Daedong 3A165D User manual

CHAPTER 1. GENERAL
1.1 APPEARANCE
1.2 SPECIFICATIONS
1.3 PERFORMANCE CURVE
1.4 DIMENSIONS
1.5 GENERAL WARNING
CHAPTER 2. STRUCTURE AND FUNCTION
2.1 BODY
A. CYLINDER HEAD
B. CYLINDER BLOCK
C. CRANKSHAFT
D. PISTON AND PISTON RINGS
E. CONNECTING ROD
F. CAMSHAFT
G. FUEL CAMSHAFT
H. ROCKER ARM ASSEMBLY
I. INLET AND EXHAUST VALVES
J. TIMING GEARS
K. FLYWHEEL
2.2 LUBRICATING SYSTEM
A. FLOW OF LUBRICATING OIL
B. OIL PUMP
C. OIL FILTER AND RELIEF VALVE
D. OIL PRESSURE SWITCH
2.3 COOLING SYSTEM
A. FLOW OF COOLING WATER
B. WATER PUMP
C. THERMOSTAT
D. RADIATOR
E. RADIATOR CAP
2.4 FUEL SYSTEM
A. FLOW OF FUEL
B. FUEL FILTER
C. FUEL FEED PUMP
D. FUEL INJECTION PUMP
E. FUEL INJECTION NOZZLE
F. GOVERNOR AND IDLE COMPENSATING
PART 2 ENGINE

2.5 INLET AND EXHAUST SYSTEM
A. FLOW OF INLET AIR AND EXHAUST GAS
B. AIR CLEANER
C. MUFFLER
2.6 ELECTRICAL SYSTEM
A. STARTER
B. CHARGING SYSTEM
CHAPTER 3. DISASSEMBLING AND SERVICING
3.1 TROUBLESHOOTING
3.2 SERVICING SPECIFICATIONS
A. ENGINE BODY
B. LUBRICATING SYSTEM
C. COOLING SYSTEM
D. FUEL SYSTEM
E. TIGHTENING TORQUES
3.3 CHECKING, DISASSEMBLING AND SERVICING
A. ENGINE DISASSEMBLED VIEW
B. EXTERNAL COMPONENTS
C. ENGINE BODY
D. LUBRICATING SYSTEM
E. COOLING SYSTEM
F. FUEL SYSTEM
G. ELECTRICAL SYSTEM

This Workshop Manual has been prepared to provide servicing personnel with information on the
mechanism, service and maintenance of DAEDONG Diesel engine A series. It consists of three
parts, “GENERAL”, “STRUCTURE AND FUNCTION”, “DISASSEMBLING AND SERVICING” as
following.
CHAPTER 1. GENERAL
GENERAL covers appearance and dimension, specification and precaution of the engine.
CHAPTER 2. STRUCTURE AND FUNCTION
STRUCTURE AND FUNCTION illustrates about structure and mechanism of each part with figure
and description.
CHAPTER 3. DISASSEMBLING AND SERVICING
DISASSEMBLING AND SERVICING provides information about disassembling and servicing
procedures, checking servicing instruction with illustration, service direction.
TROUBLESHOOTING chart with reference parts given is at the beginning of the section, it helps
you find out the cause of malfunction easily.
All information, illustration and specifications contained in this manual are based on the latest
production information available at the time of publication. The right is reserved to make changes
in all information at any time without notice.
FOREWORD ENGINE

1. Warranty
The DAEDONG A series engines are vertical, water-cooled, 4-cycle, three or four cylinders diesel
engines, they concentrate DAEDONG’s foremost technologies. With vortex combustion chamber,
Bosch K type fuel injection pump, well-balanced designs, they feature greater power, low fuel
consumption, little vibration and limited noise, low emission.
1. GENERAL
1.1 APPEARANCE
4A200B
3A165D
ENGINE

