Training module engine (4)

Learning and Development Centre, India

Model name 5204
PTO bhp (At rated speed) 42.6
Latest Emission Compliance TREM III (~Tier 1)
Rated ERPM 2300
Cooling system Liquid cooled with overflow reservoir
Water to Coolant concentration. (Ethylen Glaycol) 50/ 50
Nom Engine torque @ rpm 167 / 180.4 @ 1500
No of cylinders 3
Bore (mm) 106.5
Stroke (mm) 110
Displacement (lt) 2.9
Compression ratio 17.8 : 1
Firing order 1 - 2 - 3
Operating range,rpm
850-2460 ERPM
working 1200 -2300 ERPM
Service Injection Timing (Plunger Travel,mm) 4.93 - 5.03
Aspiration Natural
Combustion DI
FIP Mico Bosch Inline
Fuel Filter Stanadyne filter
Muffler underhood
Fuel Shut-off Manual / Need to Lock
Air Intake heater NA
Air Cleaner 6" Dry
Radiator Core - 48 mm, Al
Basic Specifications - Engine

3Learning and Development Centre, India
EngineFuel input energy Mech. Power
Driving automobile
Running pump/ machines
Running generators
What is engine ?
Engine is a machine which converts fuel energy into mechanical power
Applications
Engine and its application

IHP (Indicated horse power )
* Power developed inside the cylinder. P L A N
IHP depends upon : IHP = ---------- n
4500
Speed where
Stroke length P = Mean effective Pressure.
Bore L = length of stroke
Mean effective pressure A = Cylinder bore
N = RPM
n = No. of Cylinder
BHP (Brake horse power)
* Measured at crankshaft
BASICS OF ENGINE

Torque
It is the twisting force which rotates the shaft.
Product of force & distance of force from centre of shaft
T = F x R
where, T = Torque, N.m
F = Force, N
R = Distance between force and centre
Power * Rate of doing work.
* Product of torque & rotational speed.
* Expressed in watt or hp.
Power (watt) = T x w
where, T = torque, N.m
w = rotational speed, rad /sec
2 N T
Power (hp) = ------------ where, T = Torque, kg.m
4500 N = speed , rpm.

Relationship Between H.P, Speed & Torque
Engine can run faster than its speed at
which it reaches the max power
BHP increases with increase in speed
up to certain speed and then drops
Diesel engine produces max. torque at
intermediate speed than at max
Rated engine speed is higher than peak
torque speed. It is possible to take
the advantage of torque reserve.

FOUR STROKE
Suction
Compression
Power
Exhaust
Functioning of 4-stroke diesel Engine

Suction
• Inlet valve opens
• Piston moves down
• Air is sucked into combustion chamber
Compression
• Inlet & exhaust valve closes.
• Piston moves up
• Air is compressed
• Certain degree before the end of stroke,
fuel is injected.
Working of 4 stroke diesel engine (suction/comp)

Power
• Inlet valve closed
• Exhaust valve closed.
• Fuel is ignited
• Piston moves down
Exhaust
• Exhaust valve opens.
• Inlet valve remain closed
• Piston moves up.
• Exhaust gases are expelled out.
Working of 4-stroke diesel engine (Power / Exhaust)

Inlet / Exhaust system
Deals with inflow of fresh Air & outflow of exhaust gases
In John Deere Tractors we used Dry air cleaner :
* Main parts are pre cleaner, main housing & cleaning element
* Cleaning element is made up of paper / nylon hair
* Air passes from atmosphere through cleaning element to inlet manifold
Primary Element
Secondary Element
Suction side
Main Housing

ENGINE COOLING SYSTEM
Why cooling system is needed ?
Necessity of cooling system
* Temperatures in the Combustion Chamber of Engine can reach 4,500 F ( 2,500 C) so
cooling of this area around the cylinder is critical. Area around exhaust valves are especially
crucial. If engine goes without cooling for long, it can seize.
* High temperature oxidizes the lubricating oil thus producing carbon deposit on the surface
* Large overheating may lead to engine components due to thermal stresses
* High temperature also lowers the volumetric efficiency & overall performance of the engine
Requirement of efficient cooling system
* Remove only 30 % of total heat in combustion chamber
* Remove the heat at fast rate when engine is hot

P
Radiator
COOLING SYSTEM
Basic:
Inside engine, fuel is constantly burning. A lot of the heat
from this combustion goes right out the exhaust system, but
some of it soaks into the engine, heating it up. The engine
runs best when its coolant is about (93 degrees Celsius).
At this temperature:
The combustion chamber is hot enough to completely vaporize the fuel, providing better
combustion and reducing emissions.
The oil used to lubricate the engine has a lower viscosity (it is thinner), so the engine parts
move more freely and the engine wastes less power moving its own components around.
Metal parts wear less.

