Perkins 1106C Genset User manual

KENR6931
May 2007
Systems Operation
Testing and Adjusting
1106C Genset
PK (Engine)

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.

KENR6931 3
Table of Contents
Table of Contents
Systems Operation Section
General Information
Introduction ............................................................ 4
Engine Operation
Basic Engine ........................................................... 6
Air Inlet and Exhaust System ............................... 10
Cooling System .................................................... 13
Lubrication System .............................................. 14
Electrical System ................................................. 15
Cleanliness of Fuel System Components ............. 16
Fuel Injection ....................................................... 18
Electronic Control System ................................... 25
Power Sources ..................................................... 33
Glossary of Electronic Control Terms ................... 36
Testing and Adjusting Section
Fuel System
Fuel System - Inspect ........................................... 42
Air in Fuel - Test .................................................... 42
Finding Top Center Position for No. 1 Piston ........ 45
Fuel Injection Timing - Check ............................... 45
Fuel Quality - Test ................................................. 46
Fuel System - Prime ............................................. 47
Gear Group (Front) - Time .................................... 48
Air Inlet and Exhaust System
Air Inlet and Exhaust System - Inspect ................. 50
Turbocharger - Inspect .......................................... 51
Compression - Test ............................................... 53
Engine Valve Lash - Inspect/Adjust ...................... 54
Valve Depth - Inspect ............................................ 56
Valve Guide - Inspect ............................................ 57
Lubrication System
Engine Oil Pressure - Test .................................... 59
Engine Oil Pump - Inspect .................................... 59
Excessive Bearing Wear - Inspect ........................ 60
Excessive Engine Oil Consumption - Inspect ....... 60
Increased Engine Oil Temperature - Inspect ........ 61
Cooling System
Cooling System - Check ....................................... 62
Cooling System - Inspect ...................................... 62
Cooling System - Test ........................................... 63
Engine Oil Cooler - Inspect ................................... 65
Water Temperature Regulator - Test ..................... 66
Water Pump - Inspect ........................................... 67
Basic Engine
Piston Ring Groove - Inspect ................................ 68
Connecting Rod - Inspect ..................................... 68
Cylinder Block - Inspect ........................................ 70
Cylinder Head - Inspect ........................................ 71
Piston Height - Inspect .......................................... 72
Flywheel - Inspect ................................................. 72
Flywheel Housing - Inspect ................................... 73
Gear Group - Inspect ............................................ 75
Vibration Damper - Check .................................... 75
Electrical System
Alternator-Te
st .................................................... 77
Battery - Test ......................................................... 78
Charging System - Test ........................................ 78
V-Belt - Test .......................................................... 78
Electric Starting System - Test .............................. 79
Glow Plugs - Test .................................................. 81
Index Section
Index ..................................................................... 82

4KENR6931
Systems Operation Section
Systems Operation Section
General Information
i02756359
Introduction
The following model views show a typical 1106C
Genset. Due to individual applications, your engine
may appear different from the illustrations.
g01329939
Illustration 1
Front left engine view
(1) Fuel manifold (Rail)
(2) Canister for the crankcase breather
(3) Electronic control module
(4) P2 connector
(5) Secondary fuel filter
(6) Hand primer
(7) Primary fuel filter
(8) Oil sampling valve
(9) Oil filter
(10) Fuel pump
(11) Water pump
(12) Damper
(13) Fan
(14) Fan pulley
(15) Belt tensioner

KENR6931 5
Systems Operation Section
g01329941
Illustration 2
Rear right engine view
(16) Oil gauge
(17) Air intake
(18) Oil filler
(19) Front lifting eye
(20) Alternator
(21) Exhaust manifold
(22) Exhaust elbow
(23) Turbocharger
(24) Wastegate solenoid
(25) Starting motor
(26) Oil pan
(27) Drain plug (oil)
(28) Drain plug or coolant sampling valve
(29) Breather
(30) Rear lifting eye
The 1106C genset is electronically controlled. The
1106C genset uses an Electronic Control Module
(ECM) that receives signals from the fuel injection
pump and other sensors in order to control the fuel
injectors. The pump supplies fuel to the fuel injectors.
The six cylinders are arranged in-line. The cylinder
head assembly has two inlet valves and two exhaust
valves for each cylinder. The ports for the exhaust
valves are on the right side of the cylinder head. The
ports for the inlet valves are on the left side 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.
Theskirthasacoatingofgraphiteinordertoreduce
wear 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.
Apistonandaconnectingrodarematchedto
each cylinder. The piston height is controlled by the
distance between the center of the big end bearing
and the center of the small end bearing of the
connecting rod. Three different lengths of connecting
rods are available in order to attain the correct piston
height. The three different lengths of connecting rods
are made by machining the blank small end bearing
of each rod at three fixed distances vertically above
the centerline of the big end bearing. .