ENGINE
* NOTE : Change of parts are not subject to advance notice.
MODEL 3A165D 4A200B
Type Vertical, water-cooled, 4-cycle diesel engine Vertical, water-cooled, 4-cycle diesel engine
Number of cylinder 3 4
87*92.4 83*92.4
Bore and stroke mm (in.) (3.43*3.64) (3.27*3.64)
Total 1,647 1,999
displacement (100.5) (120.0)
L (in3.)
Combustion spherical type spherical type
Chamber
POWER(GROSS) 35/2700 40/2700
HP/rpm (26.1/2700) (29.8/2700)
(kW.rpm)
Maximum idling 2900~2950 2850~2950
speed rpm
minimum 800~900 800~900
idling speed rpm
Order of firing 1-2-3 1-3-4-2
Direction of rotation Counterclockwise (viewed from flywheel side) Counterclockwise (viewed from flywheel side)
Injection pump Bosch K TYPE mini pump Bosch K TYPE mini pump
Injection pressure 140~150kgf/ cm2 (13.73~14.71MPa, 1991~2133psi) 140~150kgf/ cm2 (13.73~14.71MPa, 1991~2133psi)
Injection timing 18o18o
(Before T.D.C)
Compression 22:1 22:1
Ratio
Fuel Diesel fuel Diesel fuel
Lubricant Engine oil SAE 15W-40 Engine oil SAE 15W-40
Dimensions mm 722.3*488.1*729.9 817.3*488.1*735.8
(lenght*width*height) (in.) (28.4*19.2*28.7) (32.2*19.2*29.0)
Dry weight 179 183
kg (lbs.) (395) (403)
1.2 SPECIFICATIONS

ENGINE
1.3. PERFORMANCE CURVE

ENGINE
SAMPLE\TDSPEC.
A B C D E F G H I J K
3A165D(mm) 602.3 722.3 280.0 400.0 488.1 25.16 729.9 259.7 240.0 315.0 95.0
(in.) 23.71 28.44 11.02 15.75 19.22 9.91 28.74 10.00 9.45 12.40 3.74
4A200B(mm) 697.3 817.3 280.0 400.0 488.1 251.6 735.8 259.7 240.0 321.0 92.0
(in.) 27.45 32.18 11.02 15.75 19.22 9.91 28.97 10.22 9.45 12.64 3.62
1.4 DIMENSION

ENGINE
• When disassembling, arrange each part on a clean place. Do not mix them up. Replace bolts and
nuts where they were.
• When servicing voltaged places or connecting instruments to electrical equipment, first
disconnect battery negative terminal.
• Replace gaskets or O-rings with new ones when reassembling, and apply grease on a O-ring
and the oil seal when reassembling.
• When exchanging parts, use DAEDONG genuine parts to maintain engine performance and
safety.
• To prevent oil and water leakage, apply non-drying adhesive to the gaskets according to this
manual before reassembling.
• When hoisting up the engine, use the hook provided on the cylinder head.
• When installing up the engine, use the hook provided on the cylinder head.
• When installing external cir-clips or internal cir-clips, direct corner end to the non-loosening
direction.
1.5. GENERAL WARNING

ENGINE
A. CYLINDER HEAD The cylinder head is made of special alloy cast iron
which can resist high temperature and pressure
caused by combustion and inlet, exhaust port is
arranged cross-flow type to get high combustion
efficiency by protecting the suction air from being
heated and expanded by heated exhaust air.
The Daedong vortex type combustion chamber is
designed for high combustion efficiency and
reducing fuel consumption. The glow plug assures
easier than ever engine starts even at (-) 15oC(5oF).
(1) Combustion Chamber
(2) Inlet Port
(3) Exhaust Port
(4) Injection Nozzle
(5) Glow Plug
(6) Cylinder Head
B. CYLINDER BLOCK The engine has a high durability tunnel-type cylinder
block. Furthermore, liner less type, allow effective
cooling, less distortion, and greater wear-resistance
using special material. The noise is reduced to a
minimum because each cylinder had its chamber.
2. STRUCTURE AND FUNCTION
2.1 BODY
2. STRUCTURE AND FUNCTION