Forced circulation
It uses pump to circulate water through different parts
Main parts are
Pump
Fan
Radiator and pressure cap
Water jacket
Thermostat valve
Hose pipes
ENGINE COOLING SYSTEM

Pump
The water pump is a simple centrifugal pump driven by a belt connected to the crankshaft of the
engine. The pump circulates fluid whenever the engine is running.
Driven by belt
Bottom of the radiator is connected to the suction of the pump
Fan
Mounted on pump pulley
It draws atmospheric air through the
radiator & thus increases the cooling efficiency
It throws fresh air over the engine surfaces
Cooling system : components

Cooling : Thermostat valve / Radiator
Any liquid-cooled Automobile engine has a small device called the Thermostat that sits
between the Engine and the radiator. The thermostat in most Automobile is about 2 inches
(5 cm) in diameter. Its job is to block the flow of coolant to the radiator until l the engine
has warmed up. When the engine is cold, no coolant flows through the engine. Once the
engine reaches its operating temperatures ( 95 degrees C), the thermostat opens. By letting
the engine warm up as quickly as possible, the thermostat reduces engine wear, deposits
and emissions.
Radiator is a type of heat exchanger. It is designed to transfer
heat from the hot coolant that flows through it to the air blown
through it by the fan. Most modern cars use aluminum radiators.
These radiators are made by brazing thin aluminum fins to flattened
aluminum tubes. The coolant flows from the inlet to the outlet
through many tubes mounted in a parallel arrangement. The fins
conduct the heat from the tubes and transfer it to the air flowing
through the radiator.
Main Parts of Radiator are: Upper Tank, Lower Tank & Tubes

Major Specification Cooling system
47 N.M ( 35 lbs*ft)Thermostat Cover to Cylinder Head
30 N.M ( 24 lbs*ft)Sheet metal pulley and for fan to pulley or Hub
Back plate to Water pump Housing
33 N.m ( 24 lbs*ft)Water Pump Nut
47 N.M ( 35 lbs* Ft)Water pump to Cylinder Block Cap screw
TorqueITEM
137 mmDistance from Pulley or Hub to pump
housing Sealing Surface
19mm (0.75 in) Deflection with 89N.m (20lb.ft)
Force applied half way between the two pulleys
Fan belt Tension
82 Degree Centigrade (180 Degree F)Thermostat Opening
0.25 mm ( 0.01 in.)Impeller Recess
DIMENSIONS OF NEW PARTITEM

Pressure feed system
Pump is provided to circulate lubricating oil to moving parts
Oil goes to main gallery from where it passes through
drilled holes to main bearing, camshaft bearing, connecting rod
Combination of splash & pressure
Some parts are lubricated by splash
Some parts are lubricated by pressure
(Camshaft bearing ,Main bearing etc.)
Lubrication : Splash / Force feed

The engine lubrication system is designed to deliver clean oil at the correct temperature and
pressure to every part of the engine. The oil is sucked out the sump into the pump, than forced
through an oil filter and pressure feeded to the main bearings and to the oil pressure gauge. From
the main bearings, the oil passes through feed-holes into drilled passages in the crankshaft and
on to the big-end bearings of the connecting rod. The cylinder walls and piston-pin bearings are
lubricated by oil fling dispersed by the rotating crankshaft. The excess being scraped off by the
lower ring in the piston. A bleed or tributary from the main supply passage Feeds each camshaft
bearing. Another bleed supplies the timing gears on the camshaft drive. The excess oil then
drains back to the sump
Lubrication system

Functions of lubricant
Minimizes the friction & wear
Removes the heat from engine parts thus acting as cooling agent
It absorbs shocks between bearing & moving parts thus reducing the noise
Forms good seal between piston & cylinder wall
Cleaning agent to carry away dirt, carbon particles to sump
LUBRICATION SYSTEM
Photograph attached here talks about
general concept of lubrication system
and not current JD Engine