6KENR6931
Systems Operation Section
The crankshaft has seven main bearing journals. End
play is controlled by thrust washers which are located
on both sides of the number six main bearing.
The timing case is made of aluminum. 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 the top center position on the
compression stroke, the marked teeth on the idler
gear will match with the marks that are on the fuel
injection pump, the camshaft, and the gear on the
crankshaft. There is no timing mark on the rear face
of the timing case.
The crankshaft gear turns the idler gear which then
turns the following gears:
•the camshaft gear
•the fuel injection pump
The camshaft and the fuel injection pump run at half
the rpm of the crankshaft. The cylinder bores are
machined into the cylinder block.
g01214399
Illustration 3
The fuel injection pump (1) that is installed on the
left side of the engine is gear-driven from the timing
case. The fuel transfer pump (33) is attached to the
fuel injection pump (1). The fuel transfer pump draws
low pressure fuel from the primary fuel filter. The
fuel transfer pump delivers the fuel to the secondary
filter at a pressure of 400 kPa (58 psi) to 500 kPa
(72.5200 psi). The fuel injection pump draws fuel
from the secondary filter. The fuel injection pump
increases the fuel to a maximum pressure of 130 MPa
(18855 psi). The fuel injection pump delivers the fuel
to the fuel manifold. The fuel injection pump is not
serviceable. Adjustments to the pump timing should
only be made by personnel that have had the correct
training. The fuel injection pump uses the engine
ECM to control the engine RPM.
The specifications for the 1106C refer to the
Specifications, “Engine Design”.
Engine Operation
i02756360
Basic Engine
Introduction (Basic Engine)
The eight major mechanical components of the basic
engine are the following parts:
•Cylinder block
•Cylinder head
•Pistons
•Connecting rods
•Crankshaft
•Vibration damper
•Timing gear case and gears
•Camshaft

KENR6931 7
Systems Operation Section
Cylinder Block and Cylinder Head
g01175307
Illustration 4
Typical Cylinder Block
The cast iron cylinder block for the 1106C genset
has six cylinders which are arranged in-line. The
cylinder block is made of cast iron in order to provide
support for the full length of the cylinder bores. Worn
cylinders may be rebored in order to accommodate
oversize pistons and rings.
The cylinder block has seven main bearings which
support the crankshaft. Thrust washers are installed
on both sides of number six main bearing in order to
control the end play of the crankshaft.
Passages supply the lubrication for the crankshaft
bearings. These passages are cast into the cylinder
block.
The cylinders are honed to a specially controlled
finish in order to ensure long life and low oil
consumption.
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
g01201553
Illustration 5
The engine has a cast iron cylinder head. The inlet
manifold is integral within the cylinder head. There
are two inlet valves and two exhaust valve for each
cylinder. Each pair of valves are connected by a valve
bridge that is controlled by a pushrod valve system.
The ports for the inlet valves are on the left side of
the cylinder head. The ports for the exhaust valves
are on the right side of the cylinder head. The valve
stems move in valve guides that are machined into
the cylinder head. There is a renewable valve stem
seal that fits over the top of the valve guide.

8KENR6931
Systems Operation Section
Pistons, Rings and Connecting
rods
g01205645
Illustration 6
The pistons have a Quiescent combustion chamber
inthetopofthepistoninordertoprovideanefficient
mix of fuel and air. 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 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 are machined from forged
molybdenum steel. The connecting rods have
bearing caps that are fracture split. The bearing caps
on fracture split connecting rods are retained with
Torx screws. 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.
Crankshaft
g01196830
Illustration 7
The crankshaft is a chromium molybdenum forging.
The crankshaft has seven main journals. Thrust
washers are installed on both sides of number six
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
•Lower idler gear which turns the gear of the
lubricating oil pump.
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.

