Perkins 854E-E34TA User manual

This document is printed from SPI². Not for RESALE
Systems Operation
Testing and Adjusting
854E-E34TA and 854F-E34T Industrial
Engines
JR (Engine)
JS (Engine)
JT (Engine)
UENR0623-01
March 2013

This document is printed from SPI². Not for RESALE
Important Safety Information
Most accidents that involve product operation, maintenance and repair are caused by failure to
observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially
hazardous situations before an accident occurs. A person must be alert to potential hazards. This
person should also have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard
warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.
The meaning of this safety alert symbol is as follows:
Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or
pictorially presented.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Perkins cannot anticipate everypossible circumstance that might involve apotential hazard. The
warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,
work method or operating technique that is not specificallyrecommended byPerkins is used,
you must satisfy yourself that it is safe for you and for others. You should also ensure that the
product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before
you startany job. Perkins dealers or Perkins distributors have the most current information available.
When replacement parts are required for this
product Perkins recommends using Perkins
replacement parts.
Failure to heed this warning can lead to prema-
ture failures, product damage, personal injury or
death.

This document is printed from SPI². Not for RESALE
Table of Contents
Systems Operation Section
General Information
Introduction............................ ........................... 4
Engine Operation
Basic Engine........................... .......................... 7
Air Inlet and Exhaust System............. ............. 10
Clean Emissions Module................ ................ 15
Cooling System ....................... ....................... 17
Lubrication System..................... .................... 19
Electrical System...................... ...................... 19
Cleanliness of Fuel System Components.... ... 20
Fuel Injection ......................... ......................... 21
Electronic Control System ............... ............... 28
Power Sources ........................ ....................... 41
Glossary of Electronic Control Terms ....... ...... 45
Testing and Adjusting Section
Fuel System
Fuel System - Inspect................... .................. 50
Air in Fuel - Test....................... ....................... 50
Finding Top Center Position for No. 1 Piston. . 52
Fuel Injection Timing - Check ............. ............ 52
Fuel Quality - Test...................... ..................... 53
Fuel System - Prime .................... ................... 54
Fuel System Pressure - Test.............. ............. 55
Gear Group (Front) - Time ............... ............... 58
Air Inlet and Exhaust System
Air Inlet and Exhaust System - Inspect...... ..... 59
Turbocharger - Inspect .................. ................. 59
Exhaust Cooler (NRS) - Test ............. ............. 62
Diesel Particulate Filter - Clean ........... ........... 63
Compression - Test..................... .................... 64
Engine Valve Lash - Inspect .............. ............. 64
Valve Depth - Inspect................... ................... 65
Valve Guide - Inspect................... ................... 66
Lubrication System
Engine Oil Pressure - Test ............... ............... 68
Engine Oil Pump - Inspect............... ............... 68
Excessive Bearing Wear - Inspect......... ......... 68
Excessive Engine Oil Consumption - Inspect. 68
Increased Engine Oil Temperature - Inspect . . 69
Cooling System
Cooling System - Check ................. ................ 70
Cooling System - Inspect................ ................ 70
Cooling System - Test................... .................. 71
Engine Oil Cooler - Inspect............... .............. 72
Water Temperature Regulator - Test........ ....... 73
Water Pump - Inspect ................... .................. 73
Basic Engine
Position the Valve Mechanism Before
Maintenance Procedures............... ............... 74
Piston Ring Groove - Inspect............. ............. 74
Connecting Rod - Inspect ................ ............... 75
Cylinder Block - Inspect................. ................. 75
Cylinder Head - Inspect ................. ................. 75
Piston Height - Inspect.................. .................. 76
Flywheel - Inspect...................... ..................... 77
Flywheel Housing - Inspect .............. .............. 78
Gear Group - Inspect................... ................... 79
Crankshaft Pulley - Check ............... ............... 80
Electrical System
Alternator - Test ....................... ....................... 81
Battery - Test.......................... ......................... 83
Charging System - Test ................. ................. 83
V-Belt - Test .......................... .......................... 84
Electric Starting System - Test............ ............ 85
Index Section
Index................................ ............................... 89
UENR0623 3
Table of Contents

This document is printed from SPI². Not for RESALE
Systems Operation Section
General Information
i05241818
Introduction
The following model views show a typical industrial
engine. Due to individual applications, your engine
may appear different from the illustrations.
Illustration 1 g02317613
Typical example
(1) Clean Emissions Module (CEM)
(2) Oil gauge (Dipstick)
(3) Electronic Control Module (ECM)
(4) Air inlet connection from charge cooler
(5) Coolant outlet connection
(6) Air intake from air filter
4UENR0623
General Information

