Perkins L4 Instruction manual

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Limited
Perkins Engines
Peterborough England
Grams 'Phone: Peterborough3241
Cables: Perkoil Peterborough Telex
Publication No. 5675
Re-issued November 1966
PRICE : 20/-
PRiNTED IN ENGLAND
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FOREWORD PageV
GENERAL INFORMAnON
ENGINE DESCRIPTION AND PHOTOGRAPHS
SETTINGS AND DATASTARTING THE ENGINEFAULT FINDINGDO AND DO NOT
Section
A
B
C
D
E
F
F
F
F
G
ENGINE MAINTENANCE
POST DELIVERY CHECKOVER
PERIODICAL ATTENTIONSLAID UP ENGINE PROCEDURE
FROST PRECAUTIONSFILTERS ...
-..,
H
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K
L
M
N
p
Q
R
S
T
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V
W
ENGINE OVERHAUL
CYLINDER HEADPISTONS AND CONNECTING RODSCYLINDER LINERS ... ...
CRANKSHAFT AND MAIN BEARII'-GS ...
CAMSHAFT AND DRIVE ... ... ..
TIMING ... ... ..
LUBRICATING SYSTEM ...WATER PUMP ...FAN AND DYNAMO ADJUSTMENT ..,..FUEL INJECTION SYSTEMMECHANICAL GOVERNORFL YWHEEL AND FL YWHEEL HOUSINGSCHEDULE OF CLEARANCES AND TOLERANCES
L4 MARINE ENGINES
1SERVICE FACILInES (APPENDIX)SERVICE INSTRUCTION PERPETUITY SCHEME
LUBRICATING OIL DATA FILM LIBRARY
PERKINS DRIVE R'S CLUB APPROVED SERVICE TOOLS

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All threadsusedon the L4 Engine, except on proprietary
equipmentandthecrankshaftareUnifiedSeries,andAmerican
PipeSeries.Thecrankshaftandstartingdognutarethreaded
1ff AmericanNationalFine,14T.P.1.
Unified threads are not interchangeablewith B.S.F. and
althooghB.S.W. havethe samenomberof threadsper inch
asUnified CoarseSeries,interchangingis not recommended,
doeto a differencein thethreadform.
Theenginenumberis stampedon the top rear, light hand
sideof the cylinder block, as shownin the diagram below.
Tbis numbershouldbequotedwhenrequestinginformation
or orderingPalts.
This publication ~ producedby the TechnicalPublicationsDepartment
of the PerkinsSenice Division and everyen~vour is madeto ensure
that the information containedin this mannal ~ correct at the date of
pubti:cationbut doe to continuous developments.the manufacturers
reservetheright to makealterationswithout notice.
Diagram showing position of Engine No. 6012625

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PageV
FOREWORD
The Diesel Engine closely resembleslts petrol
counterpartinasmuchas the mechanismis essen-
tially the same.lts cylinders are arrangedabove
its closedcrankcase.its crankshaft is ODeof the
samegeneral type as that of a petrol engine; it
bas the same sort of valves. camshaft. pistons.
connectingroos and lubrication system.
"f THA T HlS PRODUCT WILL RECEIVE IN
SERVICE. That part restswith you.
This manual is designedto be a guide to the
Distributors of. and Dealers in equipment fitted
with the Perkins L4 Dieselengineand to others
who are concernedwith the sale and subsequent
maintenanceof suchengines.
. It follows, therefore.that to a great extent, it
requires the same treatment as that which any
intelligent and careful operatorwould accordto a
petrol engine and that gross negligencesuch as
running the engineshort of oil, with sludgedDil,
or with the water boiling will have the same
expensiveconsequences.
PerkinsEnginesLtd.. are at onewith all these
Distributors and Dealersin the desire to ensure
that the Perkins Diesel enginesin the hands of
usersshallgivecompletesatisfaction.
An essentialfactor in the attainment of that
object is efficient servicing. The Companypro-
videsa numberof facilities with that endin view;
one of them is this manual. In presentingit to
responsibleDistributors and Dealers the Com-
pany are in effect inviting their co-operationand
at the time providing an effective aid to that
co-operation.