ENGINE
The crankshaft is made of forged steel and the
journals, the crankpins and the bearing surface for
the oil seal are induction-hardened to increase wear
resistance. Each crankshaft journal is supported by
the main bearing case (3) having a bearing inside.
The front bearing-crankshaft bearing (1) is a solid
type bushing and rear and intermediate bearings
are a split type. The crankshaft, crankshaft bearings
have oil holes for lubricant flow.
The piston is made of an aluminum alloy which is
temperature and pressure resistant. Three rings
installed in grooves in the piston. The top ring (1) is
a keystone type, which can withstand heavy loads,
and the barrel face on the ring fits well to the cylinder
wall. The second ring (2) is an undercut type, which
prevents the oil from being carried up. The oil ring
(3) has chambered contact faces and an expander
ring, which increase the pressure of the oil ring
aginst the cylinder wall to scrape the oil. The top ring
is plated with hard chrome to increase wear
resistance(The ring of 4A200T engine is special
steel).
The connecting rod (2), which converts the
reciprocating motion of the pistons caused by the
fuel combustion into the rotating motion of the
crankshaft, is made of hard forged steel. The
connecting rod has bearings at both ends. The
small end has a solid type bearing(small end
bushing (2)) and the big end has a split type
bearing(crankpin bearing (3)).
(1) Small End Bushing
(2) Connecting Rod
(3) Crankpin Bearing
C. CRANKSHAFT
D. PISTON AND PISTON RINGS
E. CONNECTING ROD
(1) Top ring (2) Second ring (3) Oil Ring

ENGINE
F. CAMSHAFT The camshaft (3) is made of forged steel and its
journal and cams are hardened to increase wear
resistance. The cams on the camshaft open and
close the inlet and exhaust valves with the push
rods and rocker arms. The journals and their
bearings are force-lubricated.
(1) Cam Gear
(2) Camshaft stopper
(3) Camshaft
G. FUEL CAMSHAFT This fuel camshaft is made of forged steel and its
cams are hardened and tempered to increase wear
resistance. The cams on the fuel camshaft (1) drive
the injection pump and the fuel transfer pump. The
governor balls are installed on the fuel camshaft to
control the engine speed.
(1) Fuel camshaft
(2) Injection pump gear
H. ROCKER ARM ASSEMBLY The rocker arm assembly includes the rocker arms (1)
and an adjusting screw (3), which is at the end of
rocker arm and rests on the push rod, rocker arm
brackets (4) and rocker arm shaft (5). The rocker
arms are activated by the reciprocating motion of
the push rods and open or close the inlet and
exhaust valves. The rocker arm and other parts are
lubricated through the drilled holes of the brackets
and the rocker arm shaft.
(1) Rocker Arm
(2) Lock Nut
(3) Adjusting Screw
(4) Rocker Arm bracket
(5) Rocker Arm Shaft

ENGINE
The valve and its guide of the inlet are different from
those for the exhaust. Other parts, such as the
spring , spring retainers , valve spring collets , valve
stem seals are the same for both the inlet and the
exhaust. All contact or sliding surfaces are hardened
to increase wear resistance.
(1) Valve Spring Collet (4) Valve Stem Seal
(2) Valve Spring Retainer (5) Exhaust Valve
(3) Valve Spring (6) Inlet Valve
The crankshaft drives the oil pump and the idle gear
engaged fuel camshaft and camshaft. The timings
for opening and closing the valve are extremely
important to achieve effective air intake and
sufficient gas exhaust. The appropriate timing can
be obtained by aligning the mark on the crankshaft
gear (6) with one the idle gear (5), idle gear with
camshaft gear, idle gear with injection pump gear,
when assembling.
(1) Injection Pump Gear (5) Idle Gear
(2) Fuel camshaft (6) Crankshaft Gear
(3) Camshaft Gear (7) Crankshaft
(4) Camshaft
The flywheel is installed on the rear end of the
crankshaft. Its inertia keeps the flywheel turning at a
constant speed, while the crankshaft tends to speed
up during the power stroke and to slow down during
other stokes. The flywheel has a ring gear (1), which
mesh with the drive pinion of the starter. The
flywheel has also marks “TC” and “FI” on its outer
rim. The mark TC shows the piston’s top dead
center and the mark FI shows the fuel injection
timing, when they are aligned with the mark of
window on the clutch housing.
(1) Ring gear (2) Flywheel
(3) Crankshaft
I. INLET AND EXHAUST VALVES
J. TIMING GEARS
K. FLYWHEEL

