past the point of
(1) Spring maximum lobe lift, the force on top of the electronic
(2) Solenoid connection to the Electronic Control Module (ECM) unit injector is removed and the spring for the injector
(3) Solenoid valve assembly mechanism is allowed to expand. The plunger returns
(4) Plunger assembly
(5) Barrel to the original position. This uncovers the fuel supply
(6) Seal passage into the plunger barrel in order to refill the
(7) Seal injector pump body. The fuel at low pressure is again
(8) Spring allowed to circulate through the fuel injector body.
(9) Spacer
(10) Body
After circulating through the fuel injector body, the
(11) Check valve fuel flows out of the spill port. This continues until the
solenoid valve assembly is re-energized for another
Fuel at low pressure from the fuel supply manifold injection cycle.
enters the electronic unit injector at the fill port
through drilled passages in the cylinder head.
12 KENR6231
i02550062 Air is forced from the aftercooler into inlet manifold

(1). The air flow from the inlet port into the cylinders
Air Inlet and Exhaust System is controlled by inlet valves.
g00615497
Illustration 9
g01046036 Air inlet and exhaust system
Illustration 8
(2) Aftercooler core
Air inlet and exhaust system schematic
(4) Exhaust outlet
(1) Inlet to the engine (5) Turbine side of turbocharger
(2) Aftercooler core (6) Compressor side of turbocharger
(3) Inlet air line (8) Exhaust manifold
(4) Exhaust outlet from turbocharger (9) Exhaust valve
(5) Turbine side of turbocharger (10) Inlet valve
(6) Compressor side of turbocharger (11) Air inlet
(7) Air cleaner
Each cylinder has two inlet valves (10) and two
The engine components of the air inlet and exhaust exhaust valves (9) in the cylinder head. The inlet
system control the quality of air and the amount of valves open on the inlet stroke. When the inlet valves
air that is available for combustion. The components open, compressed air from the inlet port within the
of the air inlet and exhaust system are the following inlet manifold is pushed into the cylinder. The inlet
components: valves close when the piston begins the compression
stroke. The air in the cylinder is compressed and the
• Air cleaner fuel is injected into the cylinder when the piston is
near the top of the compression stroke. Combustion
• Turbocharger begins when the fuel mixes with the air. The force of
combustion pushes the piston on the power stroke.
• Aftercooler The exhaust valves open and the exhaust gases
are pushed through the exhaust port into exhaust
• Cylinder head manifold (8). After the piston finishes the exhaust
stroke, the exhaust valves close and the cycle begins
• Valves and valve system components again.
• Piston and cylinder Exhaust gases from the exhaust manifold flow
into the turbine side of turbocharger (5). The high
• Exhaust manifold temperature exhaust gases cause the turbocharger
turbine wheel to turn. The turbine wheel is connected
The turbocharger compressor wheel pulls inlet air to the shaft that drives the compressor wheel.
through the air cleaner and into the air inlet. The air Exhaust gases from the turbocharger pass through
is compressed and this causes the air to become hot. exhaust outlet (4), through a muffler, and through an
The air flows through aftercooler core (2) and the exhaust stack.
temperature of the compressed air lowers. This helps
to provide increased horsepower output. Aftercooler
core (2) is a separate cooler core that is mounted in
front of the engine radiator. The engine fan causes
ambient air to move across both cores. This cools the
turbocharged inlet air and the engine coolant.
KENR6231 13
Turbocharger Valves And Valve Mechanism
g00291085 g01046041
Illustration 10 Illustration 11
Turbocharger Valve system components
(4) Air inlet (1) Valve bridge

(5) Compressor housing (2) Rocker arm
(6) Compressor wheel (3) Camshaft
(7) Bearing (4) Rotocoil
(8) Oil inlet port (5) Valve spring
(9) Bearing (6) Valve guide
(10) Turbine housing (7) Valve
(11) Turbine wheel
(12) Exhaust outlet The valves and the valve mechanism control the flow
(13) Oil outlet port of inlet air into the cylinders during engine operation.
(14) Exhaust inlet
The valves and the valve mechanism control the flow
of exhaust gases out of the cylinders during engine
Turbocharger (3) is mounted to exhaust manifold (2)
operation.
of the engine. All of the exhaust gases go from the
exhaust manifold through the turbocharger.
The exhaust gases enter the turbocharger and the

turbine wheel is turned. Because the turbocharger
turbine wheel is connected by a shaft to the
turbocharger compressor wheel, the turbine wheel
and the compressor wheel turn at very high speeds.
The rotation of the compressor wheel pulls clean
air through the compressor housing air inlet. The
action of the compressor wheel blades causes a
compression of the inlet air. This compression allows
a larger amount of air to enter the engine. With more
air in the engine, the engine is able to burn more fuel.
The overall effect is an increase in power.
Bearing (7) and bearing (9) in the turbocharger use

engine oil that is under pressure for lubrication. The
lubrication for the bearings flows through oil inlet port
(8) and into the inlet port in the center section of the
turbocharger cartridge. The oil exits the turbocharger
through oil outlet port (13). The oil then returns to
the engine oil pan through the oil drain line for the
turbocharger.
14 KENR6231
Rotocoils (4) cause the valves to rotate while the

engine is running. Valve rotation provides a longer
service life. Valve rotation also minimizes carbon
deposits on the valves.
Adjustable idler gear (10) is designed to provide the

required gear backlash between nonadjustable idler
gear (11) and camshaft gear (9). If the cylinder head is
removed, tolerances of the components will change.
The components that change are the cylinder head
and the head gasket. The adjustable idler gear must
be relocated. For information on setting the correct
backlash, refer to Systems Operation, Testing and
Adjusting, “Gear Group (Front) - Time”.
The camshaft drive gear has integral pendulums

which act as a vibration damper for the front gear
group. These pendulums are designed to counteract
the torsional forces from the injector pulses. This
eliminates vibration and noise. The engine also runs
smoother at all operating speeds.
i02550074
Lubrication System
g01033757
Illustration 12
Components of the gear train Lubrication System Components
(8) Timing mark
(9) Camshaft gear The lubrication system has the following components:
(10) Adjustable idler gear
(11) Idler gear
(12) Timing mark
• Oil pan
(13) Cluster gear
(14) Crankshaft gear • Oil pump
(15) Oil pump gear
• Oil cooler
The inlet valves and the exhaust valves are opened
by the valve mechanism. The inlet valves and • Oil filter
the exhaust valves are also closed by the valve
mechanism. This occurs as the rotation of the • Turbocharger oil lines
crankshaft causes camshaft (3) to rotate. Camshaft
gear (9) is driven by a series of two idler gears (10) • Oil passages for the cylinder block
and (11). Idler gear (11) is driven by cluster gear (13).
Cluster gear (13) is driven by crankshaft gear (14).
Timing mark (12) and timing mark (8) are aligned in
order to provide the correct relationship between the
piston and the valve movement.
The camshaft has three lobes for each cylinder.

One lobe operates the inlet valves. A second lobe
operates the exhaust valves. The third lobe operates
the unit injector mechanism. The camshaft lobes turn
and the rocker arms move. Movement of the rocker
arms will make the inlet and exhaust valve bridges
move. These bridges allow one rocker arm to actuate
two valves at the same time. Each cylinder has two
inlet valves and two exhaust valves. Each valve has
one valve spring (5). The spring closes the valve.
KENR6231 15
Oil Flow Through The Oil Filter And Oil

Cooler
g00562383
Illustration 14
Oil flow when the engine Is cold.
g00562123
Illustration 13 (1) Oil manifold
Oil flow when the engine is warm. (2) Oil supply line
(3) Oil return line
(1) Oil manifold (4) Oil filter
(2) Oil supply line (5) Bypass valve for the oil filter
(3) Oil return line (6) Oil pan
(4) Oil filter (7) Oil pump
(5) Bypass valve for the oil filter (8) Bypass valve for the oil cooler
(6) Oil pan (9) Suction lines
(7) Oil pump (10) Oil cooler
(8) Bypass valve for the oil cooler (11) Bypass valve for the oil pump
(9) Suction lines
(10) Oil cooler
(11) Bypass valve for the oil pump When the engine is cold, oil is drawn from the oil
pan (6) through the suction lines (9) to the oil pump
When the engine is warm, oil is drawn from the oil (7). When the oil is cold, an oil pressure differential
pan (6) through the suction lines (9) to the oil pump in the bypass valves causes the bypass valves to
(7). The oil pump pushes the hot oil through the oil open. These bypass valves then provide immediate
cooler (10). The oil is then sent to the oil filter (4). lubrication to all of the engine components when cold
Oil from the oil filter is sent to the oil manifold (1) in oil with high viscosity causes a restriction to oil flow
the cylinder block and to the oil supply line (2) for the through the oil cooler (10) and the oil filter (4). The oil
turbocharger. Oil from the turbocharger goes back pump then pushes the cold oil through the bypass
through the oil return line (3) to the oil pan. valve (8) for the oil cooler and through the bypass
valve (5) for the oil filter. The oil then goes to the oil
manifold (1) in the cylinder block and to the supply
line (2) for the turbocharger. Oil from the turbocharger
goes back through the oil return line (3) to the oil pan.
When the oil is warm, an oil pressure differential in

the bypass valves also causes the bypass valves to
close. There is normal oil flow through the oil cooler
and the oil filter.
The bypass valves will also open when there is

a restriction in the oil cooler or the oil filter. This
prevents a restricted oil filter or a restricted oil cooler
from stopping the lubrication of the engine. The
system pressure is limited by the oil pump bypass
valve (11).
16 KENR6231
Oil Flow In The Engine
g00431790
Illustration 15
Engine oil flow schematic
(1) Rocker arm shaft (5) Oil passage to the fixed idler stub shaft (9) Crankshaft main bearings
(2) Oil passage to air compressor (6) Oil passage to cluster idler gear (10) Oil passage from filter
(3) Camshaft bearing journals (7) Oil manifold
(4) Oil passage to adjustable idler gear (8) Piston cooling jet
The oil from the oil manifold (7) is sent under Oil flows into the cylinder head via a hollow locating
pressure through drilled passages to the crankshaft dowel in the top deck of the cylinder block. Oil travels
main bearings (9). The oil flows through drilled holes to the camshaft bearing journals (3) and the three
in the crankshaft. This oil lubricates the connecting center rocker arm shaft supports through drilled
rod bearings. A small amount of oil is sent to the passages in the cylinder head. The supports supply
piston cooling jets (8). The piston cooling jets spray oil to each rocker shaft. Oil flows to the bushings of
oil on the underside of the pistons. the fuel injector rocker arm through holes in the rocker
arm shaft (1). This same oil lubricates the valve and
Oil flows through passages in the timing gear housing the rollers. Oil flows through drilled passages in the
and the accessory drive gear. This oil flows to the air rocker arms. This oil lubricates the roller, the valve
compressor through the oil passage (2). bridge and the contact surfaces of the actuator of the
unit injector. Splash oil lubrication is used to lubricate
Oil passage (4) provides oil to the adjustable idler other components of the valve system.
gear. Oil passage (5) provides oil to the fixed idler
gear. Oil passage (6) provides oil to the cluster gear. Excess oil returns to the engine oil pan.
The oil flows through a passage in the shafts of the
gears.
i02550118
There is a pressure control valve in the oil pump.