Where the Diesel Engine doesdiffer from the
petrol motor, however,is in th~ methodof hand-
ling and firing its fuel. Carburetter and ignition
systemsare doDeaway with and in their placeis
a singlecomponent-the Fuel Pump-which per-
farms the functions of both. This confers upon
the Diesela quite exceptionalreliability, sincethe
chancesof breakdownare halved.In tact it may
beaxiomat'icallystatedthat a DieselEnginenever
bas an involuntary stop (other than ODecaused
through mechanicaldamagedue to abuse),unIess
thereisa shortageoffuel.
Immediately this manual is received,hand it
over to the foreman who will be responsiblefor
carrying out the maintenanceoperations which
are describedtherein.Do not, please,file it in the
office.
The issueof this manuaI bas beendescrihed
aboveas being ODeof the many aids which Per-
kiDs Engines Ltd. provide in order to ensure
efficientservicefor the enginesthey market. Two
of the others may appropriately he mentioned
here.
The fuel pump. thoughvery simplein principle.
must necessarilybe a pieceof precisionengineer-
ing. Many yearsof experienceandmanyhundreds
of thousandsof miles of running ensurethat the
fuel pump fitted to Perkins engineswill, given
ordinarily decenttreatment, continue to function
faultlessly. It must however be regardedin the
samelight asa magneto,inasmuchasit shouldnot
be interfered with and that its repair, should it
Deedattention,is definitelybeyondtheskill of any
but speciallytrained workmen.Like the magneto
it is built as a unit. Sothat in the rare eventof
failure it caobereplacedenbloc.
Servicelnstruction is provided at Peterborough
where the mechanicsemployed by Distributors.
Dealers and users are given instruction ODthe
specialcharacteristicsof theengine.
Unremitting care and attention at the Perkins
factory have resulted in an engine capable of
hundredsof hours of profitable service. WHAT
THE MANUFACTURERCANNOT HOW-
EVER CONTROL IS THE TREATMENT
Then thereis thePerkinsPerpetuityPlanwhich
is, in fact, an engineexchangeschemeof peculiar
description having numerousspecial advantages.
A booklet describing this can be obtained on
request.
In conclusion we recommendDealers, Distri-
butors and usersto communicatewith the Service
Division of PerkinsEnginesLtd.. Peterboroughin
caseof Deed.

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PerkinsL4 Dieselenginesareverticalfour-stroke
PowerUnits. They are entirely of British design
and manufacture and embody the results of
experiencegained in the production of Diesel
engines over a period of many years.
Crankshaftand Main Bearings.
The crankshaft is made from an alloy steel
stamping, with hardened main and crankpin
journais. Thecrankshaftrunsin threepre-finished
replaceableshell hearings,which are lead bronze
lined and indium flashed.
The materialsand workmanshipthroughout are
of the highestclass. Most parts are guaranteed
interchangeable,jigs beingusedeverywherein the
courseof manufacture,and all parts passthrough
a systemof thorough inspection where they are
checked to the closest limits. Each engine is
subjected to stringent tests before leaving the
Works.
ConnectingRods.
The connecting rods are of alloy steel ., H "
sectionstampingswith replaceablesteelshell big
end bearings,which are lead bronze lined and
indium flashed.
Pistons.
The pistons are flat topped. They are of light
aluminium alloy with ample metal in the crown to
carry off the heat of combustion. Three com.
pression rings of which ODeis of laminated steel,
and ODescraper ring are fitted above the gudgeon
pin. There is ODescraper ring below that pin.
The gudgeon pins are of the fully floating type.
General.
The PerkinslA Diesel,with which tbis manuaI
is concerned,is a Cour cylinder unit. having a
boreand stroke of 4* in. (107.95mm) and 4i In.
(120.65mm) respectively.
Cylinder Block.
The cylinder block and crankcase comprise a
one-piece high duty alloy iron casting. Centri-
fugal cast iron wet liners are fitted, which are
flanged at the top end and fitted with sealing rings
at the lower end.
Timing Drive.
The camshaft and fuel pump are gear driven,
the timing case being a separate casting secured
to the front end of the cylinder block. Provision
is made for mounting a gear drive on the timing
casemeshing with the timing gear train, for driving
a hydraulic pump or uther low power auxiliary.
"Cylinder Head.