The engine has a pressure lubrication system. In the
main it consists of the gear pump (F), filter strainer in
the suction pipe, full flow oil filter, oil cooler, oil
pressure regulating valve (O), oil by-pass valve (E)
and an electrical pressure warning switch
(connected to main oil gallery) The pump draws
lubrication oil from the crankcase
through a strainer and a suction line. The oil is
then pumped through an oil line to the oil cooler
Oil filter and through the main oil gallery (H) of
the cylinder block. From the oil gallery , oil is
forwarded under pressure to the main bearings
and spray jets to cool the pistons. Drilled cross
passages in the crankshaft distribute oil from
the main bearings to connecting rod
Lubrication system : operation

Parts of pressure lubrication system
Oil pump
Oil sump / oil pan
Oil pressure relief valve
Oil filter
Oil pump
Pump supplies oil to moving parts
Normally gear type pump is used
Oil sump
It is the lowest part of engine
It is used to store the oil
Components involved in Lubrication System
Oil Pump
40 Litre per min at 2000
rpm with standard oil,
pressure 3 bars

The pressure relief valve maintains oil pressure
within desired operating range
Incase of Increase of pressure it relieves oil to Oil
sump
The bypass valve is in composite material
It allows cold oil to bypass filter and cooler to reduce lag
time in getting oil to bearings during cold weather start-up.
Lubrication : valve
Bypass Valve
Pressure Relief Valve

The oil cooler is mounted between support and oil filter.
Depending on cooling requirements of the application, different
capacity oil coolers are used. 6, 8 or 10 plates model.
The filter has a built in bypass valve to allow oil flow
should the filter becomes plugged.
The filter must be replaced at each oil drain service.
Lubrication : oil cooler

Oil spray jet is located in block webbing, between bearing supports.
It sprays oil to cool piston and lube wrist pin.
The orifice size is predetermined (1.02mm).
If it is not reinstalled at rebuild, an oversized orifice will result in
oil pressure drop.
Lubrication : piston cooling

Rocker Arm Lubrication
Lubrication thru Camshaft groove
Oil Spray Jet
Lubrication : camshaft

FUEL SYSTEM
Functions
Supply correct
amount of fuel
Inject fuel at correct
time in cylinder
Atomize the fuel
Parts of fuel systems
Fuel tank
Fuel filter
Fuel injector pump
Injector
Fuel lines

A water separator is included in the filter element.
It can be drained loosening the bottom screw
The fuel filter has also a hand primer to bleed fuel
circuit through the knob provided at top of the Assy
Fuel filter {Fitted with Rotary FIP}

Water Separator keeps water & Contamination separate from diesel, which
can be removed with the help of knob provided under Separator
Water Separator / Sediment Bowl
Water is the enemy of Fuel injection components

Feed pump
Function :
Sucks the fuel from tank Supply the fuel to fuel filter
Consist of :
Inlet port
Outlet ports
Suction valve
Delivery valve
Cam

A
B
C
D
E
F
G H
I
J
Function of Fuel injection pump
Supplies fuel to injector according to firing order
Normally plunger or rotary pump
Plunger pump consists of plunger & barrel
Quantity of fuel is controlled by turning the plunger
Works at high pressure
FUEL SYSTEM

A
B
C
D
F
G
H
I
J
Fuel Injection Pump
A - Fuel inlet on Feed pump
B - Fuel outlet on primary Fuel Filter
C - Fuel supply to FIP from Secondary
Filter
D - Fuel Return Line
F - Fuel Injection lines
G - Oil fill plug
H - Fast idling screw
I - Slow idle screw
J - Slow idle screw fine adjustment

Governor
Maintain the constant speed (desired
speed) in response to load
Speed controlling device
Does not allow to exceed the max. speed
Does not stop engine during idling
Maintain desired speed
Governor does all these by regulating the fuel
supply. It decides how much fuel to supply to
engine.