This document is printed from SPI². Not for RESALE
(7) Alternator
(8) Coolant intake connection
(9) Air outlet connection from turbocharger
(10) Turbocharger
(11) Oil drain plug
(12) Starting motor
(13) Flywheel housing
(14) Flywheel
Illustration 2 g03343018
Typical example
(15) Front lifting eye
(16) Oil filler cap
(17) Rear lifting eyes
(18) Secondary fuel filter
(19) Oil filter
(20) Fuel priming pump
(21) Primary fuel filter
(22) Fuel injection pump
(23) Crankcase breather
(24) Water pump
Note: The primary fuel filter (21) may be supplied
loose.
Note: The Electronic Control Module (ECM) (3) will
be mounted to the application.
The 854E-E34TA and 854F-E34T diesel engines are
electronically controlled. The 854E-E34TA and 854F-
E34T engines have an Electronic Control Module
(ECM) that receives signals from the fuel injection
pump and other sensors in order to control the
electronic unit injector. The fuel injection pump
supplies fuel to the fuel manifold (Rail). The fuel
manifold (Rail) distributes fuel to the electronic unit
injectors.
UENR0623 5
General Information

This document is printed from SPI². Not for RESALE
The four cylinders are arranged in-line. The cylinder
head assembly has one inlet valve and one exhaust
valve for each cylinder. The port for the exhaust valve
is on the right side of the cylinder head. The port for
the inlet valve is on the top of the cylinder head. Each
cylinder valve has a single valve spring.
Each cylinder has a piston cooling jet that is installed
in the cylinder block. The piston cooling jet sprays
engine oil onto the inner surface of the piston in order
to cool the piston. The pistons have a Quiescent
combustion chamber in the top of the piston in order
to achieve clean exhaust emissions. The piston pin is
off-center in order to reduce the noise level.
The pistons have two compression rings and an oil
control ring. The groove for the top ring has a hard
metal insert in order to reduce wear of the groove.
The skirt has a layer of graphite in order to reduce the
risk of seizure when the engine is new. The correct
piston height is important in order to ensure that the
piston does not contact the cylinder head. The correct
piston height also ensures the efficient combustion of
fuel which is necessary in order to conform to
requirements for emissions.
The crankshaft has five main bearing journals. End
play is controlled by thrust washers which are located
on both sides of the number 3 main bearing.
The timing case is made of cast iron. Some of the
timing gears are stamped with timing marks in order
to ensure the correct assembly of the gears. When
the number 1 piston is at a certain position, the
marked teeth on the camshaft gear will align with the
marks that are on the gear on the crankshaft.
There are no timing marks on the rear face of the
timing case.
The crankshaft gear turns the camshaft gear which
then turns the following gears:
• the idler gear
• the idler gear for the engine oil pump
• the engine oil pump gear
• the accessory drive gear
• the fuel injection pump gear
The camshaft runs at half the rpm of the crankshaft.
The fuel injection pump runs at one and a half times
the speed as the crankshaft.
The fuel injection pump that is installed on the left
side of the engine is gear-driven from the timing case.
The internal fuel transfer pump is driven by the fuel
injection pump. The fuel transfer pump draws low
pressure fuel from the primary fuel filter. The fuel
transfer pump delivers the fuel to the secondary filter.
The fuel then travels to the fuel injection pump.
The fuel injection pump increases the fuel to a
maximum pressure of 160 MPa (23200 psi). The fuel
injection pump delivers the fuel to the fuel manifold
(Rail). The fuel injection pump is not serviceable. The
engine uses speed sensors and the Electronic
Control Module (ECM) to control the engine speed.
For the specifications of the 854E-E34TA and 854F-
E34T engines, refer to the Specifications, “Engine
Design”.
6 UENR0623
General Information

