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Publ. nr. 2120 O.c.66. D 1 MD 1 ท D 2 ทMD 2 WORKSHOP MANUAL DIESEL ENGINES AB VOLVO PENTA \IVORKSHOP MANUAL 01, M01, 02, M02. FOREWORD This Service Manual concerns Volvo Penta engines o! the Dl, MDI, DZ and MDZ -cypes. The instructions assume the use of certain special tools and since it is in your own interest as well as ours that repairs are properly carried out, we request you to study and carefully follow the instructions in this book. We retain the right to carry out design modifications and for this reason the contents of this book are not to be considered binding. AB VOLVO PENTA Technical lniormation Department CONTENTS General ..•.••.••• • . • . . . . . . . . . . . . . . . . . . . . . . . . . ท.... ท ท ท ท ....•. ท ท............. 2 Description •.................... . . . . . . . . . . . . ทท ท ท ท ท ท ท ท ทททท .. . . . . . . . . . . . . . 2 General service work .................... .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Engine unit ท ท ท ท ท ท 5 •.••....•..........•..... .................. ท ท ท ท ท ท . . . . . . . . . . Description 5 .•............... . •......•.•..........•........ ท ท ท .. . . . . . . . . . Cylinder head and valve system ..... . . . . . . . . . . . ..•........... ท............ 5 Repair instructions . . . . . . . • . . . . . . . . •. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Description, cylinder block and crankcase 11 .... .................... ....•.... Repair instructions ..... ..•.....•................•................•..•... 11 Cylinder block 11 . . • . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . Pistons 1Z •.......•. . . . . . ............•.•.•..•.... ........ ................. Connecting rods . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . .• . . . . . . . . . . . . . . . . . . . . . 14 Camshaft . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . ••.. . . 15 'crankshaft..•........•................. ...........•..•...•...•....••.... 16 Manual starter 1 7 . . . . . . . . . . . . .. . . . . .. . . . . . . . . . . .. . . . •.. . . . . . . . . . . . . . . . . . . . . Lubricating system . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . • 18 .. . . . . . . . . . . . . . . . . . . . Description 18 ................ . • . . . . . . . . . . . . . . ..........•.................. Repair instructions 19 . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . • . . . . . . . . • . . . • . . . . . Lubricating oil pump. 19 .•. • • . . . . .... .. . . . . . . . .• . . . . . • . . . .. . . ... . . . •.. . . . . . . Lubricating oil filter ....•..................... .......... ......... .•...... 20 Fuel system 21 ..•••..•..•.••....... . . . .................•...................... Decc:ription •..••••.•......••................... .......•••..•.......•..•. 21 Repair instructions .••.•...........•.............•....••................. 21 Fuel injection pump. . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . 21 Injectors 22 .•••.•.•.•... .••........... ............... ..•.......•.......... Fuel filter . • • . . . . • • • . . . • • . • . . • . • • . . . . . . . . . . . . . . . . . . . . . . . • . . . . . • . . . . • . . . . 25 Feed pump •••.••....•...•••..•.••...... .......... .....................•. Z5 Centrifugal governor ...•...•...... ..•....................•...... ....•.•.. 27 Cooling system. • • . . • • • • • . . . • • • • . • . • . . . • . . . . . . . . . • . . . • . . . . . . . . . • . . . . . . • . . . • . . 28 Description .•••.•.•....•.•..... • • . . . . . . . . • . . . . . ..••.••..•......••....... 28 Repair instructions • • .•.•.......••....•...... ..... .••...........•.•...... 28 Reverse gear 30 .......••....•...•................ ..•...•............. ......... Description .•.......•..•.•.....•..................... .....•...••........ 30 Repair instructions . . . . . . • . • . • . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . • . . • . . . . . 30 Specifications . . . • • . . . . . . . . . . . . • . . . . . • . . . . • • . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . 32 Tools 37 .•.•..•.•••...........•...... .................. .........•.. ....••...•. Cut-away drawings 38 .•....................................... ......