KENR6931 9
Systems Operation Section
g01205646
Illustration 8
Vibration Damper
g01180539
Illustration 9
Typical example
The force from combustion in the cylinders will
cause the crankshaft to twist. This is called torsional
vibration. If the vibration is too great, the crankshaft
will be damaged. The vibration damper is filled with
viscous fluid in order to limit the torsional vibration.
Gears and Timing Gear Case
g01194949
Illustration 10
The crankshaft oil seal is mounted in the aluminum
timing case. The timing case cover is made from
pressed steel.
The timing gears are made of steel.
The crankshaft gear drives an upper idler gear and
a lower idler gear. The upper idler gear drives the
camshaft and the fuel injection pump. The lower idler
gear drives the oil pump. The water pump drive gear
is driven by the fuel injection pump gear.
The camshaft and the fuel injection pump rotate at
half the engine speed.
Camshaft
The engine has a single camshaft. The camshaft
is made of cast iron. The camshaft lobes arechill
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.

10 KENR6931
Systems Operation Section
i02656284
Air Inlet and Exhaust System
g01205681
Illustration 11
Air inlet and exhaust system
(1) Exhaust manifold
(2) Electronic unit injector
(3) Glow plug
(4) Inlet manifold
(5) Aftercooler core
(6) Exhaust outlet
(7) Turbine side of turbocharger
(8) Compressor side of turbocharger
(9) Air inlet from the air cleaner
(10) Inlet valve
(11) Exhaust valve
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
•Turbocharger
•Aftercooler
•Inlet manifold
•Cylinder head, injectors and glow plugs
•Valves and valve system components
•Piston and cylinder
•Exhaust manifold
Air is drawn in through the air cleaner into the air
inlet of the turbocharger (9) by the turbocharger
compressor wheel (8). The air is compressed and
heated to about 150 °C (300 °F) before the air is
forced to the aftercooler (5). As the air flows through
the aftercooler the temperature of the compressed
air lowers to about 50 °C (120 °F). Cooling of the
inlet air increases combustion efficiency. Increased
combustion efficiency helps achieve the following
benefits:
•Lower fuel consumption
•Increased horsepower output
•Reduced particulate emission
From the aftercooler, air is forced into the inlet
manifold (4). Air flow from the inlet manifold to the
cylinders is controlled by inlet valves (10). There are
two inlet valves and two exhaust valves for each
cylinder. The inlet valves open when the piston
moves down on the intake stroke. When the inlet
valves open, cooled compressed air from the inlet
port is forced into the cylinder. The complete cycle
consists of four strokes:
•Inlet

KENR6931 11
Systems Operation Section
•Compression
•Power
•Exhaust
On the compression stroke, the piston moves back
up the cylinder and the inlet valves (10) close. The
cool compressed air is compressed further. This
additional compression generates more heat.
Note: If the cold starting system is operating, the
glow plugs (3) will also heat the air in the cylinder.
Just before the piston reaches the 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 valves
open. The exhaust gases are forced through the
open exhaust valves into the exhaust manifold.
Exhaust gases from exhaust manifold (1) enter the
turbine side of the turbocharger in order to turn
turbocharger turbine wheel (7). The turbine wheel is
connected to the shaft that drives the compressor
wheel. Exhaust gases from the turbocharger pass
through exhaust outlet (6), a silencer and an exhaust
pipe.
Turbocharger
g00302786
Illustration 12
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 in one of two positions on the right
side of the engine, toward the top of the engine or
to the side of the engine. 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. This causes the intake air to be
pressurized through the compressor housing (2) of
the turbocharger.

12 KENR6931
Systems Operation Section
g01206040
Illustration 13
Turbocharger with the wastegate
(12) Actuating lever
(13) Wastegate actuator
(14) Line (boost pressure)
g01334456
Illustration 14
Typical example
(14) Line (boost pressure)
(15) Wastegate solenoid
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. This 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 that is spring loaded
in the wastegate actuator which varies the amount of
exhaust gas that flows into the turbine.
If a wastegate solenoid (15) is installed, then the
wastegate 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 solenoid
valve, which 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 solenoid. This causes low pressure in
the air inlet pipe (14) to act on the diaphragm within
the wastegate actuator (13). The actuating rod (12)
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 solenoid. This causes high pressure in
the air inlet pipe (14) to act on the diaphragm within
the wastegate actuator (13). The actuating rod (12)
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 an 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.

