Manual Motor Minsk
Manual Motor Minsk
Manual Motor Minsk
Diesel engines
D-260.1S3А, D-260.2S3А, D-260.4S3А
Minsk 2013
Description
D-260.1S3A D-260.2S3A D-260.4 S3A
*- with diesel engine operation at the environment temperature lower than -25ºС the
coarse fuel filter must be equipped with a fuel heater.
Table 6
Engine model
Units, parts D-260.1S3А D-260.2S3А D-260.4S3А
Unit, part designation and (or) its description
Turbocharger К27-61-08* "Turbo" (Czechia) К27-542-01 "Turbo" (Czechia)
Compressor Single cylinder air cooled, controlled * or not not available
Engines D-260.1S3A, D-260.2S3A, D-260.4 S3A are 4-stroke internal combustion pis-
ton diesel engines with vertical cylinder positioning, direct fuel injection and ignition by
compression.
The basic engine assembly units are: cylinder block, cylinder heads, pistons, connecting
rods, crankshaft and flywheel.
To ensure high technical and economic characteristics the engines inlet systems use
turbo charging with charge air intermediate cooling.
Using turbocharger with controlled air pressure in the charging device allows better
engine pickup provided by higher torque values at low crankshaft speeds.
Engines equipped with "Common Rail" accumulator type fuel system show higher op-
erational and fuel economy and conform to Tier-3A ecological parameters due to opti-
mized operation process and minimization of transitional processes while changing the
speed and load modes.
Engines D-260.1S3A, D-260.2S3A, D-260.4 S3A are 4-stroke piston internal combustion
diesel engines with vertical cylinder positioning, direct fuel injection and ignition from
compression.
The basic engine assembly units are: cylinder block, cylinder heads, pistons, connecting
rods, crankshaft and flywheel.
To ensure high technical and economic characteristics the engines inlet systems use turbo
charging with charge air intermediate cooling.
Using turbocharger with controlled air pressure in the charging device allows better en-
gine pickup provided by higher torque values at low crankshaft speeds.
Engines equipped with "Common Rail" accumulator type fuel system show higher opera-
tional and fuel economy and conform to Tier-3A ecological parameters due to optimized
operation process and minimization of transitional processes while changing the speed
and load modes.
Using exhaust gas recirculation devices in the engines feed system also contributes to
reaching the required ecological parameters, bringing changes into the mass charge con-
tents entering the engine cylinders by way of partial deliver of exhaust gas.
To ensure engine start-up at low ambient temperatures, glow plugs are installed in the
engine cylinder head, while fuel liquid heat exchanger ensures a faster reaching of the op-
timal oil temperature in the engine lubrication system and keeping it at the required level
during the engine operation.
A diesel engine operation principle, like with all other internal combustion engines, is
transformation of heat energy of the fuel burning inside in the working cylinder to me-
chanical energy.
When a piston moves down at the intake stroke through the open inlet valve an air charge
comes into the cylinder. When the inlet valve closes and the piston moves upwards the air
compression takes place. At this the air temperature goes up sharply. In the end of the
compression stroke fuel is delivered through an injector into the cylinder under high pres-
sure. While being injected, fuel is finely sprayed, mixed with hot air in the cylinder and
evapourated, thus making a fuel-air mixture.
The air-fuel mixture ignition during the diesel engine operation is achieved as a result of
air compression to the extent of the air-fuel mixture self-ignition. The fuel is injected by
injectors with fast operating electromagnetic valves. The moment of injection beginning
and its duration are determined by the moment of beginning and duration of voltage sup-
ply to the electromagnetic valve by the Common Rail system Electronic Control Unit. The
fuel-air mixture burning takes place at the moment of the piston starting to go down.
As soon as the fuel-air mixture is bunt down the process of cylinder expansion and clean-
ing begins through the exhaust valve.
Opening and closing of the intake and exhaust valves is coordinated by the gas distribu-
tion mechanism.
With the diesel engine operation start the turbocharger is actuated by the exhaust gas en-
ergy.
The diesel engine start is done by imparting rotation to the crankshaft by the electric
starter via the flywheel mounted on the crankshaft flange.
The diesel engine cooling system water pump is drive is maintained from the belt of the
pulley mounted on the crankshaft toe to the pulley mounted on the water pump shaft.
The А29.05.000 БЗА compressor drive and that of the gear pump is maintained by the
toothed transmission of the distribution mechanism.
The transfer of energy (power) generated bythe diesel engine to the drive of tractor (agri-
cultural machine) in which it is installed is done from the engine flywheel via the clutch.
The engines officially approved according to EEC UN Rules No 96(01), EEC UN Rules
No 24(03), Revised Edition No 2 and Directives 2000/25/ЕС, 97/68/ЕС Stage IIIА bear
the sign of official engine type approval.
The engines for which national certificates have issued for conformity to the rules of Bel-
arus and other CIS countries bear the signs of conformity to the national certification sys-
tems of the countries where those certificates have been issued.
The official approval signs and the signs of conformity are located side by side with the
brand tag or are depicted on it.
The engine transport marking is applied according to STATE STANDARD 14192. The
marking method ensures its preservation for the period of the engine transportation,
storage and operation life.
1.1.6 Packaging
With the engines transportation in closed carriages, containers or by trucks the engines
are secured on wooden stands made to the manufacturer’s drawings. With shipping the
engines in open type transport (trucks, trains) the engines are wrapped in polyethylene
bags according to STATE STANDARD10354 and are secured on wooden stands.
The engines shipped in railway carriages to the regions with tropical climate are
wrapped in polyethylene bags and placed in wooden cases; when shipped in sea contain-
ers - wrapped in polyethylene bags.
Table 7
Units and parts making mechanisms, systems and
Diesel engine configuration
devices
Housing Cylinder block and suspension
Cylinder head. Valves and pushers
Mechanisms
Glow plugs
Electric equipment Alternator
Drives
Compressor
Units Gear pump
Clutch
On both sides of the gasket, along the outer edge as well as the edges of the holes located
in the lubrication and liquid cooling system channels, elastomeric sealant is applied by
screen-relief method. When assembling a diesel engine, its cylinder holes are additionally
lined with fluoroplastic rings.
The pushers are made of steel, have spherical bottoms with a special cast-iron surfacing.
The camshaft lobes are made with a slight inclination allowing the pushers to rotate in
the process of the engine operation.
1-crankshaft gear; 2 - intermediate gear; 3- fuel injection pump drive gear; 4 – camshaft gear; 5- oil
pump drive gear.
* - to be installed by customer.
1.2.2.6.3 Injector
Injector (Fig.9) is designed for deliverying fuel in the diesel engine cylinder and ensuring
the necessary spraying.
Installed in the engines are CRIN2 injectors manufactured by”BOSCH” (Germany).
The required moment of the start of injection and the fuel supply amount are provide by
the operation of the injector electromagnetic valve. The moment of the start of injection
in the “angle-timing” coordinates is set by the diesel engine electronic control system.
Forming of the injector control signals by ECU works based on reading the signals
formed by the crankshaft and the HPFIP camshaft speed sensors (sensors 2 and 5, Fig.2,
Annex Д), installed in a consistent relationship in a specific pattern.
The injectyor operation principle is shown on Fig.10.
The fuel is supplied along the high pressure pipeline via inlet channel 4 to the atomizer of
injector 11 and also through a fuel supply throttle hole 7 – to the chamber of controlling
valve 8. Through the fuel outlet throttle hole, which may be opened by the electromagnet-
ic valve, the chamber is connected with back runoff duct 1.
With closed throttle hole 6 the hydraulis force acting from above on the controlling valve
piston is higher the force of the fuel pressure on the atomizer needle cone underneath. As
a result the needle is pressed to the atomizer seat and firmly closes the atomizer holes
and the fuel cannot get in the combustion chamber.