ENGINE
A. FLOW OF LUBRICATING OIL (1) Piston
(2) Idle Gear
(3) Oil Pump
(4) Relief Valve
(5) Strainer
(6) Oil Filter Element
(7) Bypass Valve
(8) Oil Pan
(9) Rocker Arm Shaft
(10) Rocker Arm
(11) Push Rod
(12) Tappet
(13) Oil Pressure Switch
(14) Camshaft
(15) Crankshaft
The lubricating oil is forced to each journal through the oil passages of the cylinder block, cylinder head and
shafts. The oil, splashed by the crankshaft or thrown off from the bearings, lubricates other engine parts such
as the push rods (11), tappets (12), piston pins (15) and timing gears.
B. OIL PUMP The oil pump is a gear pump. Whose rotors have
trochoid lobes. The inner rotor (3) has 4 lobes and
the outer rotor (4) has 5 lobes, and they are
eccentrically engaged with each other. The inner
rotor, which is driven by the crankshaft through the
gears, rotates the outer rotor in the same direction,
varying the space between the lobes.
While the rotors rotate from(A) to (B), the space
leading to the inlet port increases, which causes the
oil to flow through the inlet port.
When the rotors rotate to(C), the port to which the
space leads is changed from inlet to outlet.
At (D), the space decreases and sucked oil is
discahrged from the outlet port.
(1) Inlet (3) Inner Rotor
(2) Inlet Port (4) Outer Rotor
2.2 LUBRICATING SYSTEM

ENGINE
C. OIL FILTER AND RELIEF VALVE The lubricating oil force-fed by the pump is filtered
by the filter cartridge, passing through the filter
element from the outside to the inside. When the
filter element accumulates dirt and the pressure
difference between the inside and the outside rises
more than 98 kPa(1.0kgf/cm2, 14psi), the bypass
valve (1) opens to allow the oil to flow from the inlet
line to outlet line, bypassing the filter element. The
relief valve (4) in the inlet line allows oil to prevent
damage to the lubricating system, when the oil
pressure rises more than 441 kPa(4.5kgf/cm2,
64psi).
(1) Bypass Valve (4) Oil Pressure Switch (a) To Idle Gear, Camshaft and Rocker Arm
(2) Bypass Adjusting Spring (5) Relief Valve Ball (b) From Oil Pump
(3) Filter Element (6) Relief Adjusting Spring (c) To Crankshaft Journal and Crankpin
(d) Drain of Relief Valve
D. OIL PRESSURE SWITCH The oil pressure switch is installed on the cylinder
block and leads to the oil passage of the lubricating
oil. When the oil pressure falls below the specified
value, the contacts of the oil pressure switch closes
to turn on the waring lamp (1).
(A) At lower Oil Pressure
(49 KPa (0.5kgf/cm2, 7psi) or less)
(B) At Proper Oil Pressure
(1) Warning Lamp (5) Contact
(2) Battery (6) Oil Passage
(3) Rubber Gasket (7) Cylinder Block
(4) Contact River (8) Oil

ENGINE
A. FLOW OF COOLING WATER
(1) Water Return Pipe
(2) Thermostat
(3) Cylinder Head Water Jacket
(4) Cylinder Block Water Jacket
(5) Radiator
(6) Cooling Fan
(7) Water Pump
The cooling system consists of a radiator (5), a centrifual water pump (7), a fan (6) and a thermostat (2). The
water is cooled as it flows through the radiator core, and the fan behind the radiator pulls the cooling air
through the radiator core. The water pump receives water from the radiator or from the cylinder head and
forces it into cylinder block. The thermostat open or closes according to the water temperature. When the
water temperature is high, the thermostat opens to allow the water to flow from the cylinder block to the
radiator. When the water temperature is low, the themostat closes and the flow stays within the block. The
opening temperature of the thermostat is approx. 70oC(160oF).
B. WATER PUMP
The water pump is driven with the fan drive pulley,
which is on the water pump shaft and driven by the
crankshaft with a belt. The water pump sucks the
cooled water, forces into the cylinder block and
draws out the hot water to the radiator repeatedly.
The mechanical seal (3) prevents the water from
entering the bearing (1).
(a) From the Thermostat
(b) To the Cylinder Block
(c) From the Radiator
(1) Bearing (3) Mechanical Seal
(2) Pump Body (4) Pump Impeller
2.3 COOLING SYSTEM