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Engine Operation
i04169549
Basic Engine
Introduction
The eight major mechanical components of the basic
engine are the following parts:
• Cylinder block
• Cylinder head
• Pistons
• Connecting rods
• Crankshaft
• Timing gear case and gears
• Camshaft
Cylinder Block
Illustration 3 g02859296
Typical example
The cast iron cylinder block for the engine has four
cylinders which are arranged in-line. The cylinder
block is made of cast iron. The cylinder block
provides support for the full length of the cylinder
bores. The cylinder bores are machined into the
block.
The cylinders are honed to a specially controlled
finish in order to ensure long life and low oil
consumption.
The cylinder block has five main bearings which
support the crankshaft. Thrust washers are installed
on both sides of number 3 main bearing in order to
control the end play of the crankshaft. The thrust
washers can only be installed one way.
Passages supply the lubrication for the crankshaft
bearings. These passages are machined into the
cylinder block.
Cooling passages are cast into the cylinder block in
order to allow the circulation of coolant.
The cylinder block has a bush that is installed for the
front camshaft journal. The other camshaft journals
run directly in the cylinder block.
The engine has a cooling jet that is installed in the
cylinder block for each cylinder. The piston cooling jet
sprays lubricating oil onto the inner surface of the
piston in order to cool the piston.
A Multi-Layered Steel (MLS) cylinder head gasket is
used between the engine block and the cylinder head
in order to seal combustion gases, water, and oil.
Cylinder Head
Illustration 4 g02859418
Typical example
(1) Valve keepers
(2) Valve spring retainer
(3) Valve spring
The engine has a cast iron cylinder head (4). There is
one inlet valve and one exhaust valve for each
cylinder.
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Engine Operation

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The port for the inlet valve is on the top of the cylinder
head. The port for the exhaust valve is on the right
side of the cylinder head. The valve stems move in
valve guides that are pressed into the cylinder head.
There is a renewable oil seal that fits over the top of
the valve guide. The valve seats and the valve guides
are replaceable.
Pistons, Rings, and Connecting
rods
Illustration 5 g02859336
Typical example
The pistons (3) have a Quiescent combustion
chamber in the top of the piston in order to provide an
efficient mix of fuel and air. The piston pin (9) is off-
center in order to reduce the noise level. The position
pin (9) is retained in the correct position by two
circlips (8).
The pistons (3) have two compression rings (1) and
an oil control ring (2). The groove for the top ring has
a hard metal insert in order to reduce wear of the
groove. The piston skirt has a coating of graphite in
order to reduce the risk of seizure when the engine is
new.
The correct piston height is important in order to
ensure that the piston does not contact the cylinder
head. The correct piston height also ensures the
efficient combustion of fuel which is necessary in
order to conform to requirements for emissions.
The connecting rods (4) are machined from forged
steel. The connecting rods have bearing caps (6) that
are fracture split . The bearing caps (6) on fracture
split connecting rods (4) are retained with bolts (7).
Connecting rods with bearing caps that are fracture
split have the following characteristics:
• The splitting produces an accurately matched
surface on each side of the fracture for improved
strength.
• The correct connecting rod must be installed with
the correct bearing cap. Each connecting rod and
bearing cap have a unique serial number. When a
connecting rod is assembled the serial numbers
for the connecting rod and bearing cap must
match.
Crankshaft
Illustration 6 g02841976
Typical example
(1) Crankshaft gear
(2) Crankshaft
(3) Crankshaft thrust washers
The crankshaft can be a spheroidal graphite iron
casting.
The crankshaft has five main journals. Thrust
washers are installed on both sides of number 3 main
bearing in order to control the end play of the
crankshaft.
The crankshaft changes the linear energy of the
pistons and connecting rods into rotary torque in
order to power external equipment.
A gear at the front of the crankshaft drives the timing
gears. The crankshaft gear turns the idler gear which
then turns the following gears:
• Camshaft gear
• Fuel injection pump and fuel transfer pump
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Engine Operation

This document is printed from SPI². Not for RESALE
Lip type seals are used on both the front of the
crankshaft and the rear of the crankshaft.
A timing ring is installed to the crankshaft. The timing
ring is used by the ECM in order to measure the
engine speed and the engine position.
A timing ring for the balancer can be installed to the
crankshaft. The timing ring for the balancer drives the
balancer.
Gears and Timing Gear Case
Illustration 7 g02859276
Typical example
The crankshaft oil seal is mounted in the cover of the
timing case. The timing case is made of cast iron. The
timing case cover is made from aluminum.
The timing gears are made of steel.
The crankshaft gear (5) drives the camshaft gear (4)
and an idler gear (6) for the engine oil pump. The idler
gear (6) for the engine oil pump drives the oil pump
gear (7). The camshaft gear (4) drives the idler gear
(2) and the accessory drive gear (3). The idler gear
(2) drives the fuel injection pump gear (1).
The camshaft gear rotates at half the engine speed.
The fuel injection pump gear rotates at one and a half
times engine speed.
Camshaft
The engine has a single camshaft. The camshaft is
made of cast iron. The camshaft lobes are chill
hardened.
The camshaft is driven at the front end. As the
camshaft turns, the camshaft lobes move the valve
system components. The valve system components
move the cylinder valves.
The camshaft gear must be timed to the crankshaft
gear. The relationship between the lobes and the
camshaft gear causes the valves in each cylinder to
open at the correct time. The relationship between
the lobes and the camshaft gear also causes the
valves in each cylinder to close at the correct time.
UENR0623 9
Engine Operation