The cylinder head is an alloy iron casting,
securedto the cylinder block by a large number
of weU spacedthrough studs. The overhead
valvesare operatedby push rods from flat faced
tappetsin the cylinder block, the rocker assembly
beingmountedon top of the cylinder head. The
wholeassemblyis enclosedin a light alloy die cast
cover. All valves are of special alloy steel,the
inlet being larger to ensuremaximum volumetric
efficiency. The sphericalcombustionchamberis
formedhalf in the headand half by a detachable
steelcap.
lLubrication. l
Lubrication is high pressureforcereedthrOUgh-
out the engine. Thepump,a geartype,is secured
to the cylinder block and is driven by spiral gears
from the camshaft. It is fully capableof main-
taining an adequatepressureat all running speeds.
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1FoeIInjection Equipment.
The unit type fuel pump is fiange mounted
on the timing case.
The atomisersare two hole type fitted in an
accessibleposition on top of the cylinder head;
ODesprayis directedinto the combustionchamber
and the other into the cylinder, ensuring easy
starting.
Camshaft.
The low levelcamshaftis situatedin the offside
of the cylinder block and is supportedby three
hearings.
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PageA2 Engine Description-continued
Cold Starting Equipment.
Comprisesa handpump,atomiser,priming tank,
piping, induction heater and starter and heater
switches. The induction heateris not in contact
with the burninggasesin thecylinder. It is located
in the inlet venturi and is in use only during
starting under very cold conditions.
Cooling.
The cooling water is pump circulated by a centri-
fugal pump which is mounted on the front end of
the cylinder block. ft is driven, together with the
dynamo, bya Vee belt from the engine crankshaft.
The internal water passagesare arranged to give
a brisk circulation of water around the combustion
chamber and atomiser seating. The fan ismounted
on the forward end of the water pump. Electric Starting Equipment.
A 12-volt starter is flange mounted on the
flywheel housing.
Air Intake.
A largeair cleaneris fitted through which must
passalI air drawn into the engine. Harmful dust
isthusexcludedandthelire of thecylinderscorres- .
pondinglyprolonged. Theair cleanerisconnected
to the venturi inlet which housesthe butterfly
throttle valve control.
Dynamo.
12-Volt; earthreturntypecompletewith control
box and fusebox. It is mountedon the off side
of the cylinder block and is belt driven by a Vee.
belt from the crankshaft.
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ENGINE PHOTOGRAPHS
INDEX TG
I. BreatherPipe.
2. Fuel Filter.
3. Pipe from Pneumatic Uovernor to Air
Intake.
4. Inlet to Fuel Injection Pump.
5. Fuel Pump Stop Control Lever.
6 Cylinder Block Water Drain Coc\{.
7. Lubricating Dil Filter
8. Sump.
9. FanBelt. .
10. Main Leak-off Pipe.
11. Timing Case.
12. Fuel Injection Pump.
13. Water Pump.
14. Fan.
15. Water Dutlet to Radiator
16. Atomiser Leak-off Pipe.
17. Fuel Injection Pipe.
18. Atomiser.
19. Cylinder Head Cover
20. ExhaustManifold.
21. Air Intake.
22. Butterfly Control Lever.
23. Dynamo.
24. Lubricating Dil Filler.
25. Starter Motor.
26. Front Engine Support
27. Facingfor AlternativeFront EngineSupport
28. Fuel Lift Pump.
29. Hand Primer for Fuel Lift Pump.
30. MechanicalGovernor.
31. MechanicalGovernor Dperating Lever
32. Inlet to Fuel Lift Pump
33. Dipstick.
34. Sump Drain Plug.
35. DecompressorLever.
36. Dil Bath Air Cleaner. ~
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SETTNGS AND DATA
Bore ... 4:lin.orI07.95mm
Stroke ... .,. ...,. 4i in. or 120.6mm
Numbelofcylinders .. 4
Swept volume , 4.42 litres (270cu.in)
Compression ratio 17.5 : I
Firing order I, 3, 4, 2
Horsepower ... Seebelow
Maximum torque 182lbs./ft. (25.17 kg/m) at 1,000r.p.m.
Pistons.. . .. Light Alloy
SpilI timing 21 degreesB.T.C.