When electromagnetic valve 3 triggers, the electromagnet armature is moved up opening
throttle hole 6. Accordingly, reduced are both – the pressure in the controlling valve
chamber and the hydraulic force applied on the controlling valve piston. By fuel pressure
on the cone the atomizer needle moves away from the valver seat, so the fuel get in the
cylinder combustion chamber through the atomizer holes. The controlling supply – an
additional fuel amount meant for the needle rise which is further diverted to the fuel back
runoff duct.
1 – recirculated exhaust gas cooler; 2* – mixer; 3 *– spacer; 4 – recirculated exhaust gas inlet branch
pipe from turbocharger to EGR; 5 - recirculated exhaust gas inlet branch pipe from cooler to mixer; 6 –
turbocharger.
* - the recirculated exhaust gas inlet and outlet elements design may be different with developers of
tractors or agricultural machines for the reason proper fitting in a vehicle and must be approved with
MMP.
Fig. 13 – Exhaust gas recirculation device
1.2.2.6.7 Diesel engine gas exchange system
The diesel engine gas exchange diagram together with breathers is shown on Fig.14.
Breather is designed to prevent excessive pressure in the lubrication system created by
the exhaust gas penetrating into the oil sump through the gas joints of the cylinder-piston
group and oil injection into the atmosphere.
In the implemented gas exchange system the crankcase gases, via the channels in the cyl-
inder block and the cylinder head, come into the cavity formed by the cylinder head cover
and the cover cap. Breather housing 1 (Fig. 14) is mounted on cover cap 4 of the cylinder
head. The crankcase gases rush through the slots of cup 6 into breather housing 1 under
the influence of the pressure difference in the atmosphere and in the cavity of the cylinder
head cover. Having got into the cup cavity, the crankcase gases expand and strike against
oil deflector 2, lose their energy and cool down. As a resul,t a significant portion of the
oil mist falls down as oil. The crankcase gases cleaned from oil then get into the atmos-
phere.
For faster diesel engine warming up after start and automatic regulation of temperature
mode at various loads and amvient temperatures two ТС-107 thermostats are installed on
the purging line.
Ther are two valves (the main 11 and bypass 12, Fig.15) in the thermostat housing and
thermal force element 13, inside which there is piston 10
The thermal force element consists of housing (cylinder) filled with thermosensitive sub-
stance expanding with warming up. Fixed firm on the housing is the main valve. On the
housing axis valve 12 is mounted, pressed by spring 15. Spring 14 is installed so that it
firmly presses the main valve to the housing of thermostat 9.
After the engine start, before the cooling liquid warms up to +85ºС, the main thermostat
valves are closed. The cooling liquid from the cylinder head water outlet pipe, passing by
the radiator, goes to the pump and once again gets back to the cylinder block.
At the cooling liquid temperature over 85ºС, the substance filling the thermosensitive el-
ement expanda and affects fixedly mounted piston 10, thus causing movement of the
thermosensitive element with the main valve relative to the piston. With the force of
movement exceeding the force created by valve 14, the main valve moves down thus cre-
ating a gap between the main valve and the thermostat hiusing, and the cooling liquid
1.2.2.8.1 Turbocharger
The housing of turbine 2 is made of high-strength cast iron. The turbine flow-through
part for exhaust gases is fromed by the turbine housing and the turbine wheel.
Compressor housing 11 is made of alluminium alloy, its flow-through part is formed by
the compressor housing and compressor wheel.
The turbine and compressor housings are fixed to bearings housing 14 made of high-
strength cast iron.
Turbine whell 1 is cast of heat-proof alloy and welded to the rotor shaft.
Compressor wheel 6 is cast of alluminium alloy and is fixed to the rotor shaft with a spe-
cial nut.
The rotor shaft rotates in a radial bearing made as a floating non-rotating monobush 3.
The monobush is secured in the bearings housing by a fixer. The rotor axial motion is
taken by thrust bearing 12.
Installed in diesel engines are alternators serving as electric equipment power sources.
Alternators have terminals for connection to circuits: «+» («В») – load and accumulator
battery; «Д» («D») – starter motor blocking relay; «~» («W») - tachometer.
Alternator is used for accumulator battery recharging and direct current supply to elec-
tricity consumers installed in a tractor/ agricultural machine.
Alternator is driven by a V-belt on the crankshaft pulley.
To drive pneumatic trailer brakes and tire inflation, diesel engines installed in trac-
tors,combine harvesters, machine are equipped with a piston single stage compressor
(Table 6).
Compressor А29.05.000БЗА is mounted on the distribution cover flange and is driven
by the compressor and the distribution mechanism fuel pump drive gear.
With a diesel engine being used in agricultural work not requiring compressed air power,
compressor А29.05.000БЗА must be switched off. It is not allowed to switch the com-
pressor on with the engine running. Compressor А29.05.000БЗА is air cooled.
1.2.2.13 Clutch
Clutch is designed for torque transfer from the engine crankshaft to transmission and for
short time diesel emgine disconnection from transmission, while the engine is running, to
ensure bumpless shifting the gears and smooth vehicle pulling away.
Installed in diesel engines are friction type, dry, single disc or double-disk permanently-
closed clutches as shown on Table 6.
2 APPROPRIATE USE
2.1 Operating restrictions
For long time and troubleless diesel engine operation, follow the basic conditions below:
- For proper“COMMON RAIL” electronic control system functionEng, the electronic
Control Unit software must comply with the application of tractors/ agricultural ma-
chines where the engines are installed;
- Before putting a newly manufactured engine into operation under load, run it in accord-
ing to article 2.3.4;
- At the beginning of a working shift, before the engine start check the oil level in the en-
gine oil sump and that of the cooling liquid in the radiator or the expansion tank.
- After the engine start, before loading the engine, let it run for 2-3 minutes, first at the
minimal idle speed with gradual increase to not more than 1600 min-1. Full load of a cool
engine is not allowed (the permissible oil pressure value for a not warmed up engine –
not more than 0,8 MPa);
- At emergency engine idling (warming up, air pumping to the braking system cylinders
etc.) it is necessary to keep the engine crabkshaft speed at not less than 1000 – 1200 min
−1
;
- During the engine running watch the controls indications:
- Engine operation with the oil pressure in the main oil duct lower than 0,1MPa is not
permissible;
- The cooling liquid heating over 100°С is not permissible;
- In the event of the oil pressure or the cooling liquid temperature exceeding the said val-
ues the engine must be stopped;
Eligible for diesel engines preparation for operation are certified engine operators and
drivers having been duly instructed on the operation safety and fire safety rules.
Start working only after a detailed study of the engine design and operation proce-
dures.While loading/ unloading the engine in transportation, clamp the lifting equipment
slings only to the eye-bolts located on the engine (the slinging method is described in An-
nex И).
Wkile doing the engine depreservation, follow the fire safety rules and the hygene rules
working with chemicals, used rags and oil paper.
Do not allow dismantling protective shieldings implied by the diesel engine design.
While examining the engine visually, use a portable lamp with the voltage of not more
than 24V.
The tools and appliances used in the engine preparation for operation must be well work-
ing, fit for the intended use and ensure safety in doing the job.
The location where the engine is prepared for operation must be equipped with fire ex-
tinction means.
Diese engines coming to consumers are preserved for shelf keeping from 6 months to 1
year period.
The particular preservation period is indicated in the engine passport.
The sequence of depreservation operations is shown in Table 9.
Fill the engine fuel tank with fuel and the oil sump with motor oil. Use the fuel and oil
brands matching the ambient air temperature at which the engine is operated. The rec-
ommended fuel and oil brands are indicated in a table in Annex A.
Using other fuel and oil brands may result in the engine early going out of operation, not
meeting the ecology standards as well as in a difficult engine start in cold weather condi-
tions.
The diesel fuel must be clean without any mechanical impurities, oil and water.
