Ingersoll-Rand 4IRJ7N User manual

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Ingersoll-Rand 4IRJ7N
Diesel Engine
Technician Guide
Doosan purchased Bobcat Company from Ingersoll-Rand Company in
2007. Any reference to Ingersoll-Rand Company or use of trademarks,
service marks, logos, or other proprietary identifying marks belonging
to Ingersoll-Rand Company in this manual is historical or nominative
in nature, and is not meant to suggest a current affiliation between
Ingersoll-Rand Company and Doosan Company or the products of
either.
Revised (10-12)

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Table of Contents
Foreword 3
I. Introduction
General Family Information 4
II. Engine Component Description
Injection Pumps, Timing 5-8
Valve Train
Drive Gear Timing 10-11
Cylinder Head 12
Head Gasket 13
Block, Pistons, Rods, Crank, Rear Oil Seal 14-1
Lubrication 20-21
Cooling 22
III. Engine Servicing Procedures
Oil Filter Change 23
Injection System Air Bleeding 24
Spill Port Timing 25-26
Valve Adjustment 27
Injector Service 28-30
Injector Pop-Off Test 31
Injector Leak Test 32
Glow plug Inspection 33
IV. Engine Repair Specifications  4IRJ N 34-35
V. Component Failure Analysis 36-40
VI. Appendix  Misc. Service Information
Turbo Diagnosis 41
Exhaust Temperature 42
Crankcase Pressure 42
Inlet Manifold Pressure 42
Used Oil Analysis 43
Table of Contents

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This training manual is divided into six sections to make referencing information easier.
The introduction covers engine application notes and maintenance schedule. Section two
is the engine component section that provides in-depth descriptions of each component.
This will include component operation and important points that are critical to the
disassembly inspection and reassembly of the engine. Section three is the engine service
section which illustrates important information regarding fuel injection operation and
routine fuel injection service items. Section four provides a listing of some of the critical
engine specifications. A broad range of component failures are illustrated in section five.
This training manual outlines the important aspects of the repair manual and must be used in
conjunction with the appropriate Workshop Manuals.
Foreword
Foreword
The 4IRJ7N series engines are used in the P185WIR Portable Air Compressor.

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Below is a brief description of the application/development criteria and design characteristics of the
4IRJ7N engine:
Clean
· Optimized direct injection system and EPA Emissions Certification*
· Steel laminated head gasket and liquid gasket for other sealing surfaces
· Blow-by gases recirculated into intake with use of PCV valve
Quiet
· Two-stage injection pump cam
· Dampened crank pulley
· 8 counter balance crankshaft with a fine module gear
· Large mesh area on gear driven components
· Auto-thermatic pistons that reduce engine noise at start up and after warm up.
Small size
· Overhead valve to reduce engine height
· Full siamese engine block design reduces length
Ease of Maintenance
· All service points of engine are placed on the same side
(oil fill dipstick filter injection pump nozzles and glow plugs).
I. Introduction- General Engine Family Information
4IRJ7N Engines

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The 4IRJ7N engine use a gear-driven in-line injection pump to supply fuel to the injection nozzles.
The injection pump is mounted to a cradle that is mounted to the engine block.
II. Engine Component Description

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Pump timing is determined by the angle at which
it is placed in the pump cradle (relative to the
engine block). An orientation mark is notched
into the pump and cradle for reference.
At this setting the injection pump should be
timed perfectly. Spill port timing of the injection
ports is necessary to verify. Should pump timing
need to be adjusted loosen the pump fixing bolts
to the cradle and adjust the pump angle. Pulling
the pump away from the block advances timing
pushing in towards the block retards timing.
There is also another reference timing mark at
the pump fixing flange on the back side of the
timing gear case.
This drawing shows the relationship between injector pump cam lift and cam angle when pre-stroke
length is changed. The stroke length represented as L is always constant. When the
injection pump is advanced by moving the pump away from the block the timing sleeve is
lowered sooner and the start of injection occurs at the beginning of the cam lift.
Conversely when the pump is retarded by pushing the pump towards the block the pre-stroke is
lengthened because the timing sleeve is raised sooner. Retarding the injector changes the start of
injection to the last half of the cam lift. It also reduces the total number of cam degrees to
complete one injection.
Pre-stroke I (small) Pre-stroke II (Large)
II. Engine Component Description

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Intake
Fuel enters the high-pressure chamber
from the intake port. However even
though the plunger begins to rise
pressure inside the chamber does not
increase because the fuel from the inlet
port flows back into the fuel reservoir
via the spill-port hole
Pump Injection Sequence
Beginning of Injection
As the plunger rises it blocks the spill
port hole in the timing sleeve. The
plunger blocks the inlet port preventing
additional fuel from entering the high-pressure
chamber. It is during this
transition that pressure inside the
chamber begins to develop.
II. Engine Component Description

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II. Engine Component Description
End of Injection
On the return stroke when the plunger
helix reaches the timing sleeves spill
port the pressurized fuel flows through
the spill port and into the oil reservoir.
At this moment pressure in the chamber
drops which ends the injection cycle.
Pressure Feeding
Since the intake port and helix are kept
closed by the timing sleeve fuel
pressure continues to rise the delivery
valve opens and fuel flows to the
injector.
Pump Injection Sequence (continued)

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4IRJ7N engine uses individual rocker arms
mounted on a common shaft. Both
components can be removed for servicing
by simply removing the shaft bracket
fixing bolts.
The rocker shaft is oil pressure fed through
a galley machined in the cylinder head.
This galley intersects with the main oil
galley in the block to provide full pressure
oiling to the rocker arms.
II. Engine Component Description
Valve Train

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Drive Gear Timing
II. Engine Component Description
Correct camshaft timing is shown above. The crankshaft is positioned with the key way at the
top (#1 BTDC). The crankshaft gear timing mark will be at approximately 12 oclock. The
central timing gear has three marks:
7 oclock - lines up with cranks mark (X  XX)
10 oclock - lines up with camshaft gear (Y  YY)
2 oclock  lines up with idler gear (Z  ZZ)
The camshaft and injection pump gears each have an addition mark (0) for fuel injection
timing.
IMPORTANT: The initial timing of these gears is absolutely essential. Due to the
combination of different gear ratios, the timing marks will not line-up with their
respective gears after the engine has been rotated a few times.