Atomiser Body BKB 35S87 or BKB32S630
Atomiser Nozzle BDL IIOS6116
Injection piessure.. Seepage TIl
Valve lift .. ... .465 in. or 11.811mm
Valve Face and Seat Angle .. . . .. .. 450
Dil Pressure at max. engine speed and normal working temperature
25/50 Ibs: per sq: in: (1,76/3,52kg/sq: cm)
Valve clearance. . . .010 in. or .254 mm
When checking and adjusting valve clearances the engine should be
tumed to bring the respective pistons to T.D.C. on compression.
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' TorqueTensions Lbs./Ft.«kg/m)
CylinderHeadNuts , 80/85(11.06-11.75)
Con. Rod Setscrews 100/105(13.82-14.51)
Main BearingSetscrews 125/130(17.29-18.00)
FlywheelSetscrews . ... 75(10.37)
With referenceto the Cylinder Head Nuts, theseshould be re-checked
with the enginehot.
It will be appreciatedthat after overhaulor rectificationwork basbeen
carried out, there will be a settling period which will allowaslight
variation on the figuresquoted. This is not detrimentalto the perform-
anceof the engineandthereis no necessityto interferewith the settings.
On no accountshould attemptsbe madeto increasethe torque already
quoted by re-tighteningwith a torque spanner.
SUMP CAPACITIES
Massey-Harris-FergusonCombines 2 gallons(9.08litres)
Massey-Harris-Ferguson745Tractor 2 gallons(9.08litres)
FordsonMajor Tractor :ol gallons6pints(12.49litres)
Claas Combine. . 2 gallons(9.08litres)
lndustrial 3.eallons3pints(15.31litres)
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~HORSE POWER
Massey-Harris-Ferguson Combines.
Massey-Harris-Ferguson 745 Tractor
FordsonMajor Tractor ...
Claas Combine ...Industrial
56b.h.p.at 1,940r.p.m.
50b.h.p. at 1,500r.p.m.
45b.h.p.at 1,500r.p.m
62b.h.p.at 2,000r.p.m.
Up to 59b.h.p.at 2.000r.D.m.
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Settingsand Data-continued
Page B2
Details of Industrial engineratingscaDbe obtainedupon request,from
the plant manufacturersor engine manufacturers.
In the caseof querieson other types of application, apply to Service
Division quoting the enginenumber.
De-rating for Altitude : Where enginesare called upon to operate in
rarefied atmospheresoccasionedby altitude, such engines should be
de-rated. For details regardingenginede-rating for altitude apply to
Service Division, Perkins Engines Ltd., Peterborough, or to those
OverseasCompanieslisted on Page 11.
IMPORTANT NOTE : ALL ScrewThreadsused on the L4 engine,
excepton proprietary equipm~ntand the crankshaft,are Unified Series
and American Pipe Series.
The crankshaft and starting dog nut are threaded 1 inch American
National Fine 14 T.P.I. l
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PageCl
The engineis now readyfor starting.
Move the speed control lever to full open
position.
COLD STARnNG EQUIPMENT
Methodof Operation.
The small hand pump (seeFig. C.I) is con-
structedwith inlet andoutlet ports.On theupward
strokeof thepumpfuel isdrawn througha copper
pipe trom the supply tank into the pump body.
On the downward stroke tuel is pressureted
through the outlet port and a copperpipe to an
atomiser fitted in the venturi. A swirl in the
atomiser causesthe fuel to be sprayedinto the
venturi.
PREPARAnON FOR STARnNG
Checkthe radiator water level.
Checktheenginesumpoil level.
Seethat thereistuel oil in thetank.
Where a pneumatic govemor is fitted. make
quite sure that the connections on the pipe
trom the butterfly valve to the govemor on the
tuel pump arelight.
Check that the starter battery is tully charged
and that all electrical connectionsare properly
madeandall circuitsin order.
PrimingtheFoei System.
In the caseof a newengineor an enginewhich
bas been la:id up it is important that the fuel
systemis "bIed" asfollows :-
Fig. C.l.
PressureFed Systems.
Slackensmall plug on tbe top of tbe final fuel
filter and operatetbe bandprimer on tbe fuellifl
pump ontil fuel tree trom air bubblesissuestrom
theplug hole.Tightentheplug.