The lubrication materials must be clean and must not contain mechanical impurities and
water.
Before fueling, a tractor or a combine harvester must be placed on a horizontal site.
Pour oil into the engine till the oil feeler rod upper mark. Start the engine and let it run
for 5 minutes, let the oil drain for 10 minutes. Add up oil till the feeler rod upper mark.
Diesel engine is controlled from the operator or driver locations. The engine controls
and control devices mounting is done by the customer when installing the engine in a
tractor/ agricultural machine.
The crankshaft speed is changed with a pedal, the signal of the pedal being moved is sent
to the”COMMON RAL” power supply electronic unit by a pedal position sensor.
The glow plugs, the”COMMON RAL” power supply electronic unit and starter motor
switching on is done by a 3-positional ignition lock.
With the ignition lock set in position I the glow plugs electric circuit switches on and the
”COMMON RAL” power supply electronic unit, with the ignition key further turned to
position II, switches on the starter motor electric circuit.
The glow plugs are controlled by a separate control unit independent from the “COM-
MON RAL” power supply electronic unit.
The lubrication system oil pressure sensor and pressure alarm sensor are installed in the
heat exchanger cover.
The air cleaner impurity condition is controlled by the air filter clogging signalizer sen-
sor serving switching a signal lamp on when the air filter gets clogged over the permissi-
ble extent.
The air cleaner impurity signalizer sensor is installed in the diesel engine inlet duct on
the air cleaner outlet branch.
The crankshaft speed is controlled by tachometer. The signal comes to tachometer from
the alternator AC terminal.
A diagnostic lamp and a diagnostic button are located on the dashboard.
The diesel engine controls are located on a tractor/ agricultural machine dashboard.
Before the engine shutdown, let it run for 3-5 minutes, first at the medium, then at the
maximal idle speed in order to reduce the cooling liquid and oil temperatures. Not ob-
serving this rule will cause the turvocharger going out of operation.
Stop the engine by turning the ignition lock key into “0” position. Disconnecting the ve-
hicle mass from the accumulatory battery “plus” wire is not allowed within of not less
than 1 minute after the engine ignition swutch-off and the engine shutdown.
Turn the accumulator battery switch off after the engine shutdown.
Diesel engine operation is complicated at low ambient air temperatures. To ensure con-
tinuous and troublefree operation in the winter period, which start with the ambient tem-
peratures lowering to +5° С and lower, get the engine ready for operation in the winter
mode well in advance. For that purpose, do the scheduled technical maintenance, adding
the seasonal technical service operations. A tractor engine compartment must have a
To make sure the fault has been rectified, test drive the vehicle. During such drive, the
self-diagnostics check the system and stores still possibly remaining faults data in the
memory again.
Blink-
code
R-code Fault type Fault description Fix method
No
Note: With regard to identification of the faults, the codes of which are given out by the diagnostic lamp lighting or stored in the Electronic
Control Unit, with the codes identified by the full system diagnostics, but not shown in Table 10, customers will need to apply to a service
centre.
Blink-
code
R-code Fault type Fault description Fix method
No
SPN
FMI
Blink-
code
R-code Fault type Fault description Fix method
No
SPN
FMI
Blink-
code
R-code Fault type Fault description Fix method
No
SPN
FMI
it.
Voltage beyond the set maximal
Р0653 3
limit.
12 1-3-1 Sensors power supply 2 voltage fault. Apply to service centre.
Voltage below the set minimal lim-
Р0652 4
1080
it.
Voltage beyond the set maximal
Р0699 3
limit.
13 1-3-1 Sensors power supply 3 voltage fault. Apply to service centre.
523601
SPN
FMI
SPN
FMI
mix check.
Р100E 0 Protective valve identified as open.
Р100F 11 Pressure jump in Rail requested. Rail fuel pressure safety valvefault.
20 1-3-4 Apply to service centre.
523470
SPN
FMI
Fault in high pressure fuel injection pump Check high pressure fuel injec-
22 1-3-5 Р0254 3 doser pulse-width control power stage cir- tion pump doser condition and
523615
Blink-
code
R-code Fault type Fault description Fix method
No
SPN
FMI
SPN
FMI
SPN
FMI
SPN
FMI
SPN
FMI
down
Apply to service centre.
Р1206 11 Not classified error.
SPN
FMI
SPN
FMI
Р062B 3
Microchip CY33X, internal reload
/ loss of counter/ undervoltage.
Microchip CY33X has no right to
Р062B 4 operation/ CY33X initialization er- Fault in injectors control power stage mi-
42 1-5-3 ror. crochip ChipA, specific error, engine Apply to service centre.
Р062B 12 Microchip CY33X in check mode. shutdown.
Communication blackout with mi-
523354
Р062B 2
Microchip CY33X exceeding wait
time, at least for one cylinder.
SPN
FMI
Voltage beyond the set maximal Check fine fuel filter clog sen-
46 2-1-3 Р1015 3 sor condition and connection.
limit. Fault in fine duel filter clog sensor circuit.
95
SPN
FMI
throttle position.
Voltage beyond the set maximal
Р0223 3
limit. Check gas pedal position sen-
Voltage below the set minimal Fault in sensor 2 of gas pedal position. sors condition and connec-
50 2-2-1 Р0222 4
limit. tions.
Lost plausibility with sensor 1 of Apply to service centre.
Р2135 2
throttle position.
9
Defective clutch state signal via Check gas pedal position sen-
Р0704 12
CAN. Error discovered by clutch condition signal sors condition and connections.
51 2-2-2 diagnostics function. Check CAN line connection to
Р0704 2 Implausible clutch sensor signal. other CANs.
98
SPN
FMI
Р0571 12 Brake pedal sensor faulty signal. Check brake pedal position
Fault in Brake pedal sensor circuit. sensor condition and connec-
52 2-2-3
Brake pedal sensor implausible tion.
Р0504 2
597
Fault in brake pedal position sensor circuit Check brake pedal position
53 2-2-3 Р0504 2 Faulty brake sensor. with one sensor used. sensor condition and connec-
tion.
597
SPN
FMI
sical limit.
Voltage beyond the set maximal
Р0238 3
limit.
Voltage below the set minimal Check charge pressure sensor
Р0237 4
58 2-3-1 limit. Fault in charge pressure sensor circuit. condition and connection.
Р0235 12 Apply to service centre.
Implausible CAN signal value.
Р0236 2
102
Implausible signal.
Voltage beyond the set maximal
Р2229 3
limit.
Voltage below the set minimal
Р2228 4
59 2-3-2 limit. Fault in atmospheric pressure sensor cir- Check sensor condition and
Р0000 12 cuit (control unit in-built sensor). connection.
Implausible CAN signal value.
Apply to service centre.
Plausibility lost with charge pres-
Р2227 2
sure sensor.
08
SPN
FMI
SPN
FMI
high.
Implausible signal, oil pressure too Oil pressor sensor signal error, too low oil Check oil pressor sensor con-
67 2-4-3 Р0524 17 ditiona and connection.
low. pressure.
100
SPN
FMI
SPN
FMI
SPN
FMI
SPN
FMI
80 2-6-1 Р0607 14 ECU restart has taken place. ECU restart stored as protective. Apply to service centre.
22 22
81 2-6-1 Р0607 14 ECU restart has taken place. ECU restart shown in the error memory. Apply to service centre.
function.
Disruption of communication
Disruption of communication with ECU
84 2-6-3 Р060A 11 with the ECU “CJ940” module. Apply to service centre.
523617
SPN
FMI
Internal power voltage beyond the CJ940 module maximal power voltage
Р1607 3
523612
SPN
FMI
Short circuit to power battery/ Short circuit to battery in exhaust flap con- Check exhaust flap condition
88 3-1-1 Р0478 3 and connection.
Excessive heat-up temperature. trol circuit power stage.
Apply to service centre.