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i04174031
Air Inlet and Exhaust System
Illustration 8 g02720982
Air inlet and exhaust system
(1) Aftercooler core
(2) Air filter
(3) Diesel particulate filter
(4) Turbocharger
(5) Wastegate actuator
(6) Boost pressure chamber
(7) Exhaust gas valve (NRS)
(8) Wastegate regulator
(9) Exhaust cooler (NRS)
(10) Inlet manifold
(11) Throttle valve
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The components of the air inlet and exhaust system
control the quality of air and the amount of air that is
available for combustion. The air inlet and exhaust
system consists of the following components:
• Air cleaner
• Exhaust cooler (NRS)
• Exhaust gas valve (NRS)
• Turbocharger
• Aftercooler
• Inlet manifold
• Cylinder head, injectors, and glow plugs
• Valves and valve system components
• Piston and cylinder
• Exhaust manifold
• Diesel oxidation catalyst
• Diesel particulate filter
• Throttle valve
Air is drawn in through the air cleaner into the air inlet
of the turbocharger by the turbocharger compressor
wheel. The air is compressed to a pressure of about
150 kPa (22 psi) and the compression heats the air
to about 120° C (248° F) before the air is forced to
the aftercooler. As the air flows through the
aftercooler the temperature of the compressed air
lowers to about 55° C (131° F). Cooling of the inlet air
assists the combustion efficiency of the engine.
Increased combustion efficiency helps achieve the
following benefits:
• Lower fuel consumption
• Increased power output
• Reduced NOx emission
• Reduced particulate emission
From the aftercooler, air is forced into the inlet
manifold. Air flow from the inlet manifold to the
cylinders is controlled by inlet valves. There is one
inlet valve and one exhaust valve for each cylinder.
The inlet valve opens when the piston moves down
on the intake stroke. When the inlet valve opens,
cooled compressed air from the inlet port is forced
into the cylinder. The complete cycle consists of four
strokes:
• Inlet
• Compression
• Power
• Exhaust
On the compression stroke, the piston moves back
up the cylinder and the inlet valve closes. The cool
compressed air is compressed further. This additional
compression generates more heat.
Note: If the cold starting system is operating, the glow
plugs will also heat the air in the cylinder.
Just before the piston reaches the top center (TC)
position, the ECM operates the electronic unit
injector. Fuel is injected into the cylinder. The air/fuel
mixture ignites. The ignition of the gases initiates the
power stroke. Both the inlet and the exhaust valves
are closed and the expanding gases force the piston
downward toward the bottom center (BC) position.
From the BC position, the piston moves upward. This
initiates the exhaust stroke. The exhaust valve opens.
The exhaust gases are forced through the open
exhaust valve into the exhaust manifold.
UENR0623 11
Engine Operation

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Illustration 9 g02720984
Typical example
12 UENR0623
Engine Operation