No governor conditions
If load increases ,the tractor travel speed
will decrease
If load decreases, the tractor travel speed
will increase
Load -
add fuel
Load - reduce
fuel
Governor function
Engine overrun when load suddenly drops

Nozzle shall spray accurately with correct spray pattern and opening
pressure
Spring : controls opening and closing of needle
Needle : opens when fuel pressure is more than needle pressure
Needle opens at 190 bar pressure
For high speed engine, needle shall open and close quickly
Needle get jammed, then there is dribbling of fuel
Less tension in spring :
More fuel
Engine advance and smoke
Nozzle

Cylinder Head Bolt Torque procedure
Tighten Cap screw in Sequence to the Torque Specified, Beginning with No. 1
With the help of Torque wrench:
Step – 1 Tighten all cap screw to 100 N.m (75 lb-ft)
Step – 2 Tighten all cap screw to 150 N.m (110 lb-ft)
Step – 3 Wait 5 Minutes & recheck to insure 150 N.m (110 lb-ft)
Step – 4 Tighten each cap screw an additional 60 degree + 10 degree
Front side

Valve Clearance adjustment
Valve Clearance must be adjusted when Engine is Cold:
1. Use Fly wheel turning tool (G) to rotate Fly wheel in running Direction
View from water pump side (Front)
2. Rotate till First Piston (front) has reached Top Dead Center on Compression
Stroke
3. Insert Timing Pin (H) into fly wheel bore
In this position, we can adjust “FOUR VALVES” 1,2,4 & 5 {First Cylinder Inlet &
Exhaust and Second Cylinder Exhaust & Third Cylinder Inlet}
4. Turn Crank Shaft 360 degree & reinsert timing pin
5. Adjust Valve Clearance of 3rd & 6th valve {Second Cylinder inlet &
Third Cylinder Exhaust}
Front of Engine
6 5 4 3 2 1
Inlet - 0.35 mm / 0.014”, EX - 0.45mm / 0.018”

Fuel Injection Timing adjustment
Purpose:
To perform the timing setting on fuel pump in field tractors.
Scope :
If the fuel pump removed from the tractor for any reasons, is mounted again on
same tractor without disturbing the fuel pump calibration / setting, then one has to
only align the marking on fuel pump with marking on spacer. There is no need to
follow this timing setting procedure. It means, this condition is not under scope of
subject procedure.
If the removed fuel pump from tractor is re-calibrated & / or settings are changed, then it
follows under this scope of this procedure.
If a new fuel pump is fitted on field tractor, then it follows under scope of this procedure.

Removal of FIP from Engine

FIP FITMENT
a) Align the keyway of the FIP gear & key on shaft, you can use one drop of Fevi kwick
on keyway so that key does not fall while assembly. Engage the gear & shaft completely.
b) Torque the FIP gear tightening nut to the specified limit (85Nm). Flywheel should be locked
by the pin to ensure the proper tightening
c) Engage the FIP mounting nuts (4 nos.) in the stud & tighten them. (Do not torque fully)
d) Assemble & torque the high-pressure lines to specified limit (30Nm).
e) Now loosen nuts & rotate the FIP to the
extreme inside i.e. top towards manifold.
This is very important to take care of
backlash in the gear train. This operation
should be done by special tool. Than
again tighten the nuts. Hand tight
Fitment of FIP after Recalibration

f) Note the plunger lift in the portion when the pin gets into the flywheel TDC hole. Now keep the
flywheel pin in engaged position rotate the FIP outward to make plunger lift to 4.95 - 5.05
mm for Trem III Engines).
g) Repeat the point no b, c, d, e & f to confirm plunger lift is 4.95 - 5.05
mm when the flywheel pin gets engaged. For getting overall view of Arrangement refer photograph

FIP TIMING SETTING
a) Remove inspection plate of the FIP with the help of Allen key. Mount the FIP
setting gauge on the FIP, the Gauge plunger point should touch the tappet top.
b) Now remove the timing pin & rotate the engine slowly clockwise with the help
of Engine rotating tool, the needle of the FIP gauge will also rotate. Continue to
rotate the engine till the FIP plunger no. 1 comes to BDC.
c) It should be ensured that there is no further movement of Needle in the FIP gauge
even after rotating the engine for few degrees either side.
d) Set the' 0' in the dial gauge on this point correctly. Confirm that the zero setting
is correct by checking again by rotating the engine few degrees either side.
e) Now rotate the engine slowly in clockwise direction, the gauge needle will also
start rotating. Measure the number of rotation .Put the timing pin in side the flywheel
housing & engage the pin in flywheel. The action of engine rotation & engaging the pin
should be simultaneously carried out with measurement of needle rotation.
f) Note the plunger lift in the portion when the pin gets into the flywheel TDC hole.
Now keep the flywheel pin in engaged position rotate the FIP outward to make plunger
lift to 4.95 - 5.05 mm for Trem III engine only).
g) Repeat the point no b, c, d, e & f to confirm plunger lift is 4.95 - 5.05 mm when
the flywheel pin gets engaged.