Р0476 12 No load resistance. Broken circuit or unpermissible tempera- Check exhaust flap condition
90 3-1-1 ture in exhaust flap control circuit power and connection.
Excessive heat-up temperature. stage. Apply to service centre.
Р0476 2
1074
SPN
FMI
SPN
FMI
hardware.
Р0050 3 Short circuit to power battery.
Fault in engine brake decompression throt- Check engine brake decom-
Р004F 4 Short circuit to ground.. pression throttle condition and
94 3-2-5 tle power stage circuit.
Р0661 255 No load resistance. connection.
Apply to service centre.
1072
SPN
FMI
SPN
FMI
100 4-1-4 Р0607 12 tween central processor and watch Apply to service centre.
central processor and watch unit.
unit.
Wait time elapsing for TSC1-AE
CAN messages when the engine
U1104 11
speed/torque correction mode is
Check CAN line connection to
enabled.
101 4-2-1 TSC1-AE CAN message error. other CAN devices.
Wait time elapsing for TSC1-AE
Apply to service centre.
CAN messages when the engine
U1105 12
523605
SPN
FMI
SPN
FMI
SPN
FMI
disabled.
Wait time elapsing for TSC1-TR
U113A 11
CAN message, when the engine
speed/torque correction mode is
enabled. Check CAN line connection to
107 4-2-4 TSC1-TR CAN message error. other CAN devices.
Wait time elapsing for TSC1-TR Apply to service centre.
U113B 12
CAN message, when the engine
speed/torque correction mode is
520
disabled.
Wait time elapsing for TSC1-VE
U1110 3
CAN message, when the engine
speed/torque correction mode is
enabled. Check CAN line connection to
108 4-2-5 TSC1-VE CAN message error. other CAN devices.
Wait time elapsing for TSC1-VE Apply to service centre.
CAN message, when the engine
520219
U1111 12
speed/torque correction mode is
disabled.
SPN
FMI
SPN
FMI
114 4-4-2 U1100 3 ERC1DR CAN message error. other CAN devices.
CAN message
Apply to service centre.
115 4-4-3 U0103 12 ETC1 CAN message error. other CAN devices.
CAN message
Apply to service centre.
116 4-4-5 U0104 12 bled and wait time elapsing for RxCCVS CAN message error. other CAN devices.
RxCCVS CAN message Apply to service centre.
117 4-4-6 U0157 12 TCO1 CAN message error. other CAN devices.
CAN message
Apply to service centre.
SPN
FMI
The engine start and operation performed Check camshaft speed sensor
118 1-1-4 P0008 12 Backup mode enabled. condition and connection.
by camshaft speed sensor only.
Apply to service centre.
90
SPN
FMI
P1008 3 Short circuit to power battery. Check fuel filter electric heat-
Fault in fuel filter electric heating element ing element condition and
123 2-1-6
520207
SPN
FMI
System Unit.
other CAN devices.
Apply to service centre.
Voltage beyond the set maximal
Р0113 3
Fault of incoming air temperature sensor Check sensor condition and
172
limit.
127 2-3-4 connection.
Voltage below the set minimal circuit in air mass consumption meter.
Р0112 4 Apply to service centre.
limit.
Air mass consumption meter sig-
Р0101 3 Error registered by air mass consumption Check air mass consumption
nal voltage beyond set limit.
128 2-3-4 meter standard voltage initial deviation meter condition and connection.
Air mass consumption meter sig-
Р0101 4 plausibility check function. Apply to service centre.
132
SPN
FMI
SPN
FMI
Minimal cooling liquid tempera- Error registered by cooling liquid tempera- Check cooling liquid tempera-
132 2-4-5 ture not achieved within the set ture sensor absolute plausibility check ture sensor condition and con-
520198
P0116 2
time limit. function. nection.
Apply to service centre.
Minimal rise of cooling liquid Error registered by cooling liquid tempera- Check cooling liquid tempera-
temperature not achieved within ture sensor dynamis plausibility check ture sensor condition and con-
520198
Electronic Unit retstart has taken Electronic Unit retstart by unknown rea-
520222
SPN
FMI
SPN
FMI
SPN
FMI
Blink-
code
R-code Fault type Fault description Fix method
No
SPN
FMI
SPN
FMI
SPN
FMI
152 4-5-1 U1102 12 RxEngTemp2 CAN message error. other CAN devices.
Temp2 CAN message
Apply to service centre.
SPN
FMI
159 4-6-6 U0439 3 DM1DCU CAN message error. Apply to service centre.
CAN message
SPN
FMI
SPN
FMI
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
- check the intake manifold for clogging. Clean the intake manifold.
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
- make sure there is no air in the fuel. Remove air from the low pres-
sure circuit (See Manual, item
3.2.10)
1.2.3 Check the high pressure circuit for leakage. Do the necessary repair.
1.2.4 Check the electric circuit.
- check the accumulator battery charging; Do the necessary repair. or re-
place the accumulator battery.
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
1.3 Hot engine is started with effort
1.3.1 Check the engine parameters.
- check for faults in the COMMON RAIL injection sys- Follow the instructions in the
tem using the diagnostic device; do ”KTS – Bosch” “KTS – Bosch” diagnostic de-
standard testing. vice software.
(Testing and repair at a specialized
workshop)
- check electricity consumers condition with the diagnos- Do diagnostics and the neces-
tic device. sary repair.
1.3.2 Check the low pressure circuit.
- check the correctness of connections in the low pres-
sure circuit; Do the necessary repair.
- check the hoses and pipe connectors for leakage;
- check the fuel filter condition and conformity; Replace filter by the appropri-
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
2. Unstable engine operation at idle
2.1 Unstable speed at idle
2.1.1 Check the low pressure circuit.
- check the correctness of connections in the low pres-
sure circuit; Do the necessary repair.
- check the hoses and pipe connectors for leakage;
- check the fuel filter condition and conformity; Replace filter by the appropri-
ate.
- make sure there is no water in the fuel inside the coarse Clean the fuel filter from water
fuel filter cup; pouring it out by opening the
tap.
- make sure there is no air in the fuel. Remove air from the low pres-
sure circuit (See Manual, item
3.2.10)
2.1.2 Check the engine parameters.
- check for faults in the COMMON RAIL injection sys- Follow the instructions in the
tem using the diagnostic device; do ”KTS – Bosch” “KTS – Bosch” diagnostic de-
standard testing. vice software.
(Testing and repair at a specialized
workshop)
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
- check the high pressure circuit operability ; Do the necessary repair.
- check the high pressure circuit for leakage.
2.2 Idle spped too low or too high.
2.2.1 Check the engine parameters.
- check for faults in the COMMON RAIL injection sys- Follow the instructions in the
tem using the diagnostic device; do ”KTS – Bosch” “KTS – Bosch” diagnostic de-
standard testing. vice software.
(Testing and repair at a specialized
workshop)
- check electricity consumers condition with the diagnos- Do diagnostics and the neces-
tic device. системы CRS sary repair.
2.2.2 Check the electric circuit.
- check the accumulator battery charging; Do the necessary repair or re-
place the accumulator battery.
- check the fuses. Do the necessary repair.
- check the «ground» wire. Replace the «ground wire».
2.2.3 Check the clutch adjustment correctness. Do the necessary repair.
2.2.4 Check the harness condition for breaking or short
Do the necessary repair.
circuit.
2.2.5 Control Unit check.
- check the Control Unit plug-and-socket fixtures. Fix plug-and-sockets.
3 Engine behavior at vehicle moving
3.1 Unstable engine operation at speed up/ slow down
3.1.1 Check the engine parameters.
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
Replace the air filter by new
- Check the air filter condition;
one.
- check the intake manifold for clogging. Clean the intake manifold.
3.1.3 Check the harness condition for breaking or short
Do the necessary repair.
circuit.