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The NOx Reduction System (NRS) operates with the
transfer of the hot exhaust gas from the exhaust
manifold to the assembly of the exhaust gas valve .
The assembly of the exhaust gas valve consists of
an exhaust gas valve and an electronically controlled
actuator.
As the electronically controlled actuator (7) starts to
open the flow of exhaust gas from the exhaust gas
valve mixes with the air flow from the charge air
aftercooler . The mixing of the exhaust gas and the air
flow from the charge air aftercooler reduces the
oxygen content of the gas mixture. This results in a
lower combustion temperature, so decreases the
production of NOx.
As the demand for more exhaust gas increases the
electronically controlled actuator opens further. The
further opening of the actuator increases the flow of
exhaust gas from the exhaust gas valve . As the
demand for exhaust gas decreases, the electronically
controlled actuator closes. This decreases the flow of
exhaust gas from the exhaust gas valve .
The hot exhaust gas is then cooled in the exhaust
cooler (6). The cooled gas then travels from the
exhaust cooler (6) to the inlet manifold.
Exhaust gases from the exhaust manifold enter the
inlet of the turbocharger in order to turn the
turbocharger turbine wheel. The turbine wheel is
connected to a shaft that rotates. The exhaust gases
pass from the turbocharger through the following
components: exhaust outlet, Diesel Oxidation
Catalyst (DOC) , Diesel Particulate Filter (DPF) and
exhaust pipe.
Turbocharger
Illustration 10 g00302786
Typical example of a cross section of a turbocharger
(1) Air intake
(2) Compressor housing
(3) Compressor wheel
(4) Bearing
(5) Oil inlet port
(6) Bearing
(7) Turbine housing
(8) Turbine wheel
(9) Exhaust outlet
(10) Oil outlet port
(11) Exhaust inlet
The turbocharger is mounted on the outlet of the
exhaust manifold. The exhaust gas from the exhaust
manifold enters the exhaust inlet (11) and passes
through the turbine housing (7) of the turbocharger.
Energy from the exhaust gas causes the turbine
wheel (8) to rotate. The turbine wheel is connected by
a shaft to the compressor wheel (3).
As the turbine wheel rotates, the compressor wheel is
rotated. The rotation of the compressor wheel causes
the intake air to be pressurized through the
compressor housing (2) of the turbocharger.
Illustration 11 g02720975
Typical example
(12) Line (boost pressure)
(13) Wastegate actuator
(14) Actuating lever
UENR0623 13
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Illustration 12 g02720981
Typical example
(15) Wastegate regulator
When the load on the engine increases, more fuel is
injected into the cylinders. The combustion of this
additional fuel produces more exhaust gases. The
additional exhaust gases cause the turbine and the
compressor wheels of the turbocharger to turn faster.
As the compressor wheel turns faster, air is
compressed to a higher pressure and more air is
forced into the cylinders. The increased flow of air into
the cylinders allows the fuel to be burnt with greater
efficiency. The more efficient burning of fuel produces
more power.
A wastegate is installed on the turbine housing of the
turbocharger. The wastegate is a valve that allows
exhaust gas to bypass the turbine wheel of the
turbocharger. The operation of the wastegate is
dependent on the pressurized air (boost pressure)
from the turbocharger compressor. The boost
pressure acts on a diaphragm. The diaphragm is
spring loaded in the wastegate actuator which varies
the amount of exhaust gas that flows into the turbine.
The wastegate regulator (15) is controlled by the
engine electronic control module (ECM). The ECM
uses inputs from a number of engine sensors to
determine the optimum boost pressure. This will
achieve the best exhaust emissions and fuel
consumption at any given engine operating condition.
The ECM controls the wastegate regulator, that
regulates the boost pressure to the wastegate
actuator.
When high boost pressure is needed for the engine
performance, a signal is sent from the ECM to the
wastegate regulator. This causes high pressure in the
inlet manifold to act on the diaphragm within the
wastegate actuator (13). The actuating rod (14) acts
upon the actuating lever to close the valve in the
wastegate. When the valve in the wastegate is
closed, more exhaust gas is able to pass over the
turbine wheel. This results in an increase in the speed
of the turbocharger.
When low boost pressure is needed for the engine
performance, a signal is sent from the ECM to the
wastegate regulator. This causes high pressure in the
air inlet pipe (12) to act on the diaphragm within the
wastegate actuator (13). The actuating rod (14) acts
upon the actuating lever to open the valve in the
wastegate. When the valve in the wastegate is
opened, more exhaust gas from the engine is able to
bypass the turbine wheel, resulting in a decrease in
the speed of the turbocharger.
The shaft that connects the turbine to the compressor
wheel rotates in bearings (4) and (6). The bearings
require oil under pressure for lubrication and cooling.
The oil that flows to the lubricating oil inlet port (5)
passes through the center of the turbocharger which
retains the bearings. The oil exits the turbocharger
from the lubricating oil outlet port (10) and returns to
the oil pan.
Crankcase Breather
NOTICE
The crankcase breather gases are part of the engines
measured emissions output. Any tampering with the
breather system could invalidate the engines emis-
sions compliance.
The crankcase breather has a centrifugal separator.
The centrifugal separator has a special coating.
Engine oil that has been separated from the breather
gas is returned to the timing case. The crankcase
breather is driven by the shaft of the fuel injection
pump.
A heated connection may be installed on the pipe for
the crankcase breather. The purpose of the heated
connection is to prevent the formation of ice in cold
climates, that could lead to an obstruction of the pipe.
Valve System Components
Illustration 13 g02720989
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Engine Operation