Measurement of Cylinder Liner Protrusion
Before checking liner protrusion
Install liner without o-rings. Clean all deposits from
under the flange of the liner and mating bore in the
block. Clean the lower sealing & packing surfaces to
ensure proper seating. Check protrusion at several
places to be sure that the liner is seated evenly.
If liner protrusion is above specification
Machine the block bore by applying lapping
compound to liner flange & turning it right or left in
the bore to rub off the material. (Liner can also be
used for this purpose.
If liner protrusion is below specification
Add shims under the liner flange. They are available
in two sizes: 0.05, 0.10 mm.
Note: Only one shim is allowed per cylinder. If
more than one shim is required, install either new
liner or cylinder block.Specification
Liner protrusion 0.01 – 0.10 mm.
Max permissible difference between liner
protrusion of adjacent cylinders 0.03mm.

How to Measure the Liner Protrusion
Note : Lines protrusion should be checked without placing of "0" Rings
A. Install liner without packing or O-rings. If liner
does not rotate smoothly by hand, remove liner
and polish lower pilot bore in block with emery
cloth or brush.
B. Align liner and cylinder block marks, then
Score at four points with Cap Screw & Thick
washer & tight to 100 NM
C. Using gauge, Measure liner protrusion (A) at
four Points 0.01 – 0.10 mm
and maximum permissible difference between
adjacent Cylinders should not be more than
0.03 mm
D. If liner protrusion or permissible difference
is above specifications, apply lapping
compound to liner flange shoulder in the
block & turn sleeve with Tool left & Right
to rub off required material

How to Measure Piston Protrusion
A – Piston at TDC
B – Centre line of Cylinder Liner Bore
Measure Piston Protrusion:
NOTE: Press down on top of piston to remove clearances
before measuring piston protrusion.
1. Set dial indicator at “zero”.
2. While pressing gauge downward, turn crankshaft until
piston is at “TDC” position.
3. Piston protrusion should be within 0.08 mm - 0.35 mm
4. If protrusion is out of specifications, check all
concerned parts to determine the cause.

Piston Protrusion
A - Piston protrusion above block surface :
Specification: Piston protrusion above block
surface 0.08-0.35 mm.
If piston protrusion is below
specification then check:
1. Piston pin and pin bushing
2. Bend of connecting rod
3. Connecting bearing clearance
4. Connecting journal diameter
Effects:
1. Reduced compression pressure.
2. Incomplete combustion leads to high
fuel consumption & smoke (white/black).
3. Power developed will be less.
4. Starting problem.

Crankshaft End play Measurement
NOTE: It is recommended to measure crankshaft
end play prior to removing crankshaft to determine
condition of thrust bearings.
Check crankshaft end play using a dial indicator and
compare with specifications.
Crankshaft—Specification
2-piece thrust bearing—End Play ....... 0.13—0.40
mm (0.005—0.016 in.)
Wear tolerance ......................... 0.50 mm (0.02 in)
If end play is still not within specification with new
standard 2-piece or 6-piece thrust bearings, install a
5-piece thrust bearing with oversized thrust washers.
Specification
Oversized Crankshaft Thrust Washer—
Thickness......................... + 0.18 mm (0.007 in.)
NOTE: Oversized thrust bearing set contains three
0.18 mm (0.007 in.) oversized thrust washers to be
installed as shown
A—Oversized Thrust Washers
B—Front of Engine
C—Rear Bearing Cap Side
(A)

Crankshaft main bearing Clearance using Plastic gauge
1. Place a strip of PLASTIGAGE in the center of the bearing.
2. Install cap and tighten cap screws to 135 N.m (100 lb-ft).
3. Remove cap and compare the width of PLASTIGAGE
with scale provided on side of package to determine
clearance.
4. Maximum permissible clearance is 0.15 mm (0.006 in)
If journals are worn, tapered, out-of-round, scored or
damaged, the crankshaft journals can be reground
and correct undersize bearing inserts installed.
Specification
Undersized Crankshaft Main Bearing—
1st Size 0.25 mm (0.01 in.)
2nd Size............................... . 0.50 mm (0.02 in.)
3rd Size................................. 0.75 mm (0.03 in.)