3.1.4 Check the injectors.
- launch injector check cycle by the appropriate standard Follow the instructions in the
testing command in the “KTS – Bosch” diagnostic de- “KTS – Bosch” diagnostic de-
vice. vice software.
(Testing and repair at a specialized
workshop)
3.1.5 Control Unit check.
- check the Control Unit plug-and-socket fixtures. Fix plug-and-sockets.
3.2 Failures during acceleration and clutch switch-on
3.2.1 Check the intake system.
- Check for air leakage/ suction; Do the necessary repair.
- Check the air filter condition; Replace the air filter by new
one.
- check the intake manifold for clogging. Clean the intake manifold.
3.2.2 Check the engine parameters.
- check for faults in the COMMON RAIL injection sys- Follow "KTS – Bosch" device
diagnostic software instruc-
tem using the diagnostic device; do ”KTS – Bosch” tions.
standard testing. (Testing and repair at a specialized
workshop)
- check electricity consumers condition with the diagnos- Do diagnostics and the neces-
tic device. системы CRS sary repair.
3.2.3 Check the turbocharger operability. See Manual, Annex Ж.
3.2.4 Check the low pressure circuit.
- check the correctness of connections in the low pres-
sure circuit; Do the necessary repair.
- check the hoses and pipe connectors for leakage;
- check the fuel filter condition and conformity; Replace filter by the appropri-
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
- make sure there is no water in the fuel inside the coarse Clean the fuel filter from water
fuel filter cup; pouring it out by opening the
tap.
- make sure there is no air in the fuel. Remove air from the low pres-
sure circuit (See Manual, item
3.2.10)
3.2.5 Check compression level in the cylinders. Do the necessary repair.
3.2.6 Check the high pressure circuit for leakage. Do the necessary repair.
3.2.7 Check the injectors.
- launch injector check cycle by the appropriate standard Follow the instructions in the
testing command in the “KTS – Bosch” diagnostic de- “KTS – Bosch” diagnostic de-
vice. vice software.
(Testing and repair at a specialized
workshop)
3.2.8 Control Unit check.
- check the Control Unit plug-and-socket fixtures. Fix plug-and-sockets.
3.3 Engine shutdown
3.3.1 Check if there is fuel in the fuel tank. Fill the fuel tank.
3.3.2 Check the low pressure circuit.
- check the correctness of connections in the low pres-
sure circuit; Do the necessary repair.
- check the hoses and pipe connectors for leakage;
- check the fuel filter condition and conformity; Replace filter by the appropri-
ate.
- make sure there is no water in the fuel inside the Clean the fuel filter from water
coarse fuel filter cup; pouring it out by opening the
tap.
- make sure there is no air in the fuel. Remove air from the low pres-
sure circuit (See Manual, item
3.2.10)
3.3.3 Check the high pressure circuit for leakage. Do the necessary repair.
3.3.4 Check the electric circuit.
- check the accumulator battery charging; Do the necessary repair. Or re-
place the accumulator battery.
- check the «ground wire» . Do the necessary repair.
- check the «ground» wire. Replace the «ground wire».
Continuation of Table 11
Fault
Outward fault demonstration
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
- make sure there is no air in the fuel. Remove air from the low pres-
sure circuit (See Manual, item
3.2.10)
3.4.3 Check the engine parameters.
- check for faults in the COMMON RAIL injection sys-Follow the instructions in the
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
- Check the air filter condition; Replace the air filter by new
one.
- check the intake manifold for clogging. Clean the intake manifold.
3.5.3 Check the engine oil level. Add oil to the necessary level.
3.5.4 Check the turbocharger operability. See Manual, Annex E.
3.5.5 Check the low pressure circuit.
- check the correctness of connections in the low pres-
sure circuit; Do the necessary repair.
- check the hoses and pipe connectors for leakage;
- check the fuel filter condition and conformity; Replace filter by the appropri-
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
3.6.2 Check the intake system.
- Check for air leakage/ suction; Do the necessary repair.
- Check the air filter condition; Replace the air filter by new
one.
- check the intake manifold for clogging. Clean the intake manifold.
3.6.3 Check oil consumption. At oil consumption too high do
the necessary repair.
3.6.4 Check the injectors.
- launch injector check cycle by the appropriate standard Follow the instructions in the
testing command in the “KTS – Bosch” diagnostic de- “KTS – Bosch” diagnostic de-
vice. vice software.
(Testing and repair at a specialized
workshop)
3.6.5 Control Unit check.
- check the Control Unit plug-and-socket fixtures. Fix plug-and-sockets.
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
3.8.4 Check the turbocharger operability. See Manual, Annex Ж.
3.8.5 Check the injectors.
- launch injector check cycle by the appropriate standard Follow the instructions in the
testing command in the “KTS – Bosch” diagnostic de- “KTS – Bosch” diagnostic de-
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
- make sure there is no air in the fuel. Remove air from the low pres-
sure circuit (See Manual, item
3.2.10)
3.9.4 Check the clutch adjustment correctness. Do the necessary repair.
3.9.5 Check the harness condition for breaking or short Do the necessary repair.
circuit.
Fault identification algorythm Fix method
3.9.6 Control Unit check.
- check the Control Unit plug-and-socket fixtures. Fix plug-and-sockets.
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
4.1.4 Check the low pressure circuit.
- check the correctness of connections in the low pres-
sure circuit; Do the necessary repair.
- check the hoses and pipe connectors for leakage;
- check the fuel filter condition and conformity; Replace filter by the appropri-
ate.
- make sure there is no water in the fuel inside the coarse Clean the fuel filter from water
fuel filter cup; pouring it out by opening the
tap.
- make sure there is no air in the fuel. Remove air from the low pres-
sure circuit (See Manual, item
3.2.10)
4.1.5 Check the injectors.
- launch injector check cycle by the appropriate stand- Follow the instructions in the
ard testing command in the “KTS – Bosch” diagnostic “KTS – Bosch” diagnostic de-
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
4.3.3 Check the engine parameters.
- check for faults in the COMMON RAIL injection sys- Follow the instructions in the
tem using the diagnostic device; do ”KTS – Bosch” “KTS – Bosch” diagnostic de-
standard testing. vice software.
(Testing and repair at a specialized
workshop)
- check electricity consumers condition with the diag- Do diagnostics and the neces-
nostic device. sary repair.
4.3.4 Check the intake system.
- Check for air leakage/ suction; Do the necessary repair.
- Check the air filter condition; Replace the air filter by new
one.
- check the intake manifold for clogging. Clean the intake manifold.
4.3.5 Check the injectors.
- launch injector check cycle by the appropriate standard Follow the instructions in the
testing command in the “KTS – Bosch” diagnostic de- “KTS – Bosch” diagnostic de-
vice. vice software.
(Testing and repair at a specialized
workshop)
4.3.6 Check the clutch adjustment correctness. Do the necessary repair.
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
Replace the air filter by new
- Check the air filter condition;
one.
- check the intake manifold for clogging. Clean the intake manifold.
At oil consumption too high do
4.4.3 Check oil consumption.
the necessary repair.
4.4.4 Check the turbocharger operability. See Manual, Annex Ж.
4.4.5 Check the engine oil level. Add oil to the necessary level.
4.4.6 Check the injectors.
- launch injector check cycle by the appropriate standard Follow the instructions in the
testing command in the “KTS – Bosch” diagnostic de- “KTS – Bosch” diagnostic de-
vice. vice software.
(Testing and repair at a specialized
workshop)
4.4.7 Control Unit check.
- check the Control Unit plug-and-socket fixtures. Fix plug-and-sockets.
Diesel fuel smell
4.5.1 Check the low pressure circuit.
- check the correctness of connections in the low pres-
sure circuit; Do the necessary repair.
- check the hoses and pipe connectors for leakage;
- check the fuel filter condition and conformity; Replace filter by the appropri-
ate.