•.......... GENERAL DESCRIPTION Engines with type designations Dl and MOl are one-cylinder, !our-stroke Diesel engines with overhead valves. The total capacity is 445 c. c. Engines with type designation 02 and MD2 are two-cylinder, four-stroke Diesel engines with overhead valves. The total capacity is 890 c. c. MDI and MD2 are marine Diesel engines. Dl and 02 are industrial Diesel engines. The combustion chambers in the engines are designed for direct fuel injection, this resulting in low fuel consumption, smooth running and immediate starting. The engines are !itted with a manual or electric starter. A decompression device on the rocker arm cover facilitates starting. The marine engines are sea-water cooled and the industrial engines are fitted with a cellular t ype radiator. A thermostat maintains the operating temperature of the engine automatically within the correct values. rt.. 1 • .1\IDI encint: Co:ll!'ol lev< :-7 Injector rue! filter b Flywheel 3 Fuel 1njecuon pump '• Crankc;,se CO\'CI' 4 ,\1 r cleaner )(I Com rol arm 5 Kocker iJrm cover I l Redu cti on - (, Decompn: ss ton reverse gear device 12 Sc<.-water pump 2 The fuel system includes a filter with a replaceable clement and ill thus well protected from running interruptions. 02 and MD2 unite are fitted with a feed pump. Engine lub:ication is thr _ ough a pressure system where an otl pump supplies lubri cating oil to all the po1nts in the correct quantities at different speeds. The 02 and MOZ are fitted with a full flow oil filter. The big-end bearing shells arc replaceable and are accessible through the oil sump crankcase covers. Major repair work can also be carried out through these covers. The engines have closed circuit cran"kcase breathing and this prevents crankcase gases from getting out into the engine compartment. This device consists of a filter with connections and an oil trap located in the space above the valve tappets. Crankcase gases are then sucked directly into the engine induction manifold and into the cylinders. Fig 2. Dl en..ine (' ontrol <• rm 2 Fuel 1njcction pump3 Injector 4 Rock..:r <.rm covcr 5 Radia:or Flywheel -; Oil plug Fig 3. MD2 engine l 2 3 4 5 6 Fuel filter Fuel injection pump Air cleaner Rocker arm cover Injector Water -cooled exhaust 7 8 9 10 11 12 Flywheel Crankcase cover Reduction -reverse gear Sea-water pump Control arm Control lever manifold 1 Radiator 2 Thermostat housing 3 Drain cock 4 Flywheel 5 Oil plug Fig 4. 02 engine 6 Cra,nkcase cover 7 Drain cock 8 Water-cooled exhaust manifold 9 Injector GENERAL SERVICE WORK All the repair instructions concern both one and two cylinder industrial and marine engines and these instructions should be applied according to the engine concerned. COMPRESSION TEST A compression test is used to determine the condition of the engine in a simple and reliable way. The gauge is usually graduated in or lb./sq. in. The test is carried out by first running the engine warm and then removing the injectors and checking the compression on each cylinderin turn. Move the speed control to the zero position or turn the fuel injection pump lever in a clockwise direction. Engine with manual starter Move the decompression handle so that it points upwards. Turn the engine over as fast as possible by using the starter crank and push down the decompression handle completely while continuing to turn the engine over. E.nginc with electric starter Turn on the key switch. Then press the starter button. Make sure that the battery is in good enough condition to turn the engine over at 200240 r. p.m. It is also important to ensure that the compression gauge connection is in good condition and that tightening is properly carried out i( the test is to be rcli:lblc. Compression pressure should normally be 21- 24 kg/cm2 (300-340 lb. /sq. in) Level tube (fuel level) 2 Level valve control 3 Housing 4 Connection nipple Fig 5 Level control {Wilb!ir tube) 4 NOTE! It is absolutely useless to carry out this test without running the engine warm since engine temperature has two afiects. To start with a warm engine rotates ea sic r than a cold engine with its stiff oil. Secondly the compression value is higher when the engine runs easilyand therefore rotates faster. The air expands due to this heat and produces higher pressure. With a higher initial temperature, the final temperature and therefore the pressure are also higher. Low compression pressure on cylinders indicates worn cylinders and piston rings. If the compression pressure in one of the cylinders is lower, this can depend either on leaking valves, broken p1ston rings or a blown cyltnde r head gasket. CHECKING FEED PRESSURE C02, MD2> It is important that the fuel illways has sufficiently high prcssunท when it IS fed to the fuel Injection pump am! feed pressure should therefore be checked il enj:!ine output decreases or th..re is reason to suspect a blocked fuel filter. .. ccd pressure ts checked by ustn!! a pressure {!