This valve controls the pressure of the oil that flows
Cooling System
from the oil pump.
Oil passage (9) provides lubrication to the rear This engine has a pressure type cooling system that
crankshaft seal. This ensures a long service life for is equipped with a shunt line.
the rear crankshaft seal.
KENR6231 17
A pressure type cooling system gives two The water temperature regulator (2) is closed when
advantages. First, the cooling system can be the engine is cold. The coolant flows through the
operated safely at a temperature that is higher than regulator housing and pipe (7) back to water pump
the boiling point of water. Next, cavitation in the water (8).
pump is prevented. It is more difficult for air or steam
pockets to be made in the cooling system. If the coolant is at normal operating temperature,
the water temperature regulator (2) opens and the
Note: Use Perkins ELC in an Air-To-Air Aftercooler coolant flows to the radiator (12) through the outlet
system. Refer to Operation and Maintenance Manual, pipe (3). The coolant becomes cooler as the coolant
“Fluid Recommendations” for more information. This moves through the radiator. When the coolant gets to
keeps the temperature range of the coolant high the bottom of the radiator, the coolant goes through
enough for efficient performance. the inlet pipe (11) and into the water pump (8).
Note: The water temperature regulator (2) is an

important part of the cooling system. The water
temperature regulator (2) divides the coolant flow
between the radiator (12) and the bypass pipe (7).
This will maintain the correct temperature. If the
water temperature regulator is not installed in the
system, there is no mechanical control. Most of the
coolant will go through the bypass. This will cause
the engine to overheat in hot weather. If a higher
volume of coolant goes through the radiator, the
engine will not reach normal operating temperatures.
This occurs during cold weather.
Shunt line (6) gives several advantages to the cooling

system. The shunt line gives a positive coolant
pressure at the water pump inlet that prevents pump
cavitation. A small flow of coolant constantly goes
through shunt line (6) to the inlet of water pump
(8). This causes a small amount of coolant to move
constantly through the vent tube (5). The flow through
g01096647 the vent tube is small and the volume of the upper
Illustration 16
compartment is large. Air in the coolant is removed
Cooling system for a warm engine as the coolant goes into the upper compartment.
(1) Cylinder head
(2) Water temperature regulator The vent line is used to fill the cooling system with
(3) Outlet pipe
(4) Vent line coolant for the first time. This will purge any air out of
(5) Vent tube the top of a bottom filled system.
(6) Shunt line
(7) Pipe
(8) Water pump i02550119
(9) Cylinder block
(10) Oil cooler
(11) Inlet pipe
Basic Engine
(12) Radiator
In operation, the water pump (8) sends most of the

coolant from the radiator (12) to the oil cooler (10). Cylinder Block Assembly
The coolant from the oil cooler (10) goes into the Passages supply the lubrication for the crankshaft
cylinder block (9) through a bonnet and an elbow. bearings and the piston crowns. These passages
The coolant goes around the cylinder liners, through are cast into the cylinder block. Oil is supplied to the
the water directors and into the cylinder head. passages by the cylinder block’s oil manifold.
The water directors send the flow of coolant around The cylinder liner is an induction hardened liner. A
the valves and the passages for exhaust gases in the steel spacer plate provides improved reusability and
cylinder head. The coolant then goes to the front of durability.
the cylinder head. At this point, water temperature
regulator (2) controls the direction of coolant flow.
18 KENR6231
Cylinder Head Assembly Camshaft

The cylinder head is a one-piece cast iron head. The The camshaft has three lobes at each cylinder.
cylinder head supports the camshaft. Steel reinforced These lobes allow the camshaft to operate the unit
bearings are pressed into each bore. The bearings injector, the exhaust valves, and the inlet valves. The
are lubricated under pressure. Bridge dowels have camshaft is supported in the cylinder head by seven
been eliminated as the valve train uses floating valve journals which are fit with bearings. The camshaft
bridges. gear contains integral roller dampers that counteract
the torsional vibrations that are generated by the
Thermal efficiency is enhanced by the use of high fuel pressure during fuel injector operation. The
stainless steel thermal sleeves in each exhaust port. design reduces gear train noise. The camshaft is
The sleeves reduce the amount of heat rejection to driven by an adjustable idler gear which is turned by
the cooling system. The sleeves then transfer the a fixed idler gear which is turned by a cluster idler
thermal energy to the turbocharger. gear in the front gear train. Each bearing journal is
lubricated from the oil manifold in the cylinder head.
The unit injector is mounted in a stainless steel A thrust plate that is located at the front controls the
adapter. This adapter has been pressed into the end play of the camshaft. Timing of the camshaft is
cylinder head injector bore. accomplished by aligning marks on the crankshaft
gear and idler gear, and camshaft gear with a mark
on the front timing plate.
Pistons, Rings And Connecting
Rods
i02554889
The piston is a one-piece steel design that is retained

by the piston pin to the small end of the connecting
Electrical System
rod. The pistons have three rings that are located
in grooves in the steel crown. These rings seal the
combustion gas. The rings provide control of the oil.
The top ring has a barrel face. The second ring has Grounding Practices
a tapered face and the ring has a coating of chrome
finish for the face. The third ring is the oil ring. The Proper grounding for the machine electrical system
third ring has a coil spring expander. and engine electrical systems is necessary for
proper machine performance and reliability. Improper
The connecting rod is a conventional design. The grounding will result in uncontrolled electrical circuit
cap of the connecting rod is attached to the shank by paths and unreliable electrical circuit paths.
two bolts that are threaded into the shank. Each side
of the small end of the connecting rod is machined Uncontrolled engine electrical circuit paths can result
at an angle of 12 degrees in order to fit within the in damage to main bearings, crankshaft bearing
piston cavity. journal surfaces, and aluminum components.
To ensure proper functioning of the vehicle and

Crankshaft engine electrical systems, an engine-to-frame ground
strap with a direct path to the negative battery post
The crankshaft converts the combustion force in the
must be used. This may be provided by way of a
cylinder into rotating torque. A vibration damper is
starting motor ground, a frame to starting motor
used at the front of the crankshaft in order to reduce
ground, or a direct frame to engine ground.
the torsional vibrations.
An engine-to-frame ground strap must be used in
The crankshaft drives a group of gears (front gear
order to connect the grounding stud of the engine to
train) on the front of the engine. The front gear
the frame of the vehicle and to the negative battery
train provides power for the following components:
post.
camshaft, water pump, oil pump, fuel transfer
pump, and accessory items that are specific to the
application.
The cylinder block has seven main bearings that

support the crankshaft. The cylinder block uses two
bolts to hold each of the bearing caps to the block.
The crankcase uses a lip seal at both ends of the

crankshaft.
KENR6231 19
NOTICE
When boost starting an engine, the instructions in Op-
eration and Maintenance Manual, “Engine Starting”
should be followed in order to properly start the en-
gine.
This engine is equipped with a 24 volt starting system.

Only equal voltage for boost starting should be used.
The use of a higher voltage will damage the electrical
system.
The Electronic Control Module (ECM) must be dis-

connected at the “J1/P1” and “J2/P2” locations before
welding on the vehicle.
The engine has several input components which are

electronic. These components require an operating
voltage.
g01028488 Unlike many electronic systems of the past, this

Illustration 17
engine is tolerant to common external sources of
Typical example electrical noise. Buzzers that use electrical energy
Grounding Stud To Battery Ground (“-”) can cause disruptions in the power supply. If buzzers
are used anywhere on the machine, the engine
electronics should be powered directly from the
battery system through a dedicated relay. The engine
electronics should not be powered through a common
power bus with other keyswitch activated devices.
Engine Electrical System

The electrical system has the following separate
circuits:
• Charging
• Starting (If equipped)
g01028479
Illustration 18
Typical example • Accessories with low amperage
Alternate Grounding Stud To Battery Ground (“-”)
The charging circuit is in operation when the engine
is running. An alternator makes electricity for the
The engine must have a wire ground to the battery. charging circuit. A voltage regulator in the circuit
controls the electrical output in order to keep the
Ground wires or ground straps should be combined battery at full charge.
at ground studs that are only for ground use. All of
the grounds should be tight and free of corrosion. The starting circuit is activated only when the start
switch is activated.
All of the ground paths must be capable of carrying
any likely current faults. An AWG #0 or larger wire is
recommended for the grounding strap to the cylinder Charging System Components
head.
Alternator
The engine alternator should be battery ground
with a wire size that is capable of managing the full The alternator is driven by a belt from the crankshaft
charging current of the alternator. pulley. This alternator is a three-phase, self-rectifying
charging unit, and the regulator is part of the
alternator.
20 KENR6231
The alternator design has no need for slip rings

and the only part that has movement is the rotor
assembly. All conductors that carry current are
stationary. The following conductors are in the circuit:
• Field winding
• Stator windings
• Six rectifying diodes
• Regulator circuit components
The rotor assembly has many magnetic poles that
look like fingers with air space between each of the g00425518
opposite poles. The poles have residual magnetism. Illustration 19
The residual magnetism produces a small magnetic Typical alternator components
field between the poles. As the rotor assembly (1) Regulator
begins to turn between the field winding and the (2) Roller bearing
stator windings, a small amount of alternating current (3) Stator winding
(4) Ball bearing
(AC) is produced. The AC current is produced in the (5) Rectifier bridge
stator windings from the small magnetic field. The (6) Field winding
AC current is changed to direct current (DC) when (7) Rotor assembly
the AC current passes through the diodes of the (8) Fan
rectifier bridge. The current is used for the following
applications: Starting System Components
• Charging the battery Starting Solenoid
• Supplying the accessory circuit that has the low
amperage
• Strengthening the magnetic field

The first two applications use the majority of the
current. As the DC current increases through the
field windings, the strength of the magnetic field is
increased. As the magnetic field becomes stronger,
more AC current is produced in the stator windings.
The increased speed of the rotor assembly also
increases the current and voltage output of the
alternator.
The voltage regulator is a solid-state electronic g00317613

Illustration 20
switch. The voltage regulator senses the voltage in
Typical starting solenoid
the system. The voltage regulator switches ON and
OFF many times per second in order to control the
field current for the alternator. The alternator uses
the field current in order to generate the required
voltage output.
NOTICE
Never operate the alternator without the battery in the
circuit. Making or breaking an alternator connection
with heavy load on the circuit can cause damage to
the regulator.
KENR6231 21
When two sets of solenoid windings are used, the

windings are called the hold-in winding and the
pull-in winding. Both sets of windings have the same
number of turns around the cylinder, but the pull-in
winding uses a wire with a larger diameter. The wire
with a larger diameter produces a greater magnetic
field (1). When the start switch is closed, part of the
current flows from the battery through the hold-in
windings. The rest of the current flows through the
pull-in windings to the motor terminal. The current
then flows through the motor to ground. Solenoid
(2)is fully activated when the connection across the
battery and the motor terminal is complete. When
solenoid (2) is fully activated, the current is shut
g00425521
off through the pull-in windings. At this point, only
Illustration 21 the smaller hold-in windings are in operation. The
Typical starting motor components hold-in windings operate for the duration of time that
(1) Field is required in order to start the engine. Solenoid (2)
(2) Solenoid will now draw less current from the battery, and the
(3) Clutch heat that is generated by solenoid (2) will be kept at
(4) Pinion
(5) Commutator an acceptable level.
(6) Brush assembly
(7) Armature
The starting solenoid (2) is an electromagnetic switch

that performs the following basic operations:
• The starting solenoid (2) closes the high current

starting motor circuit with a low current start switch
circuit.
• The starting solenoid (2) engages the pinion of the

starting motor (4) with the ring gear.
Solenoid (2) has windings (one or two sets) around

a hollow cylinder. A plunger that is spring loaded is
inside the cylinder. The plunger can move forward
and backward. When the start switch is closed and
electricity is sent through the windings, a magnetic
field (1) is made. The magnetic field (1) pulls the
plunger forward in the cylinder. This moves the shift
lever in order to engage the pinion drive gear with the
ring gear. The front end of the plunger then makes
contact across the battery and motor terminals of
solenoid (2). Next, the starting motor begins to turn
the flywheel of the engine.
When the start switch is opened, current no longer

flows through the windings. The spring now pushes
the plunger back to the original position. At the same
time, the spring moves the pinion gear away from
the flywheel.
22 KENR6231

Section

i02555248
Belt Tension Chart
Table 1
Required Tools
Tool Part Number Part Description Qty
A - Belt Tension Gauge 1
Table 2
Fan Drive Belt Tension Chart

Gauge Reading
Size of Belt Width of Belt
Initial Belt Tension(1) Used Belt Tension(2)
5/8 15.875 mm (0.6250 inch) 868 N (195 lb) 800 N (180 lb)
Measure the tension of the belt that is farthest from the engine.
(1) Initial Belt Tension refers to a new belt.
(2) Used Belt Tension refers to a belt that has been in operation for 30 minutes or more at the rated speed.
Install Tooling (A) at the center of the longest free

length of belt and check the tension on the belt.
Check and adjust the tension on the tightest belt.
To adjust the belt tension, refer to Disassembly and
Assembly, “Belt Tightener - Install”.
Note: When the belts are replaced, always replace

the belts as a set.
Table 3
Alternator Belt Tension Chart

Gauge Reading
Size of Belt Width of Belt
Initial Belt Tension(1) Used Belt Tension(2)
3/8 9.525 mm (0.3750 inch) 400 N (89.9240 lb) 267 N (60.0243 lb)
Measure the tension of the belt that is farthest from the engine.
(1) Initial Belt Tension refers to a new belt.
(2) Used Belt Tension refers to a belt that has been in operation for 30 minutes or more at the rated speed.
Install Tooling (A) at the center of the longest free

length of belt and check the tension on the belt.
Check and adjust the tension on the tightest belt.
To adjust the belt tension, refer to Disassembly and
Assembly, “Alternator - Install”.
KENR6231 23
Fuel System • Relief valves

• Check valves
i02550123
Observe the fuel flow during engine cranking.
Fuel System - Inspect Look for air bubbles in the fuel. If there is no fuel
in the sight gauge, prime the fuel system. Refer to
System Operation, Testing and Adjusting, “Fuel
System - Prime” for more information. If the engine
A problem with the components that send fuel to starts, check for air in the fuel at varying engine
the engine can cause low fuel pressure. This can speeds. When possible, operate the engine under
decrease engine performance. the conditions which have been suspect of air in
the fuel.
1. Check the fuel level in the fuel tank. Ensure that
the vent in the fuel cap is not filled with dirt.
2. Check all fuel lines for fuel leakage. The fuel lines
must be free from restrictions and faulty bends.
Verify that the fuel return line is not collapsed.
3. Install a new fuel filter.
4. Cut the old filter open with a suitable filter cutter.