ENGINE
The thermostat is wax pellet type, which controls the
flow of the cooling water to the radiator to keep the
proper temperature. The case has a seat (1) and
the pellet has a valve (2). The spindle attached to
the case is inserted into the synthetic rubber in the
pellet. The pellet is charged with wax.
(A) At low temperature(lower than 71oC(160oF))
The valve (2) is seated by the spring (7) and the
cooling water circulates in the engine through the
water return pipe but does not enter the radiator.
(B) At high temperature(higher than )
As the water temperature rises, the wax in the pellet
(3) turns liquid and expands, repelling the spindle.
The pellet lowers and the valve (2) opens to send
the cooling water to the radiator.
The radiator core consists of water carrying tubes
(2) with fins (3) at a right angle to it. The water in the
radiator is cooled by the air flowing through between
the tube wall and the fin.
(1) Cooling Air (3) Fin
(2) Tube
The pressure type cap is installed on the radiator,
which prevents the pressure difference between the
inside and the outside of the radiator from deforming
the radiator.
(A) At high pressure
(higher than 88kPa(0.9kgf/cm2, 13psi)
When the water temperature rises and the pressure in
the radiator increase above the specified pressure, the
pressurevalve(1)openstoreducetheinternalpressure.
(B) At low pressure
When the water temperature falls and a vacuum is
formed in the radiator, the vaccum valve (2) opens
to allow the air to enter the radiator.
(1) Cooling Air (2) Tube
C. THERMOSTAT
(1) Seat
(2) Valve
(3) Pellet
(4) Spindle
(5) Synthetic Rubber
D. RADIATOR
E. RADIATOR CAP
(6) Wax(solid)
(7) Spring
(8) Leak Hole
(9) Wax(liquid)

ENGINE
A. FLOW OF FUEL (1) Fuel Tank (5) Injection Nozzle
(2) Fuel Filter (6) Fuel Overflow Pipe
(3) Injection Pump (7) Fuel Transfer Pump
(4) Injection Pipe
The fuel is fed from the fuel tank(1) through the fuel
filter(2) to the injection pump(3) by the fuel transfer
pump(7). The injection pump force-feds the fuel
through the injection nozzles(5), which inject the fuel
into the cylinders for combustion. The excessive fuel
from the injection pump to the injection nozzles(5),
which inject the fuel into the cylinders for
combustion. The exessive fuel from the injection
pump to the injection nozzles is collected in the fuel
overflow pipes(6) and returns to the fuel tank.
B. FUEL FILTER The fuel filter removes dirt and water with its fine
filter paper, which collects particles of 90
microns(0.0034in) at 20kPa(0.2f/cm2, 3psi). The
fuel from the fuel tank is filtered by the filter
element(6), while flowing through the filter body(3)
has an air vent(2) to return the air tin the fuel to the
fuel tank to prevent the engine from stopping or
running irregularly.
(a) To Fuel Tank
(b) Front Fuel Tank
(c) To Fuel Transfer Pump
(1) Cock (4) Retainer Ring
(2) Air Vent (5) Pot
(3) Filter Body (6) Filter Element
2.4 FUEL SYSTEM