Slackenthe bleedscrewon the top of the tue!
pump.
Again operatethe hand primer on the fuel lift
pump until fuel issuestrom the bleedscrewand
all signsof air havedisappeared.
Tighten the bleed screwsecurelyand give the
primer a tew more strokesin order to deliver the
fuel through the relief valve on the tue! filter.
clearingthis part of the systemof air.
The spray is directed on to a heaterplug (see
Fig. C2) which is also fitted into the veoturi.
The resistaocewire 00 theheaterplug is heated
by an electric current when the heater button is
pressedon the "Heater-Starter" switch.
As thepistonstraveldown 00 thesuctionstroke
the fuel spray, which bas beenfired by the hot
resistaocewire on the plug, is drawn into the
cylinderbareto assistin easystarting.
The wiring diagram (see Fig. C3) shows all
necessarydetails of the "Heater.Starter" switch
andHeaterplug coonections.
Useof Equipment.
The hand pump is usedin conjunctionwith the
induction heater and "Heater-Starter" switch for
startingin coldweather.
Excessiveuseof the handpump is to hedepre-
cated as it is liable to he harmful to the engine
and could damagethe piston rings.
Gravity Fed Systems.
SlackensmalI plug on the top of tbe final fuel
filter and turn on fuel tank supply until fuel tree
trom air issuestrom tbe plug hole. Tighten the
plug.
Slackenthe bleedscrewon tbe top of the fuel
pump and allow fuel to run until no trace of air
remains.
Tighten tbe bleed screwsecurelywhilst fuel is
still issuing.

PageC2 Starting the Engfne-cantinued
With someapplicatiou~,in addition to the hand
pump, two electricpush button switches,marked
..Heater" and..Starter" respectivly,aremounted
ontheinstrumentpanelor somewhereconveniently
nearto theenginecontrols. Thesearefor starting
theengine.
Pressthe "Heater" switch for about half a
minute (count forty fairly slowly). Then with
the "Heater" switchstill pressed,andthethrottle
fully opened, cngagethe starter motor, at the
same time giving short strokes on the hand
pump.
The engineshould then start.
If it doesnot, wait half a minute and try again.
If theenginedoesnot start at the third attempt,
somefault ispresentandanexaminationshouldbe
made.
an other applications,a starter engaginglever
isprovidedinsteadof the button switchpreviously
mentioned.
In warm weatheror if the enginebasbeenonly
recentlystopped,openup the throttle and engage
the startermotor.
If the battery is sufficientlychargedto turn the
starter motor quickly, the engineshould start. NOTE : Always be sure that the starter'pinion
bas stopped revolving before re-engaging the
startermotor, otherwisethe starterring or pinion
may be damaged.
After using the hand pump, alwaysmake sure
that the plunger is screweddown and the reed
tap turned off, otherwise a leakagemay occur
with damagingresults.
Cold Starting Equipment.
In cold weather,if the enginebasbeenstanding,
the cold starting equipmentshould be used.
Seethat there is fuel oil in the reservoirtank
(if fitted).
Turn on the supplytap to the handpump Main Tank Supply.
In certainfuel systemsno separatetank is fitted.
lnstead the hand pump draws fuel from thc
final fuel filter.
lTnscrewthe pump plunger and give it one
strokeof about half an inch.
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~Fig. C3. Wiring Diagram
Fig. C2. Plug Heater

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Storting the Engine-continued
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the exhaustvalvesare opened,thereby relieving
the compressionto facilitate easy turning.
To start, put the decompressorlever in \he
verticalposition, turn the engineover smartly8nd
drop the decompressorlever.
It should be noted that wherea decompressor
shaftis fitted, lossof compressionin ODeor more
cylindersmay be causedby this shaftfouling one
or more of the rocker levers, thus preventing
closure of a valve or valves. The remedy is a
ney.'cylinder head coverjoint.
If the engineis particularly cold lift the de-
compressorlever and turn the engineover a few
time~before attempting to start.
In this casethe procedureis aslaid down above
exceptthat the tap provided on the filter should
beturned on beforeusingthe equipment.
After usebe sureto turn olf the tap and screw
down the hand pump otherwisefuel may drain
from the main tank into the engine.
Maintenanceof Equipment.