A—Camshaft/Upper Idler Gear
B—Injection Pump/Upper Idler Gear
C—Upper Idler/Crankshaft Gear
D—Crankshaft/Lower Idler Gear
E—Oil Pump/Lower Idler Gear
Measure backlash between gears using a dial indicator and
compare with specifications as given below:
Helical Timing Gear—Specification
Upper Idler/Crankshaft Gear
Backlash 0.07— 0.30 mm (0.003—0.012 in.)
Wear Tolerance -0.40 mm (0.016 in.)
Upper Idler/Camshaft Gear—
Backlash - 0.07—0.35 mm (0.003—0.014 in.)
Wear Tolerance - 0.51 mm (0.020 in.)
Upper Idler/Injection Pump
Gear—Backlash - 0.07—0.35 mm (0.003—0.014 in.)
Lower Idler/Crankshaft Gear—
Backlash - 0.07—0.35 mm (0.003—0.014 in.)
Lower Idler/Oil Pump Gear—
Backlash - 0.04—0.38 mm (0.0016—0.015 in.)
Measure Timing Gear Backlash
If backlash is not correct, install new gears.

Using a dial indicator, check camshaft end play.
Specification
Camshaft—End Play - 0.08—0.23 mm (0.003—0.009 in.)
Maximum Wear - 0.38 mm (0.015 in.)
Thrust Plate—Thickness 3.935—3.985 mm (0.155—0.157 in.)
Maximum Wear - 3.8 mm (0.15 in.)
NOTE: If end play exceeds specifications then check
thickness of thrust plate as this determines end play
Camshaft End Play Measure

Compression Pressure Test
Dummy Nozzle & adopter
Compression Test Kit
REASON:
To determine the condition of the pistons, rings, cylinder
walls and valves.
EQUIPMENT:
Compression Gauge Assembly, Adapter, Clamp
CONNECTIONS:
1. Run engine for 5 minutes to bring to operating temperature.
Shut off engine.
2. Remove injection nozzles.
3. Compression Gauge Assembly, Adapter and Clamp.
4. After test is completed, bleed the fuel system.
PROCEDURE:
1. Disconnect fuel shut-off solenoid wiring lead (A) or fuel
shut-off knob (C).
IMPORTANT: DO NOT overheat starting motor during test.
2. Crank engine for five seconds with starter.
3. Record pressure reading for each cylinder.
Cylinder—Specification
Cylinder—Pressure 2400 kPa (24 bar) (350 psi)
Minimum - Maximum Difference Between
Cylinders—Pressure 350 kPa (3.50 bar) (50 psi)

Cont:
RESULTS: · If pressure reading is below specification, squirt approximately two teaspoons of clean
engine oil into cylinders through injector ports and repeat test.
If pressure increases significantly, check piston, rings, and cylinder walls for wear or
damage.
If pressure does not increase significantly after retest, check for leaking valves, valve
seats or cylinder head gasket.
Compression Pressure Test

Engine Oil Pressure Test
REASON:
To determine if bearings or lubrication system
components are worn.
EQUIPMENT:
Special Socket
Pressure Gauge Assembly
Hose Assembly
CONNECTIONS:
1. Remove oil pressure sender & use
hose and 0—700 kPa (0—6.9 bar) (0—100 psi)
gauge.
2. Connect Pressure Gauge Assembly and
Hose Assembly.
IMPORTANT: If pressure reading is below 72 kPa (0.72 bar) (10.5 psi), STOP ENGINE.
Specification
Engine Oil Temperature at 825 rpm Engine Speed—Temperature 93°C (200 °F)
0il Pressures Should be 100 kPa (1 bar) (15 psi)
Engine Oil Temperature at 2500 rpm Engine Speed—Temperature 105°C (220°F)
Oil Pressure should be 277—483 kPa (2.77—4.83 bar) (40—70 psi)

Training module engine (4)

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