- make sure there is no water in the fuel inside the Clean the fuel filter from water
coarse fuel filter cup; pouring it out by opening the
tap.
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
4.5.3 Check the injectors.
- launch injector check cycle by the appropriate standard Follow the instructions in the
testing command in the “KTS – Bosch” diagnostic de- “KTS – Bosch” diagnostic de-
vice. vice software.
(Testing and repair at a specialized
workshop)
4.5.4 Check the high pressure circuit for leakage. Do the necessary repair.
4.6 Blue, white or black smoke
4.6.1 Check the engine parameters.
- check for faults in the COMMON RAIL injection sys- Follow the instructions in the
tem using the diagnostic device; do ”KTS – Bosch” “KTS – Bosch” diagnostic de-
standard testing. vice software.
(Testing and repair at a specialized
workshop)
4.6.2 Check the intake system.
- Check for air leakage/ suction; Do the necessary repair.
- Check the air filter condition; Replace the air filter by new
one.
- check the intake manifold for clogging. Clean the intake manifold.
4.6.3 Check the engine oil level. Add oil to the oil gauge upper
mark.
4.6.4 Check the low pressure circuit.
- check the correctness of connections in the low pres-
sure circuit; Do the necessary repair.
- check the hoses and pipe connectors for leakage;
- check the fuel filter condition and conformity; Replace filter by the appropri-
ate.
- make sure there is no water in the fuel inside the Clean the fuel filter from water
coarse fuel filter cup; pouring it out by opening the
tap.
- make sure there is no air in the fuel. Remove air from the low pres-
sure circuit (See Manual, item
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
At oil consumption too high do
4.6.5 Check oil consumption.
the necessary repair.
4.6.6 Check compression level in the cylinders. Do the necessary repair.
4.6.7 Check the injectors.
- launch injector check cycle by the appropriate standard Follow the instructions in the
testing command in the “KTS – Bosch” diagnostic de- “KTS – Bosch” diagnostic de-
vice. vice software.
(Testing and repair at a specialized
workshop)
4.7 Blue, white or black smoke when accelerated
4.7.1 Check the engine parameters.
- check for faults in the COMMON RAIL injection sys- Follow the instructions in the
tem using the diagnostic device; do ”KTS – Bosch” “KTS – Bosch” diagnostic de-
standard testing. vice software.
(Testing and repair at a specialized
workshop)
4.7.2 Check the intake system.
- Check for air leakage/ suction; Do the necessary repair.
- Check the air filter condition; Replace the air filter by new
one.
- check the intake manifold for clogging. Clean the intake manifold.
4.7.3 Check the low pressure circuit.
- check the correctness of connections in the low pres-
sure circuit; Do the necessary repair.
- check the hoses and pipe connectors for leakage;
Replace filter by the appropri-
- check the fuel filter condition and conformity;
ate.
- make sure there is no water in the fuel inside the Clean the fuel filter from water
coarse fuel filter cup; pouring it out by opening the
tap.
- make sure there is no air in the fuel. Remove air from the low pres-
sure circuit (See Manual, item
3.2.10)
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
6.1.2 Faulty pressure sensor or indicator (backup de- Replace pressure sensor or in-
vices). dicator, if necessary, after
checking the oil pressure with
a set of check devices.
Continuation of Table 11
Fault
Outward fault demonstration
Fault identification algorythm Fix method
9.3 Accumulator battery recharging systematically
9.3.1 Faulty voltage regulator. Replace the voltage regulator.
(Repair at a specialized work-
shop)
9.3.2 Voltage regulator bridging to “Ш” lead housing. Insulate the damaged place.
(Repair at a specialized work-
shop)
9.4 Alternator noise
9.4.1 Drive belt slipping or excessive tensioning. Adjust the drive belt tension-
8 Maintenance for a short-time storage (10 days – 1 According to item 3.1.5.1 and sec-
month) preparation. tion 5.
9 Maintenance for a long-time storage preparation. According to item 3.1.5.2 and sec-
tion 5.
According to item 3.1.5.2 and
10 Maintenance during a long-time storage.
section 5.
11 Maintenance before the operation season (TM- According to item 3.1.1.1.1
Э)
Maintenance cycle (not including MM, TM-AW and TM-SS) when installed in tractor/ ma-
chine, combine harvester will be: TM-1 » 2TM-1 » TM-1 » TM-2 » TM-1 » 2TM-1 » TM-1
» TM-3 » TM-1 »2TM-1 » TM-1 » TM-2 » TM-1 » 2TM-1 » TM-1 » 2TM-3.
Take the engine back from dead storage as described in item 3.1.6.2
Mount back in place the parts and units kept separately during the dead storage.
Adjust the drive belts tension.
Check hermeticity of all air cleaner and inlet duct couplings.
Table 14
Maintenance type
Work description
MM TM-1 2TM-1 TM-2 TM-3 2TM-3 SS AW
1 Check oil level in the engine
+ + + + +
sump.
2 Check the cooling liquid level
+ + + + +
in the cooling system.
3 Clean the alternator from dust
+ + + + + +
with compressed air.
4** Pour sediment out of the
See Notes
fuel pre-filter.
5 Check the belts tension. + + + + +
6 Check the air cleaner for clog-
+ +
ging (filter elements condition).
Continuation of Table 14
Maintenance type
Work description
MM TM-1 2TM-1 TM-2 TM-3 2TM-3 SS AW
7 Service the gas exchange sys-
+ +
tem components.
8* Clean the centrifugal oil filter
+ + + +
rotor.
9* Replace the oil filter. + + + +
10* Replace oil in the engine oil
+ + + +
sump.
11 Check hermeticity of all air
+ + +
cleaner and inlet duct couplings.
12 Tighten the cylinder head
+ +
bolts.
13 Check the clearance between
+ + +
the valves and rockers.
14 Wash the engine breathers. +
15** Replace the coarse fuel fil-
See Notes
ter.
16*** Replace the fine fuel filter. See Notes
17 Service the air cleaner. + + +
18 Replace the air cleaner main
+ +
filter element.
19 **** Do the “COMMON
See Notes
RAIL” system overall service.
20 Check the engine starter motor
condition (brushes, collector, +
springs, terminals etc.).
21 Wash the cooling system. +
* - diesel engines installed in combine harvesters require centrifugal oil filter rotor
cleaning, replacement of oil filter and oil in the engine oil sump every 125 operation
hours.
** - the TM periodicity is set in the relevant tractor/ machine Oeration & Maintenance
Manuals.
*** - fine fuel filter replacement is done every 600 diesel engine operation hours or as
recommende by the “COMMON RAIL” diagnostics.
**** - maintenance is done every 3 000 engine operation hours at special “COMMON
RAIL” system service centers.
3.1.6 Engine preparation for putting into operation after return from storage
Air flow must be directed at an angle relative to the filter element surface. When serviced,
the filter element must be protected from mechanical damage and oiling.
It is not permissible to purge the filter element with exhaust gases or wash it with diesel
fuel.
Clean the inlet pipe, the air cleaner housing and tray inner surfaces from dust and dirt.
Before assemblying the air cleaner, check the sealing rings condition.
When assemblying, make sure the filter elements are correctly installed in the housing and
properly tighten the wing-nut by hand.
3.2.12 Checking the air cleaner and the inlet duct connections hermeticity
Checking the hermeticity of the air cleaner and the inlet duct connections is done during
TM-2. To check the hermeticity use device КИ-4870 ГОСНИТИ. With this device unavail-
able, check the hermeticity visually.
The engine breathers must be washed with diesel fuel after every 2 000 hours of engine
operation. To do that, remove the breathers housings, take the breathers out of the cylin-
der heads cover caps, wash them and purge with compressed air. Put the breathers and
breathers housings back in place.