<.ugc which is .ttl.tched to the atr-veoting screw on the fuel filter. While to.:sttn.. the engine should run at d speed sli.thll\' :1bove idling. After the pump has been opetทatinA for some time, reild off the pressure gauge. The should be about 0. 5 kg/cm2 (i in.). The pressure should not be: less than 0. 1 kg/cm2 (1.4 lb./sq. in.) if the pump is to feed the InJeCtiOn pump under all conditions and also circulate the fuel in the system to .:!liminate air. If the feed pressure is too low, check th-:: following possible causes in the given order. 1. Fuel tank empty. 2. Blocked filt..r 3. Faulty relief valve 4. Worn-out diaphragm 5. Leaking suction or pressure valve. 6. Air leakage on suction side of feed pump. 7. Fuel leakage on pressure side of feed pump. CHECKING THE INJECTION ANGLE The injection angle is checked by using a Wilbar tube and tool no. 884057. On 02 and MD2 engines, the test is carried out on the cylinder nearest the timing gear casing. l. Fit the Wilblir tube on the delivery pipe nipple. Set the pump for maximum feed. Turn the engine over in its correct direction of rotation until the level tube is full of air -free fuel. See Fig 5. Z. Open the level valve on the measuring apparatus so that the level is 25-30 mm (0.98 -1.2") counting from the bottom. 3. Fit tool 88405 7. The tool is fitted on the manual starter shaft and rests with the marked part on the flywheel. 4. Turn the engine over until the compression stroke starts. 5. Continue to turn the engine over carefully until the fuel just starts to rise in the tube. Stop turning at this point. 6. Then check the position of the flywheel marking (Fig 19) in relation to the tool marking. The injection angle should be 2528o. Remember that there is a delay of one or two degrees due to the oH -loading valve ENGINE UNIT DESCRIPTION CYLINDER HEAD AND VALVE SYSTEM Fig 6. Cylinder head and valves 1. Lock nut 7. Spring disc 2. Adjusting screw 8. 0-ring 3. Rocker arm shaft 9. Copper sleeve 4. Rocker arm 10. Valve guide 5. Valve spring 11. Valve 6. Decompression device The cylinder heads, one for each cylinder, are made of special-alloy cast-iron with high heat resistance. The injectors are fitted in thin copper sleeves directly Oushed by the coolant. This designensures effective cooling of the injectors. The valves, rocker arms and rocker arm shaft are located in the cylinder head. Each cylinder head is fitted with a rocker arm shaft carried in a bearing bracket. The overhead valves are fitted in the cylinder head and are actuated by the camshaft through tappets, push rods and rocker arms The valves operate in replaceable valve guides. The clearance between the valve and the rocker arm is set by means of adjusting screws in the rocker arms. A decompression device is incorporated in the rocker arm covers to make possible manual starting. The rocker arms are lubricated by an oil ptpc which is connected to the lubricating oil pump. REPAIR INSTRUCTIONS Removing the cylinder head 1. Empty the cooling system, remove the radiator and cooling water pump. See the instructions concerning removal of the coolant pump. 2. Remove the rocker arm covers. 3. Remove the air cleaners. 4. Remove the delivery pipe and leak-off oil line. Fit protective caps. 5. Loosen the hoses at the thermostat housing and remove the exhaust manifold. 6. Disconnect the oil pipe line from the rocker arm shaft and then remove the attaching screws on the rocker arm bearing brackets. Remove the rocker arm mechanism and push rods. NOTE. Mark the rocker arm bearing brackets so that they are re-fitted correctly. 7. Loosen and remove the cylinder head nuts. Carc!ully straighten out the oil pipes to the rocker arm shaft. Then lift the cylinder head straight up. 8. Remove the cylinder head gasket. Be careful to avoid damaging the injector tip. Disassembling the cylinder head I. 2. Remove the crankcase breather filter. Remove the nuts retaining the injectors. Pull out the injectors. 