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Valve system components
(1) Rocker arm
(2) Pushrod
(3) Lifter
(4) Camshaft
The valve system components control the flow of inlet
air into the cylinders during engine operation. The
valve system components also control the flow of
exhaust gases out of the cylinders during engine
operation.
The crankshaft gear drives the camshaft gear. The
camshaft must be timed to the crankshaft in order to
get the correct relation between the piston movement
and the valve movement.
The camshaft has two camshaft lobes for each
cylinder. The lobes operate either the inlet valve or
the exhaust valve. As the camshaft turns, lobes on
the camshaft cause the lifter to move the pushrod up
and down. Upward movement of the pushrod against
rocker arm results in a downward movement.
This action opens a pair of valves which compresses
the valve springs. When the camshaft has rotated to
the peak of the lobe, the valves are fully open. When
the camshaft rotates further, the two valve springs
under compression start to expand. The valve stems
are under tension of the springs. The stems are
pushed upward. The continued rotation of the
camshaft causes the rocker arm, the pushrods and
the lifters to move downward until the lifter reaches
the bottom of the lobe. The valves are now closed.
The cycle is repeated for all the valves on each
cylinder.
The rocker arm incorporates a hydraulic lash adjuster
which removes valve lash from the valve mechanism.
The hydraulic lash adjuster uses engine lubricating oil
to compensate for wear of system components so
that no service adjustment of valve lash is needed.
The engine lubricating oil enters the hydraulic lash
adjuster through a non-return valve. The engine
lubricating oil increases the length of the hydraulic
lash adjuster until all valve lash is removed. If the
engine is stationary for a prolonged period the valve
springs will cause the hydraulic lash adjuster to
shorten so that when the engine is started engine
valve lash is present for the first few seconds.
After cranking restores oil pressure the hydraulic lash
adjuster increases in length and removes the valve
lash. When load is removed from a hydraulic lash
adjuster during service work by the removal of the
rocker shaft the hydraulic lash adjuster increases in
length to the maximum extent. Refer to Systems
Operation, Testing and Adjusting, “Position the Valve
Mechanism Before Maintenance Procedures” for the
correct procedure.
During reassembly of the rocker shaft the engine
must be put into a safe position to avoid engine
damage. After load is imposed on the lifters by
reassembling the rocker assembly, the engine must
be left in safe position for a safe period until the lifters
have reduced to the correct length. Refer to
Disassembly and Assembly, “Rocker Shaft and
Pushrod - Install” for the correct procedure.
i05242096
Clean Emissions Module
To meet current emissions legislation requirements, a
small amount of certain chemical compounds that are
emitted by the engine must not be allowed to enter
the atmosphere. The Clean Emissions Module (CEM)
that is installed to the engine is designed to convert
these chemical compounds into less harmful
compounds.
The Engine Aftertreatment System for the engine
consists of the following components.
• Diesel Oxidation Catalyst (DOC)
• Diesel Particulate Filter (DPF)
The Diesel Oxidation Catalyst (DOC) oxidizes the
carbon monoxide and the hydrocarbons that are not
burnt in the exhaust gas into carbon dioxide and
water. The Diesel Oxidation Catalyst (DOC) is a
through flow device that will continue to operate
during all normal engine operating conditions.
The Diesel Particulate Filter (DPF) collects all solid
particulate matter in the exhaust gas.
The solid particulate matter that is collected by the
DPF consists of soot (carbon) from incomplete
combustion of the fuel and inorganic ash from the
combustion of any oil in the cylinder.
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This document is printed from SPI². Not for RESALE
Illustration 14 g03343187
A typical example of a CEM with a wall flow Diesel Particulate Filter (DPF)
For engines with a power rating of 55 kW or higher, a
wall flow Diesel Particulate Filter (DPF) is used.
Illustration 15 g03343192
A typical example of a CEM with a through flow Diesel Particulate Filter (DPF)
For engines with a power rating of 55 kW or lower, a
through flow Diesel Particulate Filter (DPF) is used.
The wall flow Diesel Particulate Filter (DPF) is
designed to contain all the ash up to the ash service
interval. Refer to Operation and Maintenance Manual
for more information.
16 UENR0623
Engine Operation