ENGINE
C. FUEL FEED PUMP The filtered fuel is fed to the injection pump by the
fuel transfer pump. The diaphragm(6) is linked to the
tappet(3) with the push rod(2). The tappet is
reciprocated by the eccentric cam on the fuel
camshaft(7).
(A) Inlet Stroke
When the diaphragm is pulled down by the spring,
vaccum in the chamber(5) causes the outlet
valve(4) to close and the atmospheric pressure in
the fuel tank to force the fuel into the chamber,
opening the inlet valve(4).
(B) Discharge Stroke
When the diaphragm is pushed up by the cam, the
pressure in the chamber causes the inlet valve to
close and forces out the fuel, opening the outlet
valve.
D. FUEL INJECTION PUMP The injection pump is Bosch K type mini injection
pump. It features a compact and lightweight design.
(a) To Injection Pump
(b) Front Fuel Feed Pump
(1) Delivery Valve Holder (5) Plunger
(2) Delivery Valve Spring (6) Control Rack
(3) Delivery Valve (7) Plunger Spring
(4) Cylinder (8) Tappet
a. Pump Element
The pump element(1) consists of a plunger(3) and
cylinder(2), their sliding surfaces are precision
machined to maintain fuel tightness. The plunger(3)
fits in the control sleeve(5) at the driving face(7). The
sleeve is engaged with the control rack, which rotate
the plunger in the cylinder to control the amount of
fuel delivery.
(1) Pump Element (5) Control Sleeve
(2) Cylinder (6) Control Groove
(3) Plunger (7) Driving Surface
(4) Feed Hole
(a) From Fuel Filter
(b) To Injection Pump
(1) Inlet Valve
(2) Push Rod
(3) Tappet
(4) Outlet Valve
(5) Chamber
(6) Diaphragm
(7) Fuel Camshaft

ENGINE
b. Operation of Pump Element
(A) Before delivery
As the tapper lowers, the plunger(2) lowers and fuel
is drawn into the delivery chamber(1) through the
feed hole(4) from the fuel chamber(5).
(B) Beginning of delivery
When the plunger is pushed up by the cam and the
head of the plunger closes the feed hole, the
pressure in the delivery chamber rises to push the
relief plunger(2) open.
(C) Delivery
While the plunger is rising, delivery of fuel continues.
(D) End of delivery
When the plunger rises further and the control
groove(6) on its peryphery meets the feed hole, the
fuel returns to the fuel chamber from the delivery
chamber through the control groove and the feed
hole.
(1) Delivery Chamber (4) Feed Hole Plunger
(2) Relief Plunger (5) Fuel Chamber
(3) Control Groove
c. Amount of fuel delivery (A) No fuel delivery
At the engine stop position of the control rack(3), the
lengthwise slot(1) on the plunger(2) aligns with the
feed hole(5). The delivery chamber(4) is led to the
feed hole during the entire stroke of the plunger. The
pressure in the delivery chamber does not build up
and no fuel is forced to the injection nozzle.
(B) Fuel delivery
The plunger is rotated by the control rack and the
feed hole is not aligned with the lengthwise slot.
When the plunger is pushed up, the feed hole is
closed by the plunger. The pressure in the delivery
chamber builds up and forces the fuel to the
injection nozzle until the control groove(6) meets the
feed hole. The amount of the fuel to be forced into
the nozzle corresponds to distance A.
(1) Slot (4) Delivery Chamber
(2) Plunger (5) Feed Hole
(3) Control Rack (6) Control Groove

ENGINE
d. Delivery Valve
The delivery valve prevents the fuel in the injection
pipe from flowing back into the delivery chamber
and the fuel in the injection nozzle from dribbling
after injection.
1. Valve Spring 4. Fuel Chamber
2. Valve 5. Valve Face
3. Valve Seal 6. Relief Plunger
E. FUEL INJCECTION NOZZLE The nozzle is a throttle-type one. It features low fuel
consumption and works well with DAEDONG
combustion chamber. The nozzle valve opening
pressure is about 13.7 to 14.7 MPa(140 to
1150kgf/cm2, 1990 to 2130 psi), the pressure
overcomes the counterforce of nozzle valve spring,
and push the valve up instantly, the fuel is then
injected in a proper quantity into the swirling air in the
combustion chamber for combustion. Addition or
reduction of adjusting can adjust the opening
pressure. A washer of 0.1mm corresponds to 980
kPa(10kgf/cm2, 142psi) change in opening pressure.
The heat seal is employed to improve the durability
and reliability of the nozzle.
(1) Nozzle Holder Ass’y (6) Nozzle Body
(2) Adjusting Washer (7) Needle Valve
(3) Nozzle Spring (8) Heat Seal
(4) Push rod (9) Packing
(5) Retaining Nut