Usefuel oil in the system.
Checkunions,pipes,and supplytank fOTleaks.
Inspectevery 1,000hours to make surethat all
connectionsand terminals are tight on .. Heater-
Starter" switchand Heaterplug.
If any difficulty is found in operatingthe pump
especially on the downward pressure stroke,
inspectthe atomiserswirl andjet hole. To Stop the Engine
A springloadedstopcontrol is locatednearthe
normal enginecontrols and functions by cutting
off the fuel oil at the fuel injection pump.
To operate, pull the knob and hold in this
position until the engineceasesto.rotate. Ensure
that the control returnsto the run position other-
wise difficulty may be experiencedin restarting
the engine.
Hand Starting.
Engines not provided with electric starting
equipmentare fitted with a decompressorshaft
in the valvecover.
The decompressorlever is positioned on the
front of the valvecover. Whenthe leveris raised,

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PagpDl
Testthe atomisersaf,recommendedin SectionS
and cleanthem if necessary.
Thelubricatingoil usedshouldbeofanapproved
type. (SeeAppendix).
Sticking Rocker.
Ir tbe rockers stick the causemay be: tbe use
of unsuitable oil, sbortage of oil, or sludging.
Useonly oil of anapprovedtype. (SecAppendix).
Ir tbereis a sbortageof lubricant,tbe passagesand
pipesto tbe rockerssbouldbecbecked.
DIFFICULT STARnNG
No Foeiat Atomisers:-
(a) No fuel in tank.
(b) Fuel lift pump not working (Pressurered
systemonly).
Cc)Slackconnectionsin tbe fuel system.
'(rl) Air in the fuel system(Trace from suction
side).
Go overthe whole of tbe aboveand makesure
that the atomisersare fully primed and tbat the
..pingingtt or ., squeakingtt noise is heard from
eachatomiserwhen the engineis turned over by
hand.
Enginenot beingturnedoverquickly enough.
(Particularly in cold weather)
(a) Lubricating oil too thick. (SecAppendix).
(b) Batterynot fully charged. Fit fully charged
battery.
(c) Engine "gummy" due to standing in tbe
cold.
Usethc cold startingequipment(if fitted). (See
SectionC).
Low Compression.
This may be due to dry cylinders and piston
rings,worn piston rings, worn cylinders,or leaky
valves.
Fuel Oll.
It is essentialto use clean fuel Dil fret from
water, dirt, or sand. The recommendedspecifi-
cation for fuel Dil is givenin SectionS. Providing
cleanfuelisused,no trouble shouldheexperienced
witb thefuelsystembut dirty Dilwilllead to trouble
due to choked filters, damagedfuel pump and
atomisers. If the enginetendsto run weIl for a
shortperiodandthento dieawayorstopaltogether,
tbe fuel systemshould immediatelybe suspected.
Tbe trouble may be due to the lift pump not
working properly,to a loost pipejoint allowingair
to getinto the fuel system,to a dirty fuel filter, or
to a choked fuel pipe. The pre-filter in the fuel
lift pump (when fitted) should be cleaned by
washingin cleanfuel Dil, but tbe final filter should
not needattentionmore than oncein 1,000hours,
when a completelynew filter elementshould he
fitted. If the conditions lead to dust or con-
tamination of the fuel, decreasetbe maintenance
interval.
Always, after disturbing fuel line washers.
replacewith ncw washersto ensurethejoints are
air tight.
AtomisersFaulty.
Test atomisers for ., ping" or "squeak" as
alreadymentioned. Ir any atomiser rails to give
this " pinging" or .. squeaking" noisewhen that
cylinderis pulled smartly over compressionand it
bas beenmade certain that the atomiser is fully
primed, then the atomiser should he tested by
removingit from thecylinderhead(SeeSectionS).
Disconnect pipes on other atomisers while
making this test.
Air Cleaner.
In accordance with periodical attentions,
SectionF, cleanthe filtering elementin paraffin,
and.if of tbe oil bath type, dip in oil.
In those filters wbicb need it, new engine oiJ
should be poured into the base,up to tbe level
mark.
Sticking Valves.
Trouble witb sticking valves may be due to
overbeating,tbe resultof cbokedatomisers,or tbe
useof unsuitablelubricating oil.

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