This document is printed from SPI². Not for RESALE
No ash service is required for the through flow Diesel
Particulate Filter (DPF).
The engine aftertreatment system is designed to
oxidize the soot in the DPF at the same rate as the
soot is produced by the engine. The oxidization of the
soot will occur when the engine is operating under
normal conditions. The soot in the DPF is constantly
monitored.
The regeneration system is passive with an additional
Oxy-Exotherm system. The Oxy-Exotherm system
operates by injecting fuel after the main fuel injection
period. The fuel is then burnt over a catalyst to raise
the temperature of the exhaust gases to 650° C
(1202° F).
If the engine is operated in a way that produces more
soot than the oxidized soot, the engine management
system will automatically activate systems to raise
the exhaust temperature. The raising of the exhaust
temperature will ensure that more soot is oxidized
than the soot that is produced by the engine. The
oxidization of more soot returns the DPF to a reduced
level of soot. The systems are then deactivated when
the soot level has been reduced.
The engine ECM must know how much soot is in the
DPF. Measurement of soot is accomplished through
the following means:
• Soot Load Estimation Model that is based on
engine operating conditions
• Delta pressure measurement across the DPF used
to estimate the soot load by evaluation of the flow
resistance of the Diesel Particulate Filter (DPF)
The Electronic Control Module (ECM) uses the soot
measurement information to determine if the engine
operating conditions need to be adjusted in order to
oxidize the soot at an increased rate.
i04169911
Cooling System
Introduction
The cooling system has the following components:
• Radiator
• Water pump
• Cylinder block
• Oil cooler
• Exhaust gas cooler (NRS)
• Cylinder head
• Water temperature regulator (thermostat)
UENR0623 17
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This document is printed from SPI². Not for RESALE
Coolant Flow
Illustration 16 g02847496
Typical example
(1) Radiator
(2) Water temperature regulator and housing
(3) Exhaust gas cooler (NRS)
(4) Cylinder head
(5) Cylinder block
(6) Water pump
(7) Engine oil cooler
The coolant flows from the bottom of the radiator (1)
to the engine oil cooler (7). The engine oil cooler (7) is
installed on the right-hand side of the engine. The
coolant flows from the engine oil cooler (7) to the
water pump (6).
The water pump (6) contains a rotary seal that uses
the engine coolant as a lubricating medium. This will
ensure that an adequate sealing film is created. The
sealing film is maintained in order to reduce heat
generation. Heat that is generated by the rotating
sealing faces under normal operating conditions
causes a small flow of coolant to be emitted into a
chamber. The water pump pumps the coolant through
a passage to the main coolant gallery in the cylinder
block (5).
Coolant flows around the outside of the cylinders then
flows from the cylinder block (5) into the cylinder head
(4).
The coolant flows forward through the cylinder head
(4). Some coolant is diverted into the exhaust gas
cooler (NRS) (3) by a coolant pipe in the right-hand
side of the cylinder block (5). The coolant then flows
from the exhaust gas cooler (NRS) (3) back to the
housing of the water temperature regulator (2).
The coolant then flows into the housing of the water
temperature regulator (2). If the water temperature
regulator is closed, the coolant goes directly through
a bypass to the inlet side of the water pump. If the
water temperature regulator is open, and the bypass
is closed then the coolant flows to the top of the
radiator (1).
18 UENR0623
Engine Operation