3.2.15 Checking the gaps between the valves and the rockers
Checking and adjusting the gaps between the valves and the rockers is done after every
500 operation hours preceded by checking of the cylinder heads mounting bolts tightening
or, if necessary, on a cold engine (the water and oil temperature must not exceed 60ºС).
+0 , 05
The gap between the valve stems ends and the rocker strikers must stay within 0,25 −0,10 mm
+0 , 05
for intake valves and 0,45 −0,10 mm foe exhaust valves.
When adjusting the gap between a valve stem end and a rocker striker on a cold engine
keep to:
- intake valves - 0,25 −0,05 mm;
- exhaust valves - 0,45 −0,05 mm;
Do adjustment in the following order:
- remove the cylinder heads cover caps and check the rocker axles brackets mounting bolts
tightening;
There is no need in the alternator special maintenance during the engine operation. Sea-
sonal alternator voltage “winter-summer” adjustment is done with a “winter-summer”
adjustment screw (if available) located on the alternator rear wall.
Diesel engines may be equipped with alternators with automatic “winter-summer” voltage
adjustment. With that, the “winter-summer” adjustment screw is not there.
Make sure the alternator mounting and that of the alternator wiring are reliable and keep
the alternator outer surface and terminals clean.
The alternator operability is checked with a voltage meter or with a control lamp and an
ammeter located on a vehicle dashboard. With the alternator operable, a control lamp
lights up at the mass switch-on before the engine start. After the engine start and at the
engine running at the middle speed the control lamp fades away, the voltage metter arrow
must stay in the green zone and the ammeter must show some charge current the value of
which goes down as the battery charge is restored.
Checking the belts tension is done after every 125 engine operation hours.
The alternator belt tension is considered normal, if its deflection on the branch “crank-
shaft pulley-alternator pulley” stays within 13 mm to 18 mm when pressed with a force of
40±2 N. To adjust the belt tension, loosen the alternator mounting. Adjust the belt tension
turning the alternator housing. Tighten the alternator plate mounting bolt and the alterna-
tor mounting bolt nuts.
Checking the starter motor condition is done after every 1 000 engine operation hours in
the following manner:
- check the mounting bolts tightening, if necessary, tighten them;
- clean the ends of the wires leading to the starter motor terminals and the accumulator
battery and tighten their mountings.
The preventive examination and servicing must be done after every 2 000 engine operation
hours.
Remove the cover from the collector side and check the brush-collector unit condition. The
coolector working surface must be smooth and should not contain any stains of considera-
ble burn. If the collector is dirty or has stains of considerable burn, wipe it with a clean
napkin soaked in gasoline. If it is impossible to remove dirt or stains of burn by wiping,
clean the collector with a piece of small grained sand paper. With stains of considerable
burn not going off with wiping use a machine tool for cleaning the collector.
The brushes must freely travel inside the holders and be firmly pressed to the collector. In
case of the brushes extreme wear as well as with considerable cleavage replace them by
new ones. Blow the brush-collector unit and the cover with compressed air on the collec-
tor side.
Check the starter notor relay contact system condition. With considerable burn, clean the
contact bolts and the contact plate with a piece of sand paper or a file removing the une-
venness caused by burn, but not damaging the copper bolts contact surfaces flatness. With
the contact plate and bolts extreme wear, turn the contact plate over and the contact bolts
for 180°. Check smoothness of the drive travel along the armature shaft. At the relay
switch-on/ switch-off the drive must travel along the armature shaft slits without jamming.
Remove dirty thick grease from the inner surfaces of the drive guiding bush (slit and
smooth) brought from the crankcase, which prevents smooth drive axial motion in the
shaft slits at the gear engagement with the flywheel toothed rim. Spread a thin layer of
ЦИАТИМ-221 (ЦИАТИМ-203, ЦИАТИМ-201) grease on the cleaned surfaces.
Do visual check of the drive gear and thrust washers condition. The gap between the gear
ends and thrust washers at a switched-on position must stay within 2...4 mm.
Turbochrger does not require special maintenance during operation, partial or complete
disassemblying is not permissible. Partial or complete disassemblying as well as repair
are permissible after the turbocharger dismantling from the engine and only by a special-
ized company. The turbocharger long lasting and reliable operation depends on observa-
tion of the rules of periodicity of the engine oiling and air cleaning systems maintenance,
the type of oil recommended by the manufacturer, oil pressure checking in the oiling sys-
tem, timely replacement of or cleaning of air and oil filters. Damaged oil supply and
drainage pipelines and air pipelines to the turbochargerу must be replaced immediately.
When replacing the turbocharger, pour pure oil in the oil inlet orifice up to the flange lev-
el, and do not use sealants when mounting the pipelines gaskets.
To ensure the D-260S3А engine stable power and economy parameters within the opera-
tion life, maintenance of the charge air cooler (CAC) must be done after every 250 engine
operation hours (2TM-1) and that of the EGR cooler after every 500 engine operation
hours (TM-2).
Technical maintenance includes cleaning from asphalt-tar formations by plunging and
keeping in dissolving-emulsifying agent with the subsequent rinsing in synthetic washing
agent.
4 CURRENT REPAIR
4.1 Engine current repair
4.1.1 General instructions
Engine current repair is done to ensure or restore the engine operability and it implies re-
placement or rehabilitation of particular engine parts. Current repair is done with the en-
gine failures (malfunctions) or damage, which may not be eliminated by adjust in tech-
nical maintenance.
Table 15
Failures and damage to be eliminated by current repair in the
conditions of:
Engine component
Company workshops Specialized repair companies
Turbocharger - All failures and damage
“COMMON RAIL”
- All failures and damage
system units
Cylinder head Loss of valves hermeti- Wear of valves guiding holes inner
city surfaces; valve seat extreme wear;
head-to-block surface buckling;
cracks; threaded holes damage
Cylinder liner-piston Reduction or loss of the
gas connection sealing -
ability
Water pump All failures and damage -
Cebtrifugal oil filter - All failures and damage
Oil pump - Reduction of productivity
Gear pump - Reduction of productivity
Clutch - All failures and damage
Compressor Reduction of productivity
Starter motor Errosive starter motor re- Coils windings short circuit; coils
lay contact couple wear; windings insulation damage; bear-
collector beushes wear ings wear; drive failure
Table 16
Instructions on iden-
Instructions on eli-
Description of tifying the conse-
mination of the con-
failures and damage Possible causes quences of failures
sequences of fail-
consequences and damage of as-
ures and damage
sembly units
Engine
1 Blue smoke co- 1.1 Oil in the 1.1; 2.1 Keep control 1.1 Replace piston
ming out of the ex- combustion of oil burning by rings (item 4.2.1)
haust pipe. chamber burning adding oil at MM;
because of the pay attention to the
piston rings wear. oil colour change in-
tensity during opera-
tion period.
2 Difficult engine 2.1 Oil in the As per the oil re- Remove the cylin-
start. Low speed-up combustion placement procedure. der heads from the
dynamics at fuel chamber. The By the exclusion engine and do the
supply increase. cause: the absence method, do the en- valves bedding-in
Blue smoke coming of hermeticity in gine failures identifi- (item 4.2.2).
out of the exhaust the combustion cation and those of
pipe. chamber at the the turbocharger as
valves disks pla- described in the table
cing in the valves (Annex “Е”).
seats.
Water pump
3. Cooling liquid 3.1 End sealing Remove the water
leakage through the wear. 3.1 Control the cooling pump from the
drainage hole. liquid level in the cool- engine, disassem-
ing system at MM. ble the pump
(item 4.2.3).
5 STORAGE
To ensure operability of the diesel engines, saving materials and monetary funds for their repair and
preparation to operation, one should strictly observe the regulations of diesel engine storage at off hours.
Regardless of the season, diesel engines must be kept in full conformity with GOST 7751-85. At
long-term storing, the vehicle with installed diesel engine should be place in closed premise or under the
awing.