KENR6931 13
Systems Operation Section
Valve System Components
g01334457
Illustration 15
Valve system components
(1) Bridge
(2)Rockerarm
(3) Pushrod
(4) Lifter
(5) Spring
(6) Valve
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 through
an idler 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 a pair of inlet
valves or a pair of exhaust valves. As the camshaft
turns, lobes on the camshaft cause the lifter (4)
to move the pushrod (3) up and down. Upward
movement of the pushrod against rocker arm (2)
results in a downward movement that acts on the
valve bridge (1). This action opens a pair of valves
(6) which compresses the valve springs (5). 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 (5) under compression
start to expand. The valve stems are under tension of
the springs. The stems are pushed upward in order
to maintain contact with the valve bridge (1). The
continued rotation of the camshaft causes the rocker
arm (2), the pushrods (3)and the lifters (4) to move
downward until the lifter reaches the bottom of the
lobe. The valves (6) are now closed. The cycle is
repeated for all the valves on each cylinder.
i02404368
Cooling System
Introduction (Cooling System)
The cooling system has the following components:
•Radiator
•Water pump
•Cylinder block
•Oil cooler
•Cylinder head
•Water temperature regulator (thermostat)

14 KENR6931
Systems Operation Section
Coolant Flow
g01206083
Illustration 16
Coolant flow
(1) Radiator
(2) Water pump
(3) Cylinder block
(4) Engine oil cooler
(5) Cylinder head
(6) Water temperature regulator (thermostat)
and housing
(7) Bypass for the water temperature
regulator (thermostat)
The coolant flows from the bottom of the radiator (1)
to the centrifugal water pump (2). The water pump
(2) is installed on the front of the timing case. The
water pump is driven by a gear. The gear of the fuel
injection pump drives the water pump gear. The
water pump forces the coolant through a passage in
the timing case to the front of the cylinder block (3).
The coolant enters a passage in the left side of the
cylinder block (3). Some coolant enters the cylinder
block. Some coolant passes over the element of the
oil cooler (4). The coolant then enters the block (3).
Coolant flows around the outside of the cylinders
then flows from the cylinder block into the cylinder
head (5).
The coolant flows forward through the cylinder
head (5). The coolant then flows into the housing
of the water temperature regulator (6). If the water
temperature regulator (6) is closed, the coolant goes
directly through a bypass (7) 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).
i02413834
Lubrication System
Oil pressure for the engine lubrication system is
provided by an engine mounted oil pump. The engine
oil pump is located on the bottom of the cylinder block
and within the oil pan. Lubricating oil from the oil pan
flows through a strainer and a pipe to the inlet side of
the engine oil pump. The engine oil pump is driven
from the crankshaft through an idler gear.

KENR6931 15
Systems Operation Section
Theengineoilpumphasaninnerrotorwithfour
lobes. The inner rotor is mounted to a shaft which
also carries the drive gear. The engine oil pump also
has an outer annulus with five lobes. The axis of
rotation of the annulus is offset relative to the rotor.
The distance between the lobes of the rotor and the
annulus increases on the right hand side when the
rotor is rotated. The increasing space between the
lobes of the rotor and the annulus causes a reduction
in pressure. This reduction in oil pressure causes oil
to flow from the oil pan, through the oil strainer and
into the oil pump.
The distance between the lobes of the rotor and
annulus decreases on the left hand side when the
rotor is rotated. The decreasing space between
the lobes of the rotor and annulus causes oil to be
pressurized. The increase in oil pressure causes
oil to flow from the oil pump outlet into the engine
lubrication system.
The oil flows from the pump through holes in the
cylinder block to a plate type oil cooler. The plate
type oil cooler is located on the left hand side of the
engine.
From the oil cooler, the oil returns through a drilling in
the cylinder block to the filter head.
The oil flows from the oil filter through a passage to
the oil gallery. The oil gallery is drilled through the
total length of the left side of the cylinder block. If
the oil filter is on the right side of the engine, the oil
flows through a pipe assembly. The pipe assembly is
mounted to the lower face of the cylinder block.
Lubricating oil from the oil gallery flows through
passages to the main bearings of the crankshaft.
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 second journal
of the camshaft at a reduced pressure to the cylinder
head. The oil then flows into the rocker arm bushing
of the rocker arm levers. The valve stems, the valve
springs and the valve lifters are lubricated by the
splash and the mist of the oil.
The hub of the idler gear is lubricated by oil from the
oil gallery. The timing gears are lubricated by the
splash of the oil.
The turbocharger is lubricated by oil via a drilled
passage through the cylinder block. An external line
from the engine block supplies oil to the turbocharger.
The oil then flows through a line to the oil pan.
Piston cooling jets are installed in the engine. The
piston cooling jets are supplied with the oil from the
oil gallery. The piston cooling jets spray lubricating
oil on the underside of the pistons in order to cool
the pistons.
i02403276
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
g01216877
Illustration 17
Typical example
12 Volt Starting Motor
(1) Terminal for connection of the ground cable
(2) Terminal 30 for connection of the battery cable
(3) Terminal 50 for connection of the ignition switch