Inspect the filter for excess contamination.
Determine the source of the contamination. Make
the necessary repairs.
5. Service the primary fuel filter (if equipped).
6. Operate the hand priming pump (if equipped).

If excessive resistance is felt, inspect the fuel
pressure regulating valve. If uneven resistance
is felt, test for air in the fuel. Refer to Systems
Operation, Testing and Adjusting, “Air in Fuel -
Test” for more information. g01096678
Illustration 22
7. Remove any air that may be in the fuel system. (1) A steady stream of small bubbles with a diameter of
approximately 1.60 mm (0.063 inch) is an acceptable amount
Refer to Systems Operation, Testing and of air in the fuel.
Adjusting, “Fuel System - Prime”. (2) Bubbles with a diameter of approximately 6.35 mm (0.250 inch)
are also acceptable if there is two seconds to three seconds
intervals between bubbles.
i02550146 (3) Excessive air bubbles in the fuel are not acceptable.
Air in Fuel - Test 3. If excessive air is seen in the sight gauge in the
fuel return line, install a second sight gauge at the
inlet to the fuel transfer pump. If a second sight
gauge is not available, move the sight gauge from
This procedure checks for air in the fuel. This the fuel return line and install the sight gauge
procedure also assists in finding the source of the air. at the inlet to the fuel transfer pump. Observe
the fuel flow during engine cranking. Look for air
1. Examine the fuel system for leaks. Ensure that bubbles in the fuel. If the engine starts, check for
the fuel line fittings are properly tightened. Check air in the fuel at varying engine speeds.
the fuel level in the fuel tank. Air can enter the
fuel system on the suction side between the fuel If excessive air is not seen at the inlet to the fuel
transfer pump and the fuel tank. transfer pump, the air is entering the system after
the fuel transfer pump. Proceed to Step 6.
2. Install a suitable fuel flow tube with a visual sight
gauge in the fuel return line. When possible, install If excessive air is seen at the inlet to the fuel
the sight gauge in a straight section of the fuel line transfer pump, air is entering through the suction
that is at least 304.8 mm (12 inches) long. Do not side of the fuel system.
install the sight gauge near the following devices
that create turbulence:
• Elbows
24 KENR6231
To make an adjustment to the unit injectors on

cylinders 3, 5, and 6 use the following procedure:
To avoid personal injury, always wear eye and face
1. Put the No. 1 piston at the top center position
protection when using pressurized air.
on the compression stroke. Refer to Systems
Operation, Testing and Adjusting, “Finding Top
4. Pressurize the fuel tank to the recommendations Center Position for No. 1 Piston”.
of the OEM in order to avoid damage to the fuel
tank. Check for leaks in the fuel lines between 2. Use Tooling (A) in order to obtain a dimension of
the fuel tank and the fuel transfer pump. Repair 78.0 ± 0.2 mm (3.07 ± 0.01 inch). The dimension
any leaks that are found. Check the fuel pressure is measured from the top of the unit injector to the
in order to ensure that the fuel transfer pump is machined ledge of the fuel injector body.
operating properly. For information about checking
the fuel pressure, see System Operation, Testing 3. Turn the adjusting screw for the unit injector (2)
and Adjusting, “Fuel System Pressure - Test”. clockwise until the correct height is obtained.
5. If the source of the air is not found, disconnect 4. Hold the adjusting screw in this position and
the supply line from the fuel tank and connect an tighten locknut (3) to a torque of 100 ± 10 N·m
external fuel supply to the inlet of the fuel transfer (74 ± 7 lb ft).
pump. If this corrects the problem, repair the fuel
tank or the stand pipe in the fuel tank. 5. To make an adjustment to the unit injectors on
cylinders 1, 2, and 4, remove the timing bolt. Turn
6. If the injector sleeve is worn or damaged, the flywheel by 360 degrees in the direction of
combustion gases may be leaking into the fuel engine rotation. The direction of engine rotation is
system. Also, if the O-rings on the injector sleeves counterclockwise, as the engine is viewed from
are worn, missing, or damaged, combustion gases the flywheel end. This will put the number 1 piston
may leak into the fuel system. at the top center position on the exhaust stroke.
6. Repeat Steps 3 through 4.

i02550152
Electronic Unit Injector - Adjust 7. Remove the timing bolt from the flywheel after all
the unit injector adjustments have been made.
Reinstall the valve mechanism cover.
Table 4
i02550163
Required Tools
Electronic Unit Injector - Test
A CH11149 Injector Height Gauge 1
This procedure assists in identifying the cause for

an injector misfiring. Perform this procedure only
after performing the Cylinder Cutout Test. Refer to
Troubleshooting for more information.
1. Check for air in the fuel, if this procedure has

not already been performed. Refer to Systems
Operation, Testing and Adjusting, “Air in Fuel -
Test”.
Electrical shock hazard. The electronic unit injec-

tor system uses 90-120 volts.
g01023138
Illustration 23
Injector Mechanism (Typical example)
(1) Rocker arm
(2) Adjusting screw
(3) Locknut
(4) CH11149 Injector Height Gauge
KENR6231 25
2. Remove the valve cover and look for broken i02551444

parts. Repair any broken parts or replace any
broken parts that are found. Inspect all wiring to Finding Top Center Position
the solenoids. Look for loose connections. Also for No. 1 Piston
look for frayed wires or broken wires. Ensure
that the connector for the unit injector solenoid
is properly connected. Perform a pull test on
each of the wires. Refer to Troubleshooting, Table 5
“Electrical Connectors - Inspect”. Inspect the posts
Required Tools
of the solenoid for arcing. If arcing or evidence
of arcing is found, remove the cap assembly. Tool Part Number Part Description Qty
Refer to Disassembly and Assembly, “Electronic
A CH11148 Engine turning tool 1
Unit Injector - Remove”. Clean the connecting
posts. Reinstall the cap assembly and tighten B 27610286 Timing pin 1
the solenoid nuts to a torque of 2.5 ± 0.25 N·m
(22 ± 2 lb in). Refer to Disassembly and Assembly,
The No. 1 piston at top center (TC) on the
“Electronic Unit Injector - Install”.
compression stroke is the starting point of all timing
procedures.
3. Check the valve lash setting for the cylinder of the
suspect unit injector. Refer to Systems Operation,
Testing and Adjusting, “Engine Valve Lash -
Inspect/Adjust”.
4. Ensure that the bolt that holds the unit injector is

tightened to the proper torque. If necessary, loosen
the bolt that holds the unit injector and tighten the
bolt to a torque of 55 ± 10 N·m (40.6 ± 7.4 lb ft).
5. Remove the suspect unit injector and check the

unit injector for signs of exposure to coolant. Refer
to Disassembly and Assembly, “Electronic Unit
Injector - Remove”. Exposure to coolant will cause
rust to form on the injector. If the unit injector
shows signs of exposure to coolant, remove the
injector sleeve and inspect the injector sleeve.
Unit Injector Sleeve - Remove”. Replace the
injector sleeve if the injector sleeve is damaged.
Check the unit injector for an excessive brown
discoloration that extends beyond the injector tip. If
excessive discoloration is found, check the quality
of the fuel. Refer to Systems Operation, Testing
and Adjusting, “Fuel Quality - Test”. Replace the
seals on the injector and reinstall the injector.
Unit Injector - Install”. Also refer to Disassembly
and Assembly, “Electronic Unit Injector Sleeve - g01278981
Illustration 24
Install”.
Typical example
6. If the problem is not resolved, replace the suspect
injector with a new injector. 1. Remove both bolts (3) and cover (2) from the
flywheel housing. Remove the plug (1) from the
timing hole in the flywheel housing.
2. Install Tooling (A) into the flywheel housing

through the aperture behind the cover (2). Tooling
(A) is used in order to turn the engine flywheel in
the direction of normal engine rotation. Normal
engine rotation is counterclockwise. Normal
engine rotation is viewed from the flywheel end of
the engine. Turn the engine flywheel until Tooling
(B) engages with the threaded hole in the flywheel.
26 KENR6231
Note: If the flywheel is turned beyond the point Refer to Operation and Maintenance Manual,
of engagement, the flywheel must be turned in “Fuel Recommendations” for more information.
the opposite direction of normal engine rotation
approximately 45 degrees. Then turn the flywheel in 3. If fuel quality is still suspected as a possible
the direction of normal rotation until the timing bolt cause to problems regarding engine performance,
engages with the threaded hole. The procedure will disconnect the fuel inlet line, and temporarily
eliminate the backlash that will occur when the No. 1 operate the engine from a separate source of
piston is put on the top center. fuel that is known to be good. This will determine
if the problem is caused by fuel quality. If fuel
3. Remove the front valve mechanism cover from quality is determined to be the problem, drain the
the engine. fuel system and replace the fuel filters. Engine
performance can be affected by the following
4. The inlet and exhaust valves for the No. 1 cylinder characteristics:
are fully closed if the No. 1 piston is on the
compression stroke and the rocker arms can be • Cetane number of the fuel
moved by hand. If the rocker arms can not be
moved and the valves are slightly open the No. 1 • Air in the fuel
piston is on the exhaust stroke.
• Other fuel characteristics
Note: After the actual stroke position is identified,
and the other stroke position is needed, remove the
i02551471
timing bolt from the flywheel. The flywheel is turned
360 degrees in a counterclockwise direction. The
timing bolt is reinstalled.
Fuel System - Prime
i02551477
NOTICE
Fuel Quality - Test Use a suitable container to catch any fuel that might
spill. Clean up any spilled fuel immediately.
Ensure that all adjustments and repairs are performed NOTICE

by authorized personnel that have had the correct Do not allow dirt to enter the fuel system. Thoroughly
training. clean the area around a fuel system component that
will be disconnected. Fit a suitable cover over discon-
Use the following procedure to test for problems nected fuel system component.
regarding fuel quality:
1. Determine if water and/or contaminants are Note: This procedure is most common when the
present in the fuel. Check the water separator (if engine has run out of fuel.
equipped). If a water separator is not present,
proceed to Step 2. Drain the water separator, if 1. Turn the ignition switch to the “OFF” position.
necessary. A full fuel tank minimizes the potential
for overnight condensation. 2. Fill the fuel tank(s) with clean diesel fuel.
Note: A water separator can appear to be full of fuel

when the water separator is actually full of water.
2. Determine if contaminants are present in the

fuel. Remove a sample of fuel from the bottom
of the fuel tank. Visually inspect the fuel sample
for contaminants. The color of the fuel is not
necessarily an indication of fuel quality. However,
fuel that is black, brown, and/or similar to sludge
can be an indication of the growth of bacteria or
oil contamination. In cold temperatures, cloudy
fuel indicates that the fuel may not be suitable for
operating conditions.
KENR6231 27
• The engine starts, but the engine continues to

misfire or smoke.
9. Run the engine with no load until the engine runs

smoothly.
i02571703
Fuel System Pressure - Test
Low Fuel Pressure

Low fuel pressure can cause low power. Low fuel
pressure can also cause cavitation of the fuel
which can damage the fuel injectors. The following
conditions can cause low fuel pressure:
• Plugged fuel filters

