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.

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II. Engine Component Description
Drive Gear Timing (continued)
In addition to ensuring proper gear timing proper gear lubrication is achieved only if the oiling
bushing and oiling jet are installed properly and functioning:
The central timing gear shaft bushing placement
is critical. The oiling hole must be placed in the
12 oclock position for proper lubrication.
With the central timing gear installed an oiling jet provides additional lubrication to the idler and
injection pump gears mesh areas.
The idler gear (that meshes with the injection
pump gear) has an oil passage drilled through the
teeth to allow the oil from the center of the gear to
flow outwards and properly lubricate the mesh
area.

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II. Engine Component Description
Cylinder Head
The 4IRJ7N cylinder heads are cast iron with
replaceable valve guides and valve seats.
Compression tests are conducted using a
compression gauge adapter used as a glow plug
insert special tool number 54368709.
Refer to workshop manual for procedure.
The compression service limit for this engine is
370 psi (26.0 kg/cm 2 ). Standard pressure is 441
psi (31.0 kg/cm 2 ). IR allows an 8% variance
between neighboring cylinders on compression
tests but there can be no more than a 15%
difference between any two cylinders.
Letters A-F represent the different
measurements that need to be taken to
determine head warpage.
Lower face warpage specifications:
Standard: 0.05 mm. (0.002 in.)
Limit: 0.2 mm. (0.008 in.)
Max Grinding Allowance: 0.3 mm. (0.0118 in.)
Head Height:
Standard: 91.95  92.05mm. (3.620  3.624 in.)
Limit: 91.65 mm. (3.61 in.)
IMPORTANT: Valve depression must be
checked to ensure that it is still within
specification.
NOTE: The head gasket and torque angle
head bolts cannot be reused.

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II. Engine Component Description
Cylinder Head Gasket
The 4IRJ7N engine uses a three layer ultra
thin laminated steel head gasket that comes
pre-coated with a silicon material.
Holes for coolant are drilled between the
valve seats for effective cooling of the
combustion area. The sealing bead
surrounding the cylinders of the gasket is
stainless steel. It protects the head gasket
from the high cylinder pressures.
The cylinder head gasket is available in
three grades (thickness) identifiable by the
punched Grade Mark. The appropriate
head gasket grade is selected according to
the average measured piston projection. A
good rule of thumb is that unless you are
machining the deck replace with the same
grade (thickness) of gasket that came out.
During installation the TOP mark of the
gasket must be facing up and no additional
application of sealers or gasket adhesives is
necessary. In addition no re-torqueing of
the head bolts is required after the engine
break-in period if the prescribed angular
tightening method is used.

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II. Engine Component Description
Cylinder Block
The engines serial number is stamped on the
front of the engine block. This number is used
by parts technical personnel to track an
engines application or verify a specification.
Serial #
The engine block uses chromard cylinder
liners that are removable for servicing.

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II. Engine Component Description
Cylinder Block (continued)
The letters stamped on the block deck
surface represent the grade of the piston.
If these letter(s) do not match the letters
on the piston(s) the pistons have been
replaced.
The number stamped on the block deck
is the liner grading (referencing the
outside diameter of the liner to fit the
block).
The 4J block contains 5 main bearings.
The caps are identified as detailed
below:
#1 1
#2 2
#3 3 (Cast in cap)
#4 4
#5 5 (Cast in cap)
When installing the bearing caps ensure
that the arrows face forward.

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II. Engine Component Description
Piston Sizing
Pistons are matched during assembly to the
liner sleeve bore internal diameter dimensions.
The number stamped on top of the piston
represents the last four digits of that pistons
part number.
The letter stamped in the piston should match
the letter stamped on the block deck surface.
(If it doesnt the piston has been replaced.)
The 4IRJ7N engine uses replaceable cylinder
liners. A kit containing a new piston and liner
is used when servicing engines under
warranty. This liner and piston kit needs to be
sized according to the number stamped on the
block.

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II. Engine Component Description
Piston Ring Installation
Piston rings are installed on the piston with the
N mark facing up.
The piston ring gaps are placed 120° apart.
1st (top) compression ring
2nd compression ring
3rd Oil control ring

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II. Engine Component Description
Connecting Rod
A forged steel I-beam connecting rod is used.
NOTE: When removing and replacing the
connecting rod assemblies, be sure to install
the connecting rod with the Logo
facing the same direction as the pistons
notch. Both of these should face the front of
the engine.

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II. Engine Component Description
Crankshaft
The crankshaft is forged steel with tufftrided
main and connecting rod journal surfaces.
Tufftriding is applied to the friction surfaces of
the journals crank pins and oil seal surfaces to
improve wear resistance.
Each rod journal has its own set of counter weights to simplify balancing and help reduce
crankshaft vibrations. Certain 4IRJ7N engines are externally balanced with the use of weights
on the crankshaft damper. NOTE: The dampers should NEVER be interchanged. Excessive
engine vibration and damage will occur.
IMPORTANT: The crank is hardened using Tufftriding. IR does not recommend
grinding or polishing the crankshaft undersize.
Removal of the rear oil seal is achieved with
the use of special tool 54368865.
The oil seal is a 360° style with an integral oil
slinger and presses onto the block.

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II. Engine Component Description
Lubrication
Lubrication is achieved with a conventional
wet sump oiling system. Internally the oil
pump uses a single rotor instead of spur gears
or a set of rotors.
The pump is mounted under the engine block
and driven by the camshaft.
The journal oil feed routing is as follows:
Main Rod
#1 #1
#2 #2
#3 Sump/Screen ASM
#4 #3
#5 #4