This document is printed from SPI². Not for RESALE
i04169606
Lubrication System
Lubricating oil from the oil pan flows through a
strainer and a pipe to the suction side of the engine
oil pump. Pressure for the lubrication system is
supplied by the oil pump. The crankshaft gear drives
a lower idler gear. The lower idler gear drives the oil
pump gear. The pump has an inner rotor and an outer
rotor. The axis of rotation of the rotors are off-center
relative to each other. There is an interference fit
between the inner rotor and the drive shaft.
The inner rotor has four lobes which mesh with the
five lobes of the outer rotor. When the pump rotates,
the distance increases between the lobes of the outer
rotor and the lobes of the inner rotor in order to create
suction. When the distance decreases between the
lobes, pressure is created.
The lubricating oil flows from the outlet side of the oil
pump through a passage to a plate type oil cooler.
The oil cooler is located on the right side of the
cylinder block.
The lubricating oil flows from the oil cooler through a
passage to the oil filter head. The oil then flows
through a bypass valve that permits the lubrication
system to function if the oil filter becomes blocked.
Under normal conditions, the oil then flows to the oil
filter.
The oil flows from the oil filter through a passage that
is drilled across the cylinder block to the oil gallery.
The oil gallery is drilled through the total length of the
left side of the cylinder block.
Lubricating oil from the oil gallery flows through high-
pressure passages to the main bearings of the
crankshaft. Then, the oil flows through the passages
in the crankshaft to the connecting rod bearing
journals. The pistons and the cylinder bores are
lubricated by the splash of oil and the oil mist.
Lubricating oil from the main bearings flows through
passages in the cylinder block to the journals of the
camshaft. Then, the oil flows from the front journal of
the camshaft at a reduced pressure to the cylinder
head. The oil then flows through the center of the
rocker shaft to the rocker arm levers. Oil flows to the
hydraulic lash adjusters in the rocker arm levers. The
valve stems, the valve springs and the valve lifters
are lubricated by the splash and the oil mist.
The hub of the idler gear is lubricated by oil from the
oil gallery. The timing gears are lubricated by the
splash from the oil.
Engines have piston cooling jets that are supplied
with oil from the oil gallery. The piston cooling jets
spray lubricating oil on the underside of the pistons in
order to cool the pistons.
i04169852
Electrical System
The electrical system is a negative ground system.
The charging circuit operates when the engine is
running. The alternator in the charging circuit
produces direct current for the electrical system.
Starting Motor
The starting motor turns the engine via a gear on the
engine flywheel. The starting motor speed must be
high enough in order to initiate a sustained operation
of the fuel ignition in the cylinders.
The ignition switch is deactivated once the desired
engine speed has been achieved. The circuit is
disconnected. The armature will stop rotating. Return
springs that are located on the shafts and the
solenoid will disengage the pinion from flywheel ring
gear back to the rest position.
The armature of the starting motor and the
mechanical transmissions may be damaged if the
increases in the speed of the engine are greater than
the pinion of the starting motor. Damage may occur
when the engine is started or after the engine is
started. An overrunning clutch prevents damage to
the armature of the starting motor and mechanical
transmissions.
Alternator
The electrical outputs of the alternator have the
following characteristics:
• Three-phase
• Full-wave
• Rectified
The alternator is an electro-mechanical component.
The alternator is driven by a belt from the crankshaft
pulley. The alternator charges the storage battery
during the engine operation.
The alternator is cooled by an external fan which is
mounted behind the pulley. The fan may be mounted
internally. The fan forces air through the holes in the
front of the alternator. The air exits through the holes
in the back of the alternator.
The alternator converts the mechanical energy and
the magnetic field into alternating current and voltage.
This conversion is done by rotating a direct current
electromagnetic field on the inside of a three-phase
stator. The electromagnetic field is generated by
electrical current flowing through a rotor. The stator
generates alternating current and voltage.
The alternating current is changed to direct current by
a three-phase, full-wave rectifier. Direct current flows
to the output terminal of the alternator. The direct
current is used for the charging process.
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This document is printed from SPI². Not for RESALE
A regulator is installed on the rear end of the
alternator. Two brushes conduct current through two
slip rings. The current then flows to the rotor field. A
capacitor protects the rectifier from high voltages.
The alternator is connected to the battery for charging
and machine load requirements. A warning lamp can
be connected via the ignition switch. This wiring is
optional.
i04173673
Cleanliness of Fuel System
Components
Cleanliness of the Engine
NOTICE
It is important to maintain extreme cleanliness when
working on the fuel system, since even tiny particles
can cause engine or fuel system problems.
The entire engine should be washed with a high-
pressure water system. Washing the engine will
remove dirt and loose debris before a repair on the
fuel system is started. Ensure that no high-pressure
water is directed at the seals for the injectors or
electrical connectors.
Environment
When possible, the service area should be positively
pressurized. Ensure that the components are not
exposed to contamination from airborne dirt and
debris. When a component is removed from the
system, the exposed fuel connections must be closed
off immediately with suitable sealing plugs. The
sealing plugs should only be removed when the
component is reconnected. The sealing plugs must
not be reused. Dispose of the sealing plugs
immediately after use. Contact your nearest Perkins
distributor in order to obtain the correct sealing plugs.
New Components
High-pressure lines are not reusable. New high-
pressure lines are manufactured for installation in one
position only. When a high-pressure line is replaced,
do not bend or distort the new line. Internal damage
to the pipe may cause metallic particles to be
introduced to the fuel.
All new fuel filters, high-pressure lines, tube
assemblies, and components are supplied with
sealing plugs. These sealing plugs should only be
removed in order to install the new part. If the new
component is not supplied with sealing plugs then the
component should not be used.
The technician must wear suitable rubber gloves. The
rubber gloves should be disposed of immediately
after completion of the repair in order to prevent
contamination of the system.
Refueling
In order to refuel the diesel fuel tank, the refueling
pump and the fuel tank cap assembly must be clean
and free from dirt and debris. Refueling should take
place only when the ambient conditions are free from
dust, wind, and rain.
Only use fuel that is free from contamination. Ultra
Low Sulfur Diesel (ULSD) must be used. The content
of sulfur in Ultra Low Sulfur Diesel (ULSD) fuel must
be below 15 PPM 0.0015%.
Biodiesel may be used. The neat biodiesel must
conform to the latest EN14214 or ASTM D6751 (in
the USA). The biodiesel can only be blended in
mixture of up to 20% by volume in acceptable mineral
diesel fuel meeting latest edition of EN590 or ASTM
D975 S15 designation.
In United States, Biodiesel blends of B6 to B20 must
meet the requirements listed in the latest edition of
ASTM D7467 (B6 to B20) and must be of an API
gravity of 30-45.
For more information, refer to Operation and
Maintenance Manual, “Fluid Recommendations”.
20 UENR0623
Engine Operation