3. Remove the valves and valve springs. Use a valve spring compressor tool when removญing the valve key. Place the valves in the correct order in a valve stand. 4. Clean all parts. Be particularly thorough with cooling water channels. Examine seal plugs fqr leakage and corrosion. Replacing the copper sleeve and injector seal ring Removing 1. Insert puller no. 884081 in the injector sleeve until it bottoms with the yoke tubes over the stud bolts. Fig 7. Removing the injector sleeve. 2. Turn the expandmg tool spindle anti -clockw1se to tension the spindle 1n the sleeve. Do not pull too hard but just enough to j.pve the spindle a iirm grip, Fig 7. 3. Tighten down the nut "''hereby the spindle and the sleeve are pulled up, remove the sleeve and then take off the tool from the sleeve. 4. Remove the seal rin;: in the upper part of the cyhnder head and clean the hole thoroughly, particularly the lower thinner part. Make sure that the hole is smooth and iree irom rusting wh1ch could cause leakage on the ne" Injector sleeve. Fitting 1. Smear the new seal ring with soap and fit the ring 1n the slot 1n the cylinder head. Make sure the ring is correctly located and undamagcJ. 2. Fu the inJector sleeve on tool no. 88ท1077 and oil in the sleeve externally. Pus'l down the tool with the sleeve in the cylinder head hole while the tool and sleeve arc turned clockwise or anti -clockwise. As soon as the thin part of the sleeve is correctly located, drive it into position with a hammer and ,, drift, Fig 8. Fig 8. Pressing in the injector sleeve 3. Oil in the spreader tool no. 884085 and push the tool down into the sleeve. Screw down both the attaching nuts without tightening them. 4. Screw down the tool until it is located in the thinner part of the injector sleeve and tighten the attaching nuts equally hard. See Fig 9. 5. Screw down the tool as far as the sho'.llder in the injector sleeve permits and this will spread the injector sleeve. Remove the tool. 6. Then adjust the length of the sleeve as shown in Fig 10. Fig. 9 Spx:.\\ffi{.. the sleeve ' .. Fig. 10 Adjusting the sleeve Valve guides To measure valve guide wear, fit a new valve in the guide and then measure the clearance with an indicator as shown in Fig. 11. See the specifications Cor wear tolerances. IC these tolerances are exceeded, replace the valve guides. F1g. 11. Checkmg valve gu1de wear. Replacing valve guides 1. Press out the valve guides using tool number 9991459, F1g. 12. 2. Oil 1n the guides externally and press them in with tool number 9994158 which gives the guidethe correct height above the cylinder head spnng plane. After they are pressed in, the distance "A" should be 21 mm (0. 83"). see Fig. 12. 3. If necessary ream the guides. See the specifications for the valve -valve guidty ;, self -centri ,g pitot spbdle which is fitted in the valve guides. Through the self -centring property of this pilot spindle, the work is always carried out correctly in relation to the centreline of the valve guide. To obtain the best possible result, make sure that the grinding stone!< :\re always dressed to ensure the correct angle. Another point which is not to be neglected is the tightening of the pilot spindle. It must be firmly in position since the grinding stone must work in a position which is absolutely at rightangles to the longitudinal axis of the valve. Make sure that not too much material is ground off and also make sure that the correct form and a good mating surface are obtained by removing the smallest possible amount of material. The grinding stone used should be an aluminium -oxide grindstone with ceramic binding agent. The stone is dressed and the angle checked in a dressing unit, Fig. 13, in which a diamond give;; the stone the right angle and surface. The stone must have the same angle as the mating surface of the valve seat. Fig. 13. Dressing the grinding stone. Grinding the valves If the valve disc sealing surfaces are burned or damaged in any other way, the valves must be machine-ground, see Fig. 14. 8 F'ig. 14. Grmding a valve The grinding disc !'diTllC b:nd1ng ;q:.enl. The grind:nt! machine is SCI ,ol .111 .1ngle of 45. 5 ฐ for the cxh.oust ond inlet \ol\'t!S