• Debris in the check valves for the fuel priming
pump
• Debris in the pressure regulating valve
g01282239
• Partially open check valve
Illustration 25
Typical example • Sticking or worn fuel pressure regulating valve in
the fuel transfer pump
3. Loosen the union of the pipe for the fuel(1).
• Severe wear on return fuel pressure regulating
Note: Do not remove the union completely. Open the valve in the fuel filter base
union enough to allow the air that is trapped in the
cylinder head to be purged from the fuel system. • Worn gears in the fuel transfer pump
4. Unlock and operate the hand priming pump (2). • Pinched fuel lines or undersized fuel lines
Use a suitable container to collect excess fuel.
• Old fuel lines that have a reduced interior diameter
5. Tighten the union of the pipe for the fuel (1). that was caused by swelling
6. Operate the hand priming pump until a strong • Fuel lines with deteriorating interior surfaces
pressure is felt on the pump. Push the priming
pump plunger inward. Tighten the plunger by hand • Pinched fuel line fittings or undersized fuel line
and start the engine. fittings
NOTICE
• Debris in the fuel tank, fuel lines, or fuel system
components that create restrictions
Do not crank the engine continuously for more than
30 seconds. Allow the starting motor to cool for 30
seconds before cranking the engine again. High Fuel Pressure
Excessive fuel pressure can cause fuel filter gaskets
7. If the engine will not start, allow the starting motor to rupture. The following conditions can cause high
to cool for 30 seconds. Repeat steps 3 to 6 in fuel pressure:
order to operate the engine.
• Plugged orifices in the fuel pressure regulating
8. Continue to eliminate air from the fuel system if valve
these events occur:
• Stuck fuel pressure regulating valve in the fuel
• The engine starts, but the engine does not run transfer pump
evenly.
• Pinched fuel return line
28 KENR6231
Checking Fuel Pressure i02551488
Table 6 Gear Group (Front) - Time

Required Tools
A - Pressure Gauge 1
g01288627
Illustration 26
To check the fuel transfer pump pressure, remove

the hose assembly (1). Install a pressure gauge, and g01097754
Illustration 27
start the engine.
Front gear group
(1) Timing marks
Fuel Pressure Readings (2) Camshaft gear
(3) Adjustable idler gear
The typical fuel pressure of the engine at operating (4) Idler gear
temperature can vary. When the engine is under (5) Cluster gear
(6) Timing marks
load, the fuel pressure can be 550 kPa (80 psi). (7) Crankshaft gear
(8) Oil pump gear
The performance of the unit injector deteriorates
when the fuel pressure drops below 241 kPa (35 psi). The basis for the correct fuel injection timing and
Low power complaints and erratic operation can the valve mechanism operation is determined by
occur in this situation. Check for a plugged fuel filter the alignment of the timing for the front gear group.
or air in the fuel lines as possible causes for these Timing marks (1) through timing marks (6) are aligned
complaints before replacing fuel system components. in order to provide the correct relationship between
the piston movement and the valve movement.
KENR6231 29
Setting Backlash For Camshaft

And Adjustable Idler Gear
Table 7
Required Tools
Camshaft Alignment
A 27610321 1
tool
21825617 Dial Indicator Group 1
B
- Finger Clock 1
1. Remove the front cover. Refer to Disassembly and

Assembly, “Housing (front) - Remove”.
Note: Ensure that No. 1 piston is at the top center

position. Refer to Systems Operation, Testing and
Adjusting, “Finding Top Center Position for No. 1
Piston”.
g00294873
Illustration 29
Typical example
Installation of the adjustable idler assembly
(A) Camshaft Alignment tool
(1) Nuts
(3) Bolt
3. Refer to Illustration 29 in order to position Tooling

(A). Move Tooling (A) to the left and to the right.
Lightly tighten nuts (1) and bolt (3). Once the nuts
and the bolt are tightened, lightly tap Tooling (A)
with a rubber mallet on the sides. This will ensure
that the tool is properly seated. Tooling (A) should
be free to move in and out without any binding.
g00294872
Illustration 28
Typical example
Loosen stub shaft assembly.
(1) Nuts
(2) Stub shaft
2. Remove the adjustable idler gear from stub shaft

(2). Stub shaft (2) is held in position with five nuts
(1) and one bolt. Loosen five nuts (1) and loosen
the one bolt.
g00294874
Illustration 30
Typical example
Checking backlash
(B) Indicator assembly
(4) Camshaft gear
(5) Idler gear assembly
30 KENR6231
4. Install Tooling (B) on the timing gear housing.

Loosely install the idler gear assembly (5) to the
timing gear housing. When idler gear assembly
(5) is held stationary, the backlash between
the camshaft gear (4) and the idler gear (5) is
0.216 ± 0.114 mm (0.0085 ± 0.0045 inch).
5. If necessary, repeat step 2 through step 4 in order

to obtain the proper backlash.
6. Tighten the nuts and the bolt. Refer to Disassembly

and Assembly, “Gear Group (Front) - Install” for
the correct procedure.
7. Install the front cover. Refer to Disassembly and

Assembly, “Housing (Front) - Install”.
KENR6231 31
Air Inlet and Exhaust

System
i02581541
Air Inlet and Exhaust System

- Inspect
A general visual inspection should be made to the air

inlet and exhaust system. Make sure that there are
no signs of leaks in the system.
Table 8
Required Tools
- Differential Pressure
A 1
Gauge
Air Inlet Restriction

There will be a reduction in the performance of the
engine if there is a restriction in the air inlet system.
1. Inspect the engine air cleaner inlet and ducting

in order to ensure that the passageway is not
blocked or collapsed.
2. Inspect the engine air cleaner element. Replace

a dirty engine air cleaner element with a clean
engine air cleaner element.
3. Check for dirt tracks on the clean side of the

engine air cleaner element. If dirt tracks are
observed, contaminants are flowing past the
engine air cleaner element and/or the seal for the
engine air cleaner element.
Hot engine components can cause injury from

burns. Before performing maintenance on the
engine, allow the engine and the components to
cool.
Making contact with a running engine can cause

burns from hot parts and can cause injury from
rotating parts.
When working on an engine that is running, avoid

contact with hot parts and rotating parts.
4. Use Tooling (A) for this test.

32 KENR6231
g01293044
Illustration 31
Air inlet piping
(1) Air Cleaner (2) Test location (3) Turbocharger
a. Connect the vacuum port of the differential Maximum restriction ........ 6.2 kPa (25 in of H2O)
pressure gauge to test location (2). Test
location (2) may be located anywhere along the The air flow through a new engine air cleaner element
air inlet piping after air cleaner (1) but before must not have a restriction of more than the following
turbocharger (3). amount:
b. Leave the pressure port of the differential Maximum restriction ........ 3.7 kPa (15 in of H2O)
pressure gauge open to the atmosphere.
i02551491
c. Start the engine. Run the engine at full load.
Turbocharger - Inspect
d. Record the value.
e. Compare the result from step 4.d to the

appropriate values that follow.
The air flow through a used engine air cleaner

Hot engine components can cause injury from
may have a restriction. The air flow through a
burns. Before performing maintenance on the
plugged engine air cleaner will be restricted to some
engine, allow the engine and the components to
magnitude. In either case, the restriction must not be
cool.
more than the following amount:
KENR6231 33
1. Inspect the compressor wheel for damage from a

foreign object. If there is damage, determine the
source of the foreign object. As required, clean
Personal injury can result from rotating and mov-
the inlet system and repair the intake system.
ing parts.
Replace the turbocharger. If there is no damage,
go to Step 3.
Stay clear of all rotating and moving parts.
2. Clean the compressor wheel and clean the
Never attempt adjustments while the machine is
compressor housing if you find buildup of foreign
moving or the engine is running unless otherwise
material. If there is no buildup of foreign material,
specified.
go to Step 3.
The machine must be parked on a level surface
3. Turn the rotating assembly by hand. While you
and the engine stopped.
turn the assembly, push the assembly sideways .
The assembly should turn freely. The compressor
NOTICE wheel should not rub the compressor housing.
Keep all parts clean from contaminants. Replace the turbocharger if the compressor wheel
rubs the compressor wheel housing. If there is no
Contaminants may cause rapid wear and shortened rubbing or scraping, go to Step 4.
component life.
4. Inspect the compressor and the compressor
wheel housing for oil leakage. An oil leak from
NOTICE the compressor may deposit oil in the aftercooler.
Care must be taken to ensure that fluids are contained Drain and clean the aftercooler if you find oil in
during performance of inspection, maintenance, test- the aftercooler.
ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open- a. Check the oil level in the crankcase. If the oil
ing any compartment or disassembling any compo- level is too high, adjust the oil level.
nent containing fluids.
b. Inspect the air cleaner element for restriction. If
Dispose of all fluids according to local regulations and restriction is found, correct the problem.
mandates.
c. Inspect the engine crankcase breather. Clean
the engine crankcase breather or replace
Before you begin inspection of the turbocharger,
the engine crankcase breather if the engine
be sure that the inlet air restriction is within the
crankcase breather is plugged.
specifications for your engine. Be sure that the
exhaust system restriction is within the specifications
d. Remove the oil drain line for the turbocharger.
for your engine. Refer to Systems Operation, Testing
Inspect the drain opening. Inspect the oil drain
and Adjusting, “Air Inlet and Exhaust System -
line. Inspect the area between the bearings of
Inspect”.
the rotating assembly shaft. Look for oil sludge.
Inspect the oil drain hole for oil sludge. Inspect
The condition of the turbocharger will have definite
the oil drain line for oil sludge in the drain
effects on engine performance. Use the following
line. If necessary, clean the rotating assembly
inspections and procedures to determine the
shaft. If necessary, clean the oil drain hole. If
condition of the turbocharger.
necessary, clean the oil drain line.
• Inspection of the Compressor and the Compressor e. If Steps 4.a through 4.d did not reveal the
Housing
source of the oil leakage, the turbocharger has
internal damage. Replace the turbocharger.
• Inspection of the Turbine Wheel and the Turbine
Housing
Inspection of the Turbine Wheel
Inspection of the Compressor and and the Turbine Housing
the Compressor Housing Remove the air piping from the turbine housing.
Remove air piping from the compressor inlet.
34 KENR6231
a. Remove the oil drain line for the turbocharger.

Inspect the drain opening. Inspect the area
between the bearings of the rotating assembly
shaft. Look for oil sludge. Inspect the oil drain
hole for oil sludge. Inspect the oil drain line
for oil sludge. If necessary, clean the rotating
assembly shaft. If necessary, clean the drain
opening. If necessary, clean the drain line.
b. If crankcase pressure is high, or if the oil drain

is restricted, pressure in the center housing
may be greater than the pressure of turbine
housing (1). Oil flow may be forced in the wrong
direction and the oil may not drain. Check the
crankcase pressure and correct any problems.
c. If the oil drain line is damaged, replace the oil

drain line.
d. Check the routing of the oil drain line. Eliminate

any sharp restrictive bends. Make sure that
Illustration 32
g00763164 the oil drain line is not too close to the engine
Typical example
exhaust manifold.
(1) Turbine Housing
(2) Turbine Wheel
e. If Steps 4.a through 4.d did not reveal the
(3) Turbocharger source of the oil leakage, turbocharger (3) has
internal damage. Replace turbocharger (3).
1. Inspect the turbine for damage by a foreign object.
If there is damage, determine the source of the i02571444
foreign object. Replace turbocharger (3). If there
is no damage, go to Step 2. Exhaust Temperature - Test
2. Inspect turbine wheel (2) for buildup of carbon and
other foreign material. Inspect turbine housing (1)
for buildup of carbon and foreign material. Clean Table 9
turbine wheel (2) and clean turbine housing (1) if Required Tools
you find buildup of carbon or foreign material. If
there is no buildup of carbon or foreign material, Tool Part Number Part Description Qty
go to Step 3. A - Infrared Thermometer 1
3. Turn the rotating assembly by hand. While you
turn the assembly, push the assembly sideways. When the engine runs, the temperature of an exhaust
The assembly should turn freely. Turbine wheel (2) manifold port can indicate the condition of a fuel
should not rub turbine wheel housing (1). Replace injection nozzle.
turbocharger (3) if turbine wheel (2) rubs turbine
housing (1). If there is no rubbing or scraping, go A low temperature indicates that no fuel is flowing to
to Step 4. the cylinder. An inoperative fuel injection nozzle or
a problem with the fuel injection pump could cause
4. Inspect the turbine and turbine housing (1) for oil this low temperature.
leakage. Inspect the turbine and turbine housing
(1)for oil coking. Some oil coking may be cleaned. A very high temperature can indicate that too much
Heavy oil coking may require replacement of fuel is flowing to the cylinder. A malfunctioning
the turbocharger. If the oil is coming from the fuel injection nozzle could cause this very high
turbocharger center housing go to Step 4.a. temperature.
Otherwise go to “Inspection of the Wastegate”.
Use the Tooling (A) to check exhaust temperature.
KENR6231 35
i02571687
Engine Crankcase Pressure