16 KENR6931
Systems Operation Section
g01200801
Illustration 18
Typical example
24 Volt Starting Motor
(1) Terminal for connection of the ground
(2) Terminal 30 for connection of the battery cable
(3) Terminal 50 for connection of ignition switch
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 starting motor has a solenoid. When the ignition
switch is activated, voltage from the electrical system
will cause the solenoid to move the pinion toward
the flywheel ring gear of the engine. The electrical
contacts in the solenoid close the circuit between the
battery and the starting motor just before the pinion
engages the ring gear. This causes the starting motor
to rotate. This type of activation is called a positive
shift.
When the engine begins to run, the overrunning
clutch of the pinion drive prevents damage to the
armature. Damage to the armature is caused by
excessive speeds. The clutch prevents damage by
stopping the mechanical connection. However, the
pinion will stay meshed with the ring gear until the
ignition switch is released. A spring in the overrunning
clutch returns the clutch to the rest position.
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.
A regulator is installed on the rear end of the
alternator. Two brushes conduct current through two
slip rings.Thecurrentthenflows to the rotor field. A
capacitor protects the rectifier from high voltages.
The alternator is connected to the battery through
the ignition switch. Therefore, alternator excitation
occurs when the switch is in the ON position.
i02660865
Cleanliness of Fuel System
Components
Cleanliness of the Engine
NOTICE
It is important to maintain extreme cleanliness when
workingonthefuelsystem,sinceeventinyparticles
can cause engine or fuel system problems.
The entire engine should be washed with a high
pressure water system in order to remove dirt and
loose debris before starting a repair on the fuel
system. Ensure that no high pressure water is
directed at the seals for the injectors.

KENR6931 17
Systems Operation Section
Environment
When possible, the service area should be positively
pressurized in order to 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
dealer or your nearest approved 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
onepositiononly.Whenahighpressurelineis
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, free from
contamination, that conforms to the specifications
in the Operation and Maintenance Manual, “Fluid
Recommendations” Fuel Specifications.

18 KENR6931
Systems Operation Section
i02709987
Fuel Injection
Introduction (Fuel Injection)
g01202269
Illustration 19
Diagram of the basic fuel system (typical example)
(1) Electronic unit injector
(2) Solenoid for the fuel injection pump
(3) Wastegate solenoid (if equipped)
(4) Position sensor (fuel injection pump)
(5) Fuel injection pump
(6) Crankshaft position sensor
(7) Boost pressure sensor
(8) Fuel pressure sensor
(9) Engine oil pressure sensor
(10) Inlet air temperature sensor
(11) Coolant temperature sensor
(12) Diagnostic connector
(13) Electronic control module (ECM)

KENR6931 19
Systems Operation Section
Low Pressure Fuel System
g01360010
Illustration 20
Low pressure fuel system (typical example)
(1) Primary fuel filter
(2) Water separator
(3) Fuel transfer pump
(4) Fuel cooler (if equipped)
(5) ECM
(6) Secondary fuel filter
(7) Fuel injection pump
(A) Outlet for high pressure fuel to the fuel
manifold (rail)
(B) Return from the pressure relief valve on
the fuel manifold (rail)
(C) Return to fuel tank
(D) Return from the electronic unit injectors
(E) The fuel inlet from the fuel tank

20 KENR6931
Systems Operation Section
Fuel is drawn from the fuel tank (E) through a 20
micron Primary fuel filter (1) and the Water separator
(2) to the Transfer pump (3). The Transfer pump
increases the fuel pressure to 400 kPa (58 psi) to
500 kPa (72.52 psi). The fuel is pumped through the
optional fuel cooler (4) to the ECM (5). The fuel cools
the ECM. The fuel passes from the ECM to a 2 micron
fuel filter (6). The fuel filter removes particulates from
20 microns to 2 microns in size in order to prevent
contamination of the high pressure components in
the fuel system. Fuel passes from the Fuel filter to
the Fuel injection pump (7). The fuel is pumped at an
increased pressure to the Fuel manifold (rail).
Excess fuel from the Fuel manifold (rail) returns to
the tank through a non-return valve. There is a small
orifice in the fuel filter base in order to bleed any air
back to the tank.
The leak off fuel from the electronic unit injectors
returns from a connection in the cylinder head to the
pressure side of the transfer pump.