Preparation of the diesel engine for storage must be finished not later than 10 days as of the date
of completion of vehicle operation.
Fulfill the following works when preparing the diesel engine for long-term storage:
- clean diesel engine from dust and dirt;
- drain the cooling fluid from the cooling system;
- drain oil from the diesel engine crankcase, fuel pump housing;
- lay up the diesel engine for a year period in accordance with item 3.1.5.2
When keeping the vehicle under the awning or at the open area, dismantle and hand over the gen-
erator and the starter to the warehouse. Cover starter installation place with a lid.
Diesel engines dismantled from the vehicles or supplied as a spare parts must be stored con-
servated indoors on special supports. It is forbidden to store storage batteries, acids, salts, alkali and
other agents able to provoke metal corrosion.
At short-term storing of the vehicle at the open area or under the awning, do the following:
- clean the diesel engine from the dust and dirt;
- wrap exhaust pipe and air cleaner connecting pipe with waxed paper or polyethylene film.
Prior to putting the vehicle into operation, replace the filtering cell of the oil filter and do all pre-
paratory works in accordance with instruction of chapter 2.2
In case of a long period of storage (over one month) of a tractor, combine harvester, ma-
chine with an engine installed it is necessary to place the machine in a room or under a
shed. It is permissible to store tractors, combine harvesters, machines on open sites with
compulsory proofing and hermetization.
The diesel engine preaparation for storage must be completed in not less than 10 days fol-
lowing the engine operation stop.
Preparing an engine for storage, do what is described in item 3.1.5.2 of this Manual.
When storing a tractor, combine harvester, machine under a shed or on an open site, dis-
mantle the alternator and the starter motor from the engine and keep them in a storage
room. Put a cover on the alternator and the starter motor installation places. The engines
removed from tractors, combine harvesters, machines or coming up as spare parts sets
must be stored in a closed room secured on special stands. It is not permissible to store
6 TRANSPORTATION
When transporting diesel engines, external openings must be closed with stopper plugs.
Diesel engine transportation must guarantee its protection against moisture and mechani-
cal damages under storage conditions 2C of GOST 15150-69.
Diesel engine stowage and fixing during transportation in closed railway cars must meet
the requirements of “Technical conditions of loading and fixing cargos”, Ministry of
Communications, 1969, as well as “Regulations of cargo transportation”, Publishing
house “ Transport”, Moscow, 1977.
Loading, stowage, fixing, covering and unloading during engine transportation by truck
must meet “Regulations of cargo transportation by motor transport” adopted by the Min-
istry of Automobile Transport of the Russian Federation on July 30, 1971.
7 RECYCLING
The diesel engine does not contain substances posing hazard to human life, health and en-
vironment.
While recycling diesel engine after service life expiry, it is necessary to do as fol-
lows:
- drain oil from the lubrication system and send it for re-processing in the established or-
der;
- drain cooling liquid from the cooling system (if is was used during the diesel engine op-
eration) and place it in the reservoirs designed for storing;
- make complete dismantling of the diesel engine into parts, sorting them out by groups of
steel, cast-iron, aluminum, ferrous and precious metals, resins and plastics and send them
for reprocessing in the established order.
When carrying out maintenance works and routine maintenance works of the diesel
engine, parts and assembly units subject to replacement should be sent for reprocessing,
assembly units must be dismantled into parts and sorted out by materials.
Seasonal use of diesel fuels in the Republic of Belarus, depending on ambient temperatures.
Summer period Winter period
Grade В Grade С Grade F
Down to 0º С (not lower than) Down to -5º С (not lower than) Down to -20º С (not lower than)
From May 1 to September 30 (5 months) – according to From April to October 30 From November 1 to March 31
agreement with the customer. (7 months) (5 months)
Table Б.1 – Spare parts to diesel engines D-260.1S3A, D-260.2S3A, D-260.4 S3A
Location in Quantity in a Quantity in a
Part designation Product code Spare part description Application Notes
the package product, pcs set, pcs
50-1404059-Б1 47 5341 8601 Cap gasket 260-1028010 1 1
Alternator mount-
50 5000 2832 Belt SPA-1182 1 1
ing
After pump mount-
50 5000 2969 Belt SPA-1307 2 2
ing
Tool/ accessory designation Product code Tool/ accessory description Quantity in a set, pcs Notes
50-3901034 47 5341 2815 Plate 0,25х100 1 Location –
60-3901034 47 5341 3054 Plate 0,45х100 1 ТК-10А
One engine set contains pistons, connecting rods and piston pins of the same weight
group, the weight difference of the connection rods-pistons groups must not exceed 30 g.
The crankshaft main end and big end necks and bearing shells are made in two nominal
sizes.
Crankshafts, the main end and big end necks of which are made of the second nominal
size, have additional marking on the first cheek:
Fig. 1 – Device for fixing the fuel priming pump drive gear pulse rim
Remove the cylinder cover cap.
Place the 1st cylinder piston to the TDC position turning the crankshaft clockwise, using
the crankshaft pulley mounting bolt, till the axis of the 16th tooth of the pulse rim “crown”,
located on the torsional vibration damper housing, coincides (counting against the clock
from the pulse rim “crown” breaking segment) with the axis of sensor 2 (Fig.2).
At that, mounting 3 must be coincided with the “TDC” mark on the damper housing.
Make sure the 1st cylinder intake and exhaust valves are closed (there must be a small in-
take and exhaust valves rockers backlash). If the exhaust valve is open, rotate the crank-
shaft by a full turn and check the valves condition once again.
Place the 1st cylinder piston behind ≈ 60° of the crankshaft turn angle before TDC. To do
that:
- rotate the crankshaft clockwise, using the crankshaft pulley mounting bolt approximate-
ly by two turns, with that, at the second turn, rotate the crankshaft till the coincidence of
mounting pin 3 and “C” mark on damper 1 housing (Fig. 3);
Thus, the pulse “crown” teeth will be positioned so that the axis of sensor 2 will lie along
the 6th tooth of the pul rim “crown” (counting against the clock from the pulse rim
“crown” breaking segment).
Remove the HPFIP, loosen screw 4 of speed sensor 3 (Fig. 4) and take the speed sensor
out of the HPFIP housing..
Turn HPFIP drive half coupling 5 (Fig. 5) until you see two successive pulse teeth in the
sensor installation window. Slightly tuening the drive in the same or the opposite direc-
tion, position the the mounting pin (the first in the crankshaft rotation direction) in the
center of the wnidow (See Fig. 4).
Put the pulse rim position fixing device in the speed sensor mountying window and, slight-
ly rocking the drive half coupling and not applying much force on the fixing device,
achieve full recess of the fixing device in the sensor seat (as shown on Fig.4).
Remove hatch cover 1 (Fig. 5) and, supporting drive gear 6 through the hatch window,
move studs 3 of half coupling 5 into the drive gear grooves to install the HPFIP. Fix the
HPFIP on the distribution shield.
Put nuts 2 on studs 3 and screw nuts 2 not applying much force.
Take device 2 out of the sensor seat and, holding the HPFIP camshaft by special nut 4
(Fig. 5), finally screw nuts 2 with the torque 35...50 Nm.
Tightening of nuts 2 with the fixing device inserted may cause the pulse rim teeth breaking
and the pump going out of operation..
Mount the hatch cover, speed sensor and fix them.
Mount the cylinder head cover cap.
Fig. 4 – Fuel priming pump drive gear pulse rim fixing device mounting
01. 03 Pressure and temperature sensor (ODFT) 0 261230 112 2 'B0SCH' (Germany)
02 Charge air pressure and temperature sensor (LOFT) 0 281 'BOSCH' (Germany)
002 576
1 'BOSCH' (Germany)
08 Pressure in the RAIL sensor (RDSU.2) 0 281 002 937 1 'BOSCH' (Germany).
Blue smoke