This engine uses high voltage to control the fuel
(Blowby) - Test injectors.
Disconnect electronic fuel injector enable circuit

connector to prevent personal injury.
Table 10
Required Tools Do not come in contact with the fuel injector ter-
minals while the engine is running.
Part
Tool Number Part Name Quantity
A - Pressure Gauge 1 Note: Valve lash is measured between the rocker
arm and the valve bridge. All measurements and
adjustments must be made with the engine stopped
Damaged pistons or rings can cause too much and the valves fully closed.
pressure in the crankcase. This condition will cause
the engine to run rough. There will be more than the
normal amount of fumes (blowby) rising from the Valve Lash Check
crankcase breather. The breather can then become
restricted in a very short time, causing oil leakage An adjustment is NOT NECESSARY if the
at gaskets and seals that would not normally have measurement of the valve lash is in the acceptable
leakage. Blowby can also be caused by worn valve range in Table 11.
guides or by a failed turbocharger seal. Table 11
Install Tooling (A) to the most convenient location on Inlet Valves Exhaust Valves
the output tube for the crankcase breather or the Valve Lash 0.38 ± 0.08 mm
breather hose. The pressure for the engine blowby 0.76 ± 0.08 mm
(Stopped (0.015 ± 0.003
should be 0.25 kPa (1 inch of H2O). (0.030 ± 0.003 inch)
Engine) inch)
Note: Do not use the data alone to determine if the TC

engine should be overhauled. Other indicators such Compression 1-2-4 1-3-5
Stroke
as high oil consumption, low power, hard starting,
and excessive fuel consumption must be considered. TC Exhaust
3-5-6 2-4-6
Stroke(1)
After a new engine is used for a short time, the
Firing Order 1-5-3-6-2-4(2)
blowby can decrease as the rings are seated. New
engines should be checked for blowby during all (1) 360° from TC compression stroke
maintenance checks. As the piston rings and cylinder (2) The No. 1 cylinder is at the front of the engine.
walls wear, the blowby will gradually increase.
If the measurement is not within this range, an
The blowby on a worn engine may be two times or adjustment is necessary. Refer to “Valve Lash
more than the blowby of a new engine and may Adjustment” for the proper procedure.
indicate the need for an overhaul.
i02553372
Engine Valve Lash -

Inspect/Adjust
To prevent possible injury, do not use the starter

to turn the flywheel.
Hot engine components can cause burns. Allow

additional time for the engine to cool before mea-
suring valve clearance.
36 KENR6231
Valve Lash Adjustment Note: If necessary, adjust the electronic unit injectors
on cylinders 3, 5 and 6. Refer to Systems Operation,
Testing and Adjusting, “Electronic Unit Injector -
Adjust” for the correct procedure.
3. Remove the timing pin. Turn the flywheel by 360

degrees in the direction of engine rotation. This
will put the No. 6 piston at the top center position
on the compression stroke. Install the timing pin.
Table 13
Compression
Stroke for No.6 Inlet Valves Exhaust Valves
Piston
0.38 ± 0.08 mm 0.76 ± 0.08 mm
g00935559 Valve Lash (0.015 ± 0.003 (0.030 ± 0.003
Illustration 33
inch) inch)
Cylinder and valve location
Cylinders 3-5-6 2-4-6
(A) Exhaust valves
(B) Inlet valves
4. Adjust the valve lash according to Table 13.
Use the following procedure to adjust the valve lash:
a. Lightly tap the rocker arm with a soft mallet.
1. Put the No. 1 piston at the top center position This will ensure that the lifter roller seats
on the compression stroke. Refer to Systems against the camshaft’s base circle.
Operation, Testing and Adjusting, “Finding Top
Center Position for No. 1 Piston”. b. Loosen the adjustment locknut.
Table 12 c. Place the appropriate feeler gauge between
Compression rocker arm and the valve bridge. Then, turn
Stroke for No. Inlet Valves Exhaust Valves the adjustment screw in a clockwise direction.
1 Piston Slide the feeler gauge between the rocker arm
0.38 ± 0.08 mm 0.76 ± 0.08 mm and the valve bridge. Continue turning the
Valve Lash (0.015 ± 0.003 (0.030 ± 0.003 adjustment screw until a slight drag is felt on
inch) inch) the feeler gauge. Remove the feeler gauge.
Cylinders 1-2-4 1-3-5 d. Tighten the adjustment locknut to a torque
of 30 ± 7 N·m (22 ± 5 lb ft). Do not allow
2. Adjust the valve lash according to Table 12. the adjustment screw to turn while you are
tightening the adjustment locknut. Recheck
a. Lightly tap the rocker arm with a soft mallet. the valve lash after tightening the adjustment
This will ensure that the lifter roller seats locknut.
against the camshaft’s base circle.
5. Remove the timing bolt from the flywheel after all
b. Loosen the adjustment locknut. adjustments to the valve lash have been made.
Reinstall the timing cover.
c. Place the appropriate feeler gauge between
rocker arm and the valve bridge. Then, turn Refer to Systems Operation, Testing and Adjusting,
the adjustment screw in a clockwise direction. “Electronic Unit Injector - Adjust”.
Slide the feeler gauge between the rocker arm
and the valve bridge. Continue turning the
adjustment screw until a slight drag is felt on
the feeler gauge. Remove the feeler gauge.
d. Tighten the adjustment locknut to a torque

of 30 ± 7 N·m (22 ± 5 lb ft). Do not allow
the adjustment screw to turn while you are
tightening the adjustment locknut. Recheck
the valve lash after tightening the adjustment
locknut.
KENR6231 37
Lubrication System
i02571670
Engine Oil Pressure - Test
The engine oil pressure may be checked

electronically by using the electronic service tool.
The engine oil pressure can be measured with the
electronic service tool. Refer to Troubleshooting for
information on the use of the electronic service tool.
Measuring Engine Oil Pressure
Work carefully around an engine that is running.

Engine parts that are hot, or parts that are moving,
can cause personal injury.
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened g00977330

Illustration 34
component life. Oil gallery plug
(1) Plug
NOTICE
Care must be taken to ensure that fluids are contained 1. Install Tool (A) into the oil gallery plugs (1).
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to Note: Engine oil pressure to the camshaft and main
collect the fluid with suitable containers before open- bearings should be checked on each side of the
ing any compartment or disassembling any compo- cylinder block at oil gallery plugs (1).
nent containing fluids.
2. Start the engine. Refer to Operation and
Dispose of all fluids according to local regulations and Maintenance Manual, “Refill Capacities and
mandates. Recommendations” for the recommendations of
engine oil.
Table 14
3. Record the value of the engine oil pressure when
Required Tools the engine is at operating temperature 100 °C
(212 °F).
Part
Tool Number Part Name Quantity
The minimum engine oil pressure should be
A - Pressure Gauge 1 approximately 275 to 414 kPa (40 to 59 psi).
Tool (A) measures the oil pressure in the system. 4. Compare the recorded engine oil pressure with
the oil pressure indicators on the instrument panel
and the engine oil pressure that is displayed on
the electronic service tool.
5. An engine oil pressure indicator that has a defect

or an engine oil pressure sensor that has a defect
can give a false indication of a low oil pressure or
a high oil pressure. If there is a notable difference
between the engine oil pressure readings make
necessary repairs.
38 KENR6231
6. If low engine oil pressure is determined, refer to 2. Engine oil that is contaminated with fuel or coolant
“Reasons for Low Engine Oil Pressure”. will cause low engine oil pressure. High engine
oil level in the crankcase can be an indication
7. If high engine oil pressure is determined, refer to of contamination. Determine the reason for
“Reason for High Engine Oil Pressure”. contamination of the engine oil and make the
necessary repairs. Replace the engine oil with the
approved grade of engine oil. Refer to Operation
Reasons for Low Engine Oil and Maintenance Manual, “Engine Oil” for the
Pressure recommendations of engine oil.
NOTICE NOTICE
Keep all parts clean from contaminants. Perkins oil filters are manufactured to Perkins speci-
fications. Use of an oil filter that is not recommended
Contaminants may cause rapid wear and shortened by Perkins could result in severe damage to the en-
component life. gine bearings, crankshaft, etc., as a result of the larger
waste particles from unfiltered oil entering the engine
lubricating system. Only use oil filters recommended
NOTICE
by Perkins.
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to 3. If the engine oil bypass valves are held in the
collect the fluid with suitable containers before open- open position, a reduction in the oil pressure can
ing any compartment or disassembling any compo- be the result. This may be due to debris in the
nent containing fluids. engine oil. If the engine oil bypass valves are
stuck in the open position, remove each engine
Dispose of all fluids according to local regulations and oil bypass valve and clean each bypass valve
mandates. in order to correct this problem. You must also
clean each bypass valve bore. Install new engine
oil filters. New engine oil filters will prevent more
• Engine oil level is low. Refer to Step 1. debris from causing this problem. For information
on the repair of the engine oil bypass valves, refer
• Engine oil is contaminated. Refer to Step 2. to Disassembly and Assembly, “Engine Oil Filter
Base - Disassemble”.
• The engine oil bypass valves are open. Refer to
Step 3.
4. An oil line or an oil passage that is open, broken,
or disconnected will cause low engine oil pressure.
• The engine lubrication system is open. Refer to An open lubrication system could be caused by
Step 4.
a piston cooling jet that is missing or damaged.
Determine the reason for an open lubrication
• The oil pickup tube has a leak or a restricted inlet system of the engine and make the necessary
screen. Refer to Step 5.
repairs.
• The engine oil pump is faulty. Refer to Step 6. Note: The piston cooling jets direct engine oil toward
the bottom of the piston in order to cool the piston.
• Engine Bearings have excessive clearance. Refer This also provides lubrication for the piston pin.
to Step 7.
Breakage, a restriction or incorrect installation of the
1. Check the engine oil level in the crankcase. The piston cooling jets will cause seizure of the piston.
oil level can possibly be too far below the oil pump
supply tube. This will cause the oil pump not to 5. The inlet screen of the oil pickup tube for the
have the ability to supply enough lubrication to the engine oil pump can have a restriction. This
engine components. If the engine oil level is low restriction will cause cavitation and a loss of
add engine oil in order to obtain the correct engine engine oil pressure. Check the inlet screen on
oil level. Refer to Operation and Maintenance the oil pickup tube and remove any material that
Manual, “Engine Oil” for the recommendations of may be restricting engine oil flow. Low engine oil
engine oil. pressure may also be the result of the oil pickup
tube that is drawing in air. Check the joints of the
oil pickup tube for cracks or a damaged O-ring
seal. Remove the engine oil pan in order to gain
access to the oil pickup tube and the oil screen.
Refer to Disassembly and Assembly, “Engine Oil
Pan - Remove and Install” for more information.
KENR6231 39
6. Check the following problems that may occur to

the engine oil pump. NOTICE
Perkins oil filters are manufactured to Perkins speci-
a. Air leakage in the supply side of the oil pump fications. Use of an oil filter that is not recommended
will also cause cavitation and loss of oil by Perkins could result in severe damage to the en-
pressure. Check the supply side of the oil pump gine bearings, crankshaft, etc., as a result of the larger
and make necessary repairs. For information waste particles from unfiltered oil entering the engine
on the repair of the engine oil pump, refer to lubricating system. Only use oil filters recommended
Disassembly and Assembly, “Engine Oil Pump by Perkins.
- Remove”.
b. Oil pump gears that have too much wear will i02553373
cause a reduction in oil pressure. Repair the
engine oil pump. For information on the repair Excessive Bearing Wear -
of the engine oil pump, refer to Disassembly
and Assembly, “Engine Oil Pump - Remove”. Inspect
7. Excessive clearance at engine bearings will
cause low engine oil pressure. Check the
engine components that have excessive bearing When some components of the engine show bearing
clearance and make the necessary repairs. wear in a short time, the cause can be a restriction in
an oil passage.
Reason for High Engine Oil An engine oil pressure indicator may show that there
Pressure is enough oil pressure, but a component is worn
due to a lack of lubrication. In such a case, look at
the passage for the oil supply to the component.
NOTICE
A restriction in an oil supply passage will not allow
Keep all parts clean from contaminants.
enough lubrication to reach a component. This will
result in early wear.
Contaminants may cause rapid wear and shortened
component life.
i02553374
NOTICE Excessive Engine Oil

Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test- Consumption - Inspect
ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing fluids. Engine Oil Leaks on the Outside of
Dispose of all fluids according to local regulations and the Engine
mandates.
Check for leakage at the seals at each end of the
crankshaft. Look for leakage at the gasket for the
Engine oil pressure will be high if the engine oil engine oil pan and all lubrication system connections.
bypass valves become stuck in the closed position Look for any engine oil that may be leaking from
and the engine oil flow is restricted. Foreign matter the crankcase breather. This can be caused by
in the engine oil system could be the cause for the combustion gas leakage around the pistons. A dirty
restriction of the oil flow and the movement of the crankcase breather will cause high pressure in the
engine oil bypass valves. If the engine oil bypass crankcase. A dirty crankcase breather will cause the
valves are stuck in the closed position, remove gaskets and the seals to leak.
each bypass valve and clean each bypass valve in
order to correct this problem. You must also clean
each bypass valve bore. Install new engine oil Engine Oil Leaks into the
filters. New engine oil filters will prevent more debris Combustion Area of the Cylinders
from causing this problem. For information on the
repair of the engine oil filter bypass valve, refer to Engine oil that is leaking into the combustion area of
Disassembly and Assembly, “Engine Oil Filter Base - the cylinders can be the cause of blue smoke. There
Disassemble”. are several possible ways for engine oil to leak into
the combustion area of the cylinders:
• Leaks between worn valve guides and valve stems

40 KENR6231
• Worn components or damaged components

(pistons, piston rings, or dirty return holes for the
engine oil)
• Incorrect installation of the compression ring and/or

the intermediate ring
• Leaks past the seal rings in the turbocharger shaft

• Overfilling of the crankcase
• Wrong dipstick or guide tube
Excessive consumption of engine oil can also
result if engine oil with the wrong viscosity is used.
Engine oil with a thin viscosity can be caused by fuel
leakage into the crankcase or by increased engine
temperature.
i02553375
Increased Engine Oil

Temperature - Inspect
If the oil temperature is high, then check for a

restriction in the oil passages of the oil cooler. A
restriction in the oil cooler will not cause low oil
pressure in the engine.
Determine if the oil cooler bypass valve is held in the

open position. This condition will allow the oil to pass
through the valve instead of the oil cooler. The oil
temperature will increase.
Refer to Operation and Maintenance Manual, “Refill

Capacities” for the correct lubricating oil.
KENR6231 41
Cooling System 5. Check the sending unit. In some conditions, the

temperature sensor in the engine sends signals
to a sending unit. The sending unit converts these
i02553376 signals to an electrical impulse which is used by a
mounted gauge. If the sending unit malfunctions,
Cooling System - Check the gauge can show an incorrect reading. Also if
(Overheating) the electric wire breaks or if the electric wire shorts
out, the gauge can show an incorrect reading.
6. Check the radiator.

Above normal coolant temperatures can be caused
by many conditions. Use the following procedure a. Check the radiator for a restriction to coolant
to determine the cause of above normal coolant flow. Check the radiator for debris, dirt, or
temperatures: deposits on the inside of the radiator core.
Debris, dirt, or deposits will restrict the flow of
coolant through the radiator.
b. Check for debris or damage between the fins

Personal injury can result from escaping fluid un- of the radiator core. Debris between the fins
der pressure. of the radiator core restricts air flow through
the radiator core. Refer to Systems Operation,
If a pressure indication is shown on the indicator, Testing and Adjusting, “Cooling System -
push the release valve in order to relieve pressure Inspect”.
before removing any hose from the radiator.
c. Ensure that the radiator size is adequate for
the application. An undersized radiator does
1. Check the coolant level in the cooling system.
not have enough area for the effective release
Refer to Operation and Maintenance Manual,
of heat. This may cause the engine to run
“Cooling System Coolant Level - Check”. If the
at a temperature that is higher than normal.
coolant level is too low, air will get into the cooling
The normal temperature is dependent on the
system. Air in the cooling system will cause a
ambient temperature.
reduction in coolant flow and bubbles in the
coolant. Air bubbles will keep coolant away from
7. Check the filler cap. A pressure drop in the
the engine parts, which will prevent the transfer of
radiator can cause the boiling point to be lower.
heat to the coolant. Low coolant level is caused by
This can cause the cooling system to boil. Refer
leaks or incorrectly filling the radiator.
to Systems Operation, Testing and Adjusting,
“Cooling System - Test”.
2. Check the mixture of antifreeze and water. Refer
to Operation and Maintenance Manual, “Fluid
8. Check the fan and/or the fan shroud.
Recommendations”. If the coolant mixture is
incorrect, drain the system. Put the correct mixture
a. The fan must be large enough to send air
of water, antifreeze and coolant conditioner in the
through most of the area of the radiator core.
cooling system.
Ensure that the size of the fan and the position
of the fan are adequate for the application.
3. Check for air in the cooling system. Air can enter
the cooling system in different ways. The most
b. The fan shroud must be the proper size and
common causes of air in the cooling system
the fan shroud must be positioned correctly.
are not filling the cooling system correctly and
Ensure that the size of the fan shroud and the
combustion gas leakage into the cooling system.
position of the fan shroud are adequate for the
Combustion gas can get into the system through
application.
inside cracks, a damaged cylinder head, or a
damaged cylinder head gasket. Air in the cooling
9. If the fan is belt driven, check for loose drive belts.
system causes a reduction in coolant flow and
A loose fan drive belt will cause a reduction in the
bubbles in the coolant. Air bubbles keep coolant
air flow across the radiator. Check the fan drive
away from the engine parts, which prevents the
belt for proper belt tension. Adjust the tension of
transfer of heat to the coolant.
the fan drive belt, if necessary. Refer to Systems
Operation, Testing and Adjusting, “Belt Tension
4. Check the water temperature gauge. A water
Chart”.
temperature gauge which does not work correctly
will not show the correct temperature. Refer
to Systems Operation, Testing and Adjusting,
“Cooling System - Inspect”.
42 KENR6231
10. Check the cooling system hoses and clamps. 14. Check the water temperature regulator. A water
Damaged hoses with leaks can normally be seen. temperature regulator that does not open, or
Hoses that have no visual leaks can soften during a water temperature regulator that only opens
operation. The soft areas of the hose can become part of the way can cause overheating. Refer to
kinked or crushed during operation. These areas Systems Operation, Testing and Adjusting, “Water
of the hose can cause a restriction in the coolant Temperature Regulator - Test”.
flow. Hoses become soft and/or get cracks
after a period of time. The inside of a hose can 15. Check the water pump. A water pump with a
deteriorate, and the loose particles of the hose damaged impeller does not pump enough coolant
can cause a restriction of the coolant flow. Refer for correct engine cooling. Remove the water
to Operation and Maintenance Manual, “Hoses pump and check for damage to the impeller. Refer
and Clamps - Inspect/Replace”. to Systems Operation, Testing and Adjusting,
“Water Pump - Test”.
11. Check for a restriction in the air inlet system.
A restriction of the air that is coming into the 16. Check the air flow through the engine
engine can cause high cylinder temperatures. compartment. The air flow through the radiator
High cylinder temperatures cause higher than comes out of the engine compartment. Ensure
normal temperatures in the cooling system. Refer that the filters, air conditioner, and similar items
to Systems Operation, Testing and Adjusting, “Air are not installed in a way that prevents the free
Inlet and Exhaust System - Inspect”. flow of air through the engine compartment.
a. If the measured restriction is higher than the 17. Check the aftercooler. A restriction of air flow
maximum permissible restriction, remove the through the air to air aftercooler (if equipped) can
foreign material from the engine air cleaner cause overheating. Check for debris or deposits
element or install a new engine air cleaner which would prevent the free flow of air through
element. Refer to Operation and Maintenance the aftercooler.
Manual, “Engine Air Cleaner Element -
Clean/Replace”. 18. Consider high outside temperatures. When
outside temperatures are too high for the rating
b. Check for a restriction in the air inlet system of the cooling system, there is not enough of a
again. temperature difference between the outside air
and coolant temperatures.
c. If the measured restriction is still higher than
the maximum permissible restriction, check the 19. Consider high altitude operation. The cooling
air inlet piping for a restriction. capacity of the cooling system goes down as
the engine is operated at higher altitudes. A
12. Check for a restriction in the exhaust system. pressurized cooling system that is large enough to
A restriction of the air that is coming out of the keep the coolant from boiling must be used.
engine can cause high cylinder temperatures.
i02553378
a. Make a visual inspection of the exhaust system.
Check for damage to exhaust piping or for a
damaged muffler. If no damage is found, check
Cooling System - Inspect
the exhaust system for a restriction. Refer to
Systems Operation, Testing and Adjusting, “Air
Inlet and Exhaust System - Inspect”. Cooling systems that are not regularly inspected are
the cause for increased engine temperatures. Make
b. If the measured restriction is higher than the a visual inspection of the cooling system before any
maximum permissible restriction, there is a tests are performed.
restriction in the exhaust system. Repair the
exhaust system, as required.
13. Check the shunt line, if the shunt system is

used. The shunt line must be submerged in the Personal injury can result from escaping fluid un-
expansion tank. A restriction of the shunt line der pressure.
from the radiator top tank to the engine water
pump inlet will cause a reduction in water pump If a pressure indication is shown on the indicator,
efficiency. A reduction in water pump efficiency push the release valve in order to relieve pressure
will result in low coolant flow and overheating. before removing any hose from the radiator.
KENR6231 43
1. Check the coolant level in the cooling system.

Refer to Operation and Maintenance Manual,
“Cooling System Coolant Level - Check”.
2. Check the quality of the coolant. The coolant

should have the following properties:
• Color that is similar to new coolant

• Odor that is similar to new coolant
• Free from dirt and debris
If the coolant does not have these properties,
drain the system and flush the system. Refill g00921815
the cooling system with the correct mixture of Illustration 35
water, antifreeze, and coolant conditioner. Refer Boiling point of water
to Operation and Maintenance Manual, “Fluid
Recommendations”. Remember that temperature and pressure work
together. When a diagnosis is made of a cooling
3. Look for leaks in the system. system problem, temperature and pressure must be
checked. Cooling system pressure will have an effect
Note: A small amount of coolant leakage across on the cooling system temperature. For an example,
the surface of the water pump seals is normal. This refer to Illustration 35. This will show the effect of
leakage is required in order to provide lubrication for pressure on the boiling point (steam) of water. This
this type of seal. A hole is provided in the water pump will also show the effect of height above sea level.
housing in order to allow this coolant/seal lubricant
to drain from the pump housing. Intermittent leakage
of small amounts of coolant from this hole is not an
indication of water pump seal failure.
Personal injury can result from hot coolant, steam
and alkali.
4. Ensure that the air flow through the radiator does
not have a restriction. Look for bent core fins
At operating temperature, engine coolant is hot
between the folded cores of the radiator. Also, look
and under pressure. The radiator and all lines
for debris between the folded cores of the radiator.
to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
5. Inspect the drive belts for the fan.
Remove filler cap slowly to relieve pressure only
6. Check for damage to the fan blades.
when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
7. Look for air or combustion gas in the cooling
system.
Cooling System Conditioner contains alkali. Avoid
contact with skin and eyes.
8. Inspect the filler cap, and check the surface that
seals the filler cap. This surface must be clean.
The coolant level must be to the correct level in order
to check the coolant system. The engine must be
i02553379
cold and the engine must not be running.
Cooling System - Test After the engine is cool, loosen the pressure cap
in order to relieve the pressure out of the cooling
system. Then remove the pressure cap.
This engine has a pressure type cooling system. A
pressure type cooling system has two advantages. The level of the coolant should not be more than
The cooling system can be operated in a safe manner 13 mm (0.5 inch) from the bottom of the filler pipe. If
at a temperature higher than the normal boiling point the cooling system is equipped with a sight glass,
(steam) of water. the coolant should be to the proper level in the sight
glass.
This type of system prevents cavitation in the water
pump. Cavitation is the forming of low pressure
bubbles in liquids that are caused by mechanical
forces. It is difficult to create a pocket of air in this
type of cooling system.
44 KENR6231
Checking the Filler Cap • Seal

Table 15 • Surface for seal
Required Tools
Remove any deposits that are found on these
Tool Part Number Part Description Qty items, and remove any material that is found on
A GE50031 Pressurizing Pump 1 these items.
2. Install the filler cap onto Tooling (A).

One cause for a pressure loss in the cooling system
can be a damaged seal on the radiator filler cap. 3. Look at the gauge for the exact pressure that
opens the filler cap.
4. Compare the gauge reading with the opening

pressure that is listed on the filler cap.
5. If the filler cap is damaged, replace the filler cap.
Testing The Radiator And Cooling

System For Leaks
Table 16
Required Tools
g01096114
Illustration 36
A GE50031 Pressurizing Pump 1
Typical schematic of filler cap
(1) Sealing surface of both filler cap and radiator
Use the following procedure in order to check the
cooling system for leaks:

and alkali.
At operating temperature, engine coolant is hot and alkali.
and under pressure. The radiator and all lines
to heaters or the engine contain hot coolant or At operating temperature, engine coolant is hot
steam. Any contact can cause severe burns. and under pressure. The radiator and all lines
to heaters or the engine contain hot coolant or
Remove filler cap slowly to relieve pressure only steam. Any contact can cause severe burns.
enough to touch with your bare hand. Remove filler cap slowly to relieve pressure only
Cooling System Conditioner contains alkali. Avoid enough to touch with your bare hand.
Cooling System Conditioner contains alkali. Avoid
To check for the amount of pressure that opens the
filler cap, use the following procedure:
1. After the engine is cool, loosen the filler cap slowly
1. After the engine cools, carefully loosen the filler and allow pressure out of the cooling system.
cap. Slowly release the pressure from the cooling Then remove the filler cap from the radiator.
system. Then, remove the filler cap.
2. Ensure that the coolant level is above the top of
Carefully inspect the filler cap. Look for any the radiator core.
damage to the seals and to the sealing surface.
Inspect the following components for any foreign 3. Install Tooling (A) onto the radiator.
substances:
4. Take the pressure reading on the gauge to 20 kPa
(3 psi) more than the pressure on the filler cap.
• Filler cap
KENR6231 45
5. Check the radiator for leakage on the outside. Coolant temperature can also be read on the display
screens of the Electronic Service Tool.
6. Check all connection points for leakage, and
check the hoses for leakage.
The cooling system does not have leakage only if the

following conditions exist:.
• You do not observe any outside leakage.

• The reading remains steady after five minutes.
The inside of the cooling system has leakage only if
the following conditions exist:
• The reading on the gauge goes down.

• You do NOT observe any outside leakage.
Make any repairs, as required.
Test For The Water Temperature

Gauge Illustration 37
g01096115
Table 17 Typical example

(1) Water manifold assembly
Required Tools
Tool Part Number Part Description Qty Remove a plug from water manifold assembly (1).
-
Install Tooling (A) in the open port:
A Thermometer 1
A temperature indicator of known accuracy can also
be used to make this check.
Personal injury can result from escaping fluid un- Start the engine. Run the engine until the temperature
der pressure. reaches the desired range according to the test
thermometer. If necessary, place a cover over part of
If a pressure indication is shown on the indicator, the radiator in order to cause a restriction of the air
push the release valve in order to relieve pressure flow. The reading on the water temperature indicator
before removing any hose from the radiator. should agree with the test thermometer within the
tolerance range of the water temperature indicator.
i02553380
Making contact with a running engine can cause Water Temperature Regulator
rotating parts. - Test
Check the accuracy of the water temperature

indicator or water temperature sensor if you find Personal injury can result from escaping fluid un-
either of the following conditions: der pressure.
If a pressure indication is shown on the indicator,

• The engine runs at a temperature that is too hot, push the release valve in order to relieve pressure
but a normal temperature is indicated. A loss of
coolant is found. before removing any hose from the radiator.
• The engine runs at a normal temperature, but a 1. Remove the water temperature regulator from the
hot temperature is indicated. No loss of coolant engine.
is found.
46 KENR6231
2. Heat water in a suitable container until the

temperature is 98 °C (208 °F).
Making contact with a running engine can cause
3. Hang the water temperature regulator in the
container of water. The water temperature
rotating parts.
regulator must be below the surface of the water
and away from the sides and the bottom of the
container.
4. Keep the water at the correct temperature for ten
minutes. Perform the following procedure in order to determine
if the water pump is operating correctly:
5. After ten minutes, remove the water temperature
regulator. Ensure that the water temperature 1. Remove the plug from port (2).
regulator is open.
2. Install Tooling (A) in port (2).
Replace the water temperature regulator if the
water temperature regulator is not open at the 3. Start the engine. Run the engine until the coolant
specified temperature. Refer to Specifications, is at operating temperature.
“Water Temperature Regulator”.
4. Note the water pump pressure. The water pump
pressure should be 100 to 125 kPa (15 to 18 psi).
i02553381
Water Pump - Test
Table 18
Required Tools
A GE50033 Pressure Gauge 1
g01033819
Illustration 38
Typical example
(1) Water outlet
(2) Port
(3) Temperature regulator housing
(4) Water pump
(5) Port
KENR6231 47
Basic Engine Connecting rod bearings are available with smaller

inside diameters than the original size bearings.
These bearings are for crankshafts that have been
i02553382 ground.
Piston Ring Groove - Inspect If necessary, replace the connecting rod bearings.
Refer to Disassembly and Assembly, “Connecting
Rod Bearings - Remove” and Disassembly and
Assembly, “Connecting Rod Bearings - Install” for the
Inspect the Piston and the Piston correct procedure.
Rings
i02553396
1. Check the piston for wear and other damage.
Main Bearings - Inspect
2. Check that the piston rings are free to move in the
grooves and that the rings are not broken.
Main bearings are available with smaller inside
Inspect the Clearance of the Piston diameters than the original size bearings. These
Ring bearings are for crankshafts that have been ground.
1. Remove the piston rings and clean the grooves If necessary, replace the main bearings. Refer
and the piston rings. to Disassembly and Assembly, “Crankshaft Main
Bearings - Remove and Install” for the correct
2. Fit new piston rings in the piston grooves. procedure.
3. Check the clearance for the piston ring by placing i02571419

a suitable feeler gauge between the piston groove
and the top of piston ring. Refer to Specifications, Cylinder Block - Inspect
“Piston and Rings” for the dimensions.
Inspect the Piston Ring End Gap

1. Clean all of the coolant passages and the oil
1. Clean all carbon from the top of the cylinder bores. passages.
2. Place each piston ring in the cylinder bore just 2. Check the cylinder block for cracks and damage.
below the cylinder ring ridge.
3. The top deck of the cylinder block must not be
3. Use a suitable feeler gauge to measure piston machined. This will affect the depth of the cylinder
ring end gap. Refer to Specifications, “Piston and liner flange and the piston height above the
Rings” for the dimensions. cylinder block.
Note: The coil spring must be removed from the oil 4. Check the front camshaft bearing for wear. Refer
control ring before the gap of the oil control ring is to Specifications, “Camshaft Bearings” for the
measured. correct specification of the camshaft bearing. If a
new bearing is needed, use a suitable adapter to
press the bearing out of the bore. Ensure that the
i02553391 oil hole in the new bearing faces the front of the
block. The oil hole in the bearing must be aligned
Connecting Rod Bearings - with the oil hole in the cylinder block. The bearing
Inspect must be aligned with the face of the recess.
The connecting rod bearings fit tightly in the bore in

the rod. If the bearing joints are worn, check the bore
size. This can be an indication of wear because of
a loose fit.
48 KENR6231
i02553404
Cylinder Liner Projection -

Inspect
Table 19
Required Tools
A GE50005 Clamp bolt 6
B GE50006 Clamp washer 6
C GE50007 Fibre washer 6
Cylinder liner
D GE50002 1
projection tool
Note: The projection of the cylinder liner is measured

from the top of the cylinder liner to the top of the
spacer plate.
g01096458
Illustration 39
Liner Projection Components
(1) Bolt
(2) Washer
(3) Washer
(4) Spacer plate
(5) Cylinder liner
(6) Block
KENR6231 49
g00443044
Illustration 40
50 KENR6231
1. Ensure that the top face of the cylinder block (6) Do not exceed the maximum liner projection of
is clean. Install a new spacer plate gasket and a 0.152 mm (0.006 inch). The excessive liner projection
clean spacer plate. will contribute to cracking of the liner flange.
2. Install the cylinder liners to the cylinder block When the liner projection is correct, put a temporary
without seals or bands. Ensure that the cylinder mark on the liner and the spacer plate. Set the liners
liners are installed to the original positions. aside.
3. Install Tooling (B) and Tooling (C) to Tooling (A). Note: Refer to Disassembly and Assembly, “Cylinder
Refer to illustration 39. Liner - Install” for the correct final installation
procedure for the cylinder liners.
4. Install Tooling (A) around the liner. Refer to
illustration 39.
i02553516
5. Tighten the bolts (6) to a torque of 95 N·m (70 lb ft). Flywheel - Inspect
6. Use Tooling (D) to measure the cylinder liner
projection at "A", "B", "C" and "D". Refer to
illustration 40.
Face Runout (Axial Eccentricity) of
7. Record the measurements for the cylinder. the Flywheel
8. Repeat steps 3 to 7 for each cylinder. Table 21
Required Tools
9. Add the four readings for each cylinder. Divide the
sum by four in order to find the average. Tool Part Number Part Description Qty
Table 20 A 21825617 Dial Indicator Group 1
Specifications
0.025 to 0.152 mm
Liner Projection
(0.0010 to 0.0060 inch)
Maximum Variation In
0.051 mm (0.0020 inch)
Each Liner
Maximum Average
Variation Between 0.051 mm (0.0020 inch)
Adjacent Liners
Maximum Variation
0.102 mm (0.0040 inch)
Between All Liners
Note: If the liner projection changes around the liner,

turn the liner to a new position within the bore. If the
liner projection is not within specifications, move the
liner to a different bore. Inspect the top face of the
cylinder block.
If the cylinder liner projections are below 0.025 mm

(0.0010 inch) or 0.051 mm (0.0020 inch) corrective
g00286049
action must be taken. A thinner spacer plate may Illustration 41
be used. The thinner spacer plate is available from Checking face runout of the flywheel
your Perkins distributor. The plates are 0.076 mm
(0.0030 inch) thinner than the original plate. The 1. Install Tooling (A). Refer to illustration 41. Always
plates will increase the liner projection. Use these put a force on the crankshaft in the same direction
spacer plates to compensate for low liner projections before the dial indicator is read. This will remove
which are less than the 0.076 mm (0.0030 inch). Use any crankshaft end clearance.
these spacer plates if inspection of the top face of
the cylinder block reveals no measurable damage 2. Set the dial indicator to read 0.0 mm (0.00 inch).
directly under the liner flanges but the average liner
projection is less than 0.076 mm (0.0030 inch).
KENR6231 51
3. Turn the flywheel at intervals of 45 degrees and

read the dial indicator.
4. Take the measurements at all four points. The

difference between the lower measurements and
the higher measurements that are performed at
all four points must not be more than 0.15 mm
(0.006 inch), which is the maximum permissible
face runout (axial eccentricity) of the flywheel.
Bore Runout (Radial Eccentricity)

of the Flywheel
Table 22
g00286058
Illustration 43
Required Tools
Flywheel clutch pilot bearing bore
A 21825617 Dial Indicator Group 1 5. To find the runout (eccentricity) of the pilot bearing
bore, use the preceding procedure.
6. The runout (eccentricity) of the bore for the pilot

bearing in the flywheel must not exceed 0.13 mm
(0.005 inch).
i02553531
Flywheel Housing - Inspect
Table 23
Required Tools
A 21825617 Dial Indicator Group 1
Face Runout (Axial Eccentricity) of

the Flywheel Housing
g01278054
Illustration 42
Checking bore runout of the flywheel
1. Install Tooling (A). Refer to illustration 42.
2. Set the dial indicator to read 0.0 mm (0.00 inch).
3. Turn the flywheel at intervals of 45 degrees and

read the dial indicator.
4. Take the measurements at all four points. The

difference between the lower measurements and
the higher measurements that are performed at
all four points must not be more than 0.15 mm
(0.006 inch) for the maximum permissible face g00285931
runout (radial eccentricity) of the flywheel. Illustration 44
Typical example
If you use any other method except the method that

is given here, always remember that the bearing
clearance must be removed in order to receive the
correct measurements.
52 KENR6231
1. Install Tooling (A) to the flywheel so the anvil of the

dial indicator will contact the face of the flywheel
housing. Refer to illustration 44.
2. Use a rubber mallet and tap the crankshaft toward

the rear before the dial indicator is read at each
point.
g00285932
Illustration 47
Checking bore runout of the flywheel housing
g00285932
Illustration 45
Checking face runout of the flywheel housing
3. Turn the flywheel while the dial indicator is set at

0.0 mm (0.00 inch) at location (A). Read the dial
indicator at locations (B), (C) and (D).
4. The difference between the lower measurements

and the higher measurements that are performed
at all four points must not be more than 0.38 mm g00763974
(0.015 inch), which is the maximum permissible Illustration 48
face runout (axial eccentricity) of the flywheel
housing. 2. While the dial indicator is in the position at location
(C) adjust the dial indicator to 0.0 mm (0.00 inch).
Push the crankshaft upward against the top of
Bore Runout (Radial Eccentricity) the bearing. Refer to Illustration 48. Write the
of the Flywheel Housing measurement for bearing clearance on line 1 in
column (C).
Note: Write the measurements for the dial indicator

with the correct notations. This notation is necessary
for making the calculations in the chart correctly.
3. Divide the measurement from Step 2 by two. Write

this number on line 1 in columns (B) and (D).
4. Turn the flywheel in order to put the dial indicator

at position (A). Adjust the dial indicator to 0.0 mm
(0.00 inch).
5. Turn the flywheel counterclockwise in order to

put the dial indicator at position (B). Write the
Illustration 46
g00285934 measurements in the chart.
Typical example
6. Turn the flywheel counterclockwise in order to
1. Install Tooling (A) to the flywheel so the anvil of the put the dial indicator at position (C). Write the
dial indicator will contact the bore of the flywheel measurement in the chart.
housing. Refer to illustration 46.
KENR6231 53
7. Turn the flywheel counterclockwise in order to i02553546

put the dial indicator at position (D). Write the
measurement in the chart. Vibration Damper - Check
8. Add the lines together in each column.
9. Subtract the smaller number from the larger

number in column B and column D. Place this
number on line III. The result is the horizontal
eccentricity (out of round). Line III in column C is
the vertical eccentricity.
g01287000
Illustration 50
(1) Adapter
(2) Vibration damper
(3) Bolts
(4) Crankshaft pulley
Damage to the vibration damper or failure of the

vibration damper will increase vibrations. This will
result in damage to the crankshaft.
Replace the damper if any of the following conditions

exist:
Illustration 49
g00286046 • The damper is dented, cracked, or fluid is leaking
from the damper.
Graph for total eccentricity
(1) Total vertical eccentricity
(2) Total horizontal eccentricity
• The paint on the damper is discolored from
(3) Acceptable value
excessive heat.
(4) Unacceptable value
• The damper is bent.
10. Find the intersection of the eccentricity lines
(vertical and horizontal) in Illustration 49. • The bolt holes are worn or there is a loose fit for
the bolts.
11. If the point of the intersection is in the “Acceptable”
range, the bore is in alignment. If the point of • The engine has had a crankshaft failure due to
intersection is in the “Not acceptable” range, the torsional forces.
flywheel housing must be changed.
NOTICE
Inspect the viscous vibration damper for signs of leak-
ing and for signs of damage to the case. Either of
these conditions can cause the weight to contact the
case. This contact can affect damper operation.
54 KENR6231
Electrical System When it is possible, make a test of the charging

unit and voltage regulator on the engine, and use
wiring and components that are a permanent part of
i02555153 the system. Off-engine testing or bench testing will
give a test of the charging unit and voltage regulator
Battery - Test operation. This testing will give an indication of
needed repair. After repairs are made, perform a test
in order to prove that the units have been repaired to
the original condition of operation.
Most of the tests of the electrical system can be done
on the engine. The wiring insulation must be in good
condition. The wire and cable connections must be Test Tools For The Charging
clean, and both components must be tight. System
Never disconnect any charging unit circuit or bat-

tery circuit cable from the battery when the charg-
ing unit is operated. A spark can cause an explo-
sion from the flammable vapor mixture of hydro-
gen and oxygen that is released from the elec-
trolyte through the battery outlets. Injury to per-
sonnel can be the result.
The battery circuit is an electrical load on the charging

unit. The load is variable because of the condition of
the charge in the battery.
g01012117
Illustration 51
NOTICE Typical example of an ammeter

The charging unit will be damaged if the connections
between the battery and the charging unit are broken The ammeter is a self-contained instrument that
while the battery is being charged. Damage occurs measures electrical currents without breaking
because the load from the battery is lost and because the circuit and without disturbing the conductor’s
there is an increase in charging voltage. High voltage insulation.
will damage the charging unit, the regulator, and other
electrical components. The ammeter contains a digital display that is used
to monitor current directly within a range between 1
ampere and 1200 amperes. The multimeter should
See Special Instruction, SEHS7633, “Battery Test be used under only one condition:
Procedure” for the correct procedures to use to
test the battery. This publication also contains the • the readings are less than 1 ampere.
specifications to use when you test the battery.
A lever opens the ammeter’s jaws over a conductor.
The conductor’s diameter can not be larger than
i02554905
19 mm (0.75 inch).
Charging System - Test
The spring loaded jaws close around the conductor
for measuring the current. A trigger switch controls
the ammeter. The trigger switch can be locked into
The condition of charge in the battery at each the ON position or into the OFF position.
regular inspection will show if the charging system is
operating correctly. An adjustment is necessary when After the trigger has been working and the trigger is
the battery is constantly in a low condition of charge turned to the OFF position, the reading appears in
or a large amount of water is needed. A large amount the digital display for five seconds. This accurately
of water would be more than one ounce of water per measures currents in areas with a limited access.
a cell per a week or per every 100 service hours. For example, these areas include areas that are
beyond the operator’s sight. For DC operation, an
ammeter contains a zero control, and batteries inside
the handle supply the power.
KENR6231 55
g00283566
Illustration 52
Typical example of a digital multimeter
i02554920
Electric Starting System - Test
Most of the tests of the electrical system can be

done on the engine. The wiring insulation must be
in good condition. The wire and cable connections
must be clean, and both components must be tight.
The battery must be fully charged. If the on-engine
test shows a defect in a component, remove the
component for more testing.
The starting system consists of the following four

components:
• Keyswitch
• Start relay
• Starting motor solenoid
• Starting motor
Trouble with the starting system could be caused
by the battery or by charging system problems. If
the battery is suspect, refer to Troubleshooting,
“Battery”. If the starting system is suspect, refer to
Troubleshooting, “Engine Will Not Crank”.
56 KENR6231
Index Section
Index
A Excessive Bearing Wear - Inspect......................... 39
Excessive Engine Oil Consumption - Inspect........ 39
Air in Fuel - Test..................................................... 23 Engine Oil Leaks into the Combustion Area of the
Air Inlet and Exhaust System .......................... 12, 31 Cylinders .......................................................... 39
Turbocharger ..................................................... 13 Engine Oil Leaks on the Outside of the Engine.. 39
Valves And Valve Mechanism ............................ 13 Exhaust Temperature - Test................................... 34
Air Inlet and Exhaust System - Inspect.................. 31
Air Inlet Restriction............................................. 31
F
B Finding Top Center Position for No. 1 Piston......... 25

Flywheel - Inspect.................................................. 50
Basic Engine.................................................... 17, 47 Bore Runout (Radial Eccentricity) of the
Camshaft............................................................ 18 Flywheel ........................................................... 51
Crankshaft.......................................................... 18 Face Runout (Axial Eccentricity) of the
Cylinder Block Assembly ................................... 17 Flywheel ........................................................... 50
Cylinder Head Assembly.................................... 18 Flywheel Housing - Inspect ................................... 51
Pistons, Rings And Connecting Rods ................ 18 Bore Runout (Radial Eccentricity) of the Flywheel
Battery - Test ......................................................... 54 Housing ............................................................ 52
Belt Tension Chart ................................................. 22 Face Runout (Axial Eccentricity) of the Flywheel
Housing ............................................................ 51
Fuel Quality - Test.................................................. 26
C Fuel System....................................................... 8, 23
Electronic Unit Injector ........................................ 11
Charging System - Test ......................................... 54 Electronic Unit Injector Mechanism.................... 10
Test Tools For The Charging System................. 54 Fuel System Electronic Control Circuit ................ 9
Connecting Rod Bearings - Inspect....................... 47 Fuel System - Inspect............................................ 23
Cooling System ............................................... 16, 41 Fuel System - Prime .............................................. 26
Cooling System - Check (Overheating) ................. 41 Fuel System Pressure - Test ................................. 27
Cooling System - Inspect....................................... 42 Checking Fuel Pressure..................................... 28
Cooling System - Test............................................ 43 Fuel Pressure Readings .................................... 28
Checking the Filler Cap...................................... 44 High Fuel Pressure ............................................ 27
Test For The Water Temperature Gauge ........... 45 Low Fuel Pressure ............................................. 27
Testing The Radiator And Cooling System For
Leaks................................................................ 44
Cylinder Block - Inspect......................................... 47 G
Cylinder Liner Projection - Inspect......................... 48
Gear Group (Front) - Time..................................... 28
Setting Backlash For Camshaft And Adjustable
E Idler Gear ......................................................... 29
General Information................................................. 4
Electric Starting System - Test............................... 55 Cold Mode Operation........................................... 5
Electrical System ............................................. 18, 54 Starting the Engine .............................................. 5
Charging System Components .......................... 19
Engine Electrical System ................................... 19
Grounding Practices .......................................... 18 I
Starting System Components ............................ 20
Electronic Control System Components.................. 6 Important Safety Information ................................... 2
Electronic Unit Injector - Adjust ............................. 24 Increased Engine Oil Temperature - Inspect ......... 40
Electronic Unit Injector - Test................................. 24
Engine Crankcase Pressure (Blowby) - Test ......... 35
Engine Oil Pressure - Test..................................... 37 L
Measuring Engine Oil Pressure ......................... 37
Reason for High Engine Oil Pressure ................ 39 Lubrication System .......................................... 14, 37
Reasons for Low Engine Oil Pressure ............... 38 Lubrication System Components ....................... 14
Engine Valve Lash - Inspect/Adjust ....................... 35 Oil Flow In The Engine....................................... 16
Valve Lash Adjustment ...................................... 36
Valve Lash Check .............................................. 35
KENR6231 57
Index Section
Main Bearings - Inspect......................................... 47
Piston Ring Groove - Inspect................................. 47

Inspect the Clearance of the Piston Ring........... 47
Inspect the Piston and the Piston Rings ............ 47
Inspect the Piston Ring End Gap....................... 47
Systems Operation Section ..................................... 4
Table of Contents..................................................... 3
Testing and Adjusting ............................................ 22
Testing and Adjusting Section ............................... 22
Turbocharger - Inspect .......................................... 32
Inspection of the Compressor and the Compressor
Housing ............................................................ 33
Inspection of the Turbine Wheel and the Turbine
Housing ............................................................ 33
Vibration Damper - Check ..................................... 53
Water Pump - Test................................................. 46

Water Temperature Regulator - Test ..................... 45
58 KENR6231
Index Section
KENR6231 59
Index Section
Copyright © 2005 Perkins Engines Company Limited
All Rights Reserved Printed in U.K.

Perkins 1106D Electrical Inst. Guide

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What safety precautions are highlighted in the document?

What safety precautions are highlighted in the document?

What systems are described in the document?

What systems are described in the document?

KENR6231

The meaning of this safety alert symbol is as follows:

When replacement parts are required for this

Table of Contents Charging System - Test ........................................ 54

Systems Operation Section Index Section

General Information ................................................ 4 Index ..................................................................... 56

Testing and Adjusting Section

Air Inlet and Exhaust System

Systems Operation Section

The following model views show the 2506 Engine

Cold Mode Operation

Cold mode operation will be deactivated when any of

• Coolant temperature reaches 18 °C (64 °F).

Electronic Control System

The electronic control system is integrally designed • Controls

A control component (ECM) receives the input

An output component is one that is operated by a

Fuel Injection Electronic Unit Injector Mechanism

The ECM sets certain limits on the amount of fuel that

Electronic Unit Injector As the electronic unit injector mechanism transfers

When the solenoid valve assembly is energized

The duration of injection meters the fuel that is

i02550062 Air is forced from the aftercooler into inlet manifold

Turbocharger Valves And Valve Mechanism

Turbocharger Valve system components

(4) Air inlet (1) Valve bridge

The exhaust gases enter the turbocharger and the

Bearing (7) and bearing (9) in the turbocharger use

Rotocoils (4) cause the valves to rotate while the

Adjustable idler gear (10) is designed to provide the

The camshaft drive gear has integral pendulums

The camshaft has three lobes for each cylinder.

Oil Flow Through The Oil Filter And Oil

When the oil is warm, an oil pressure differential in

The bypass valves will also open when there is

Oil Flow In The Engine

There is a pressure control valve in the oil pump.

Note: The water temperature regulator (2) is an

Shunt line (6) gives several advantages to the cooling

In operation, the water pump (8) sends most of the

Cylinder Head Assembly Camshaft

The piston is a one-piece steel design that is retained

To ensure proper functioning of the vehicle and

The cylinder block has seven main bearings that

The crankcase uses a lip seal at both ends of the

This engine is equipped with a 24 volt starting system.

The Electronic Control Module (ECM) must be dis-

The engine has several input components which are

g01028488 Unlike many electronic systems of the past, this

Engine Electrical System

The alternator design has no need for slip rings

• Strengthening the magnetic field

The voltage regulator is a solid-state electronic g00317613

When two sets of solenoid windings are used, the

The starting solenoid (2) is an electromagnetic switch

• The starting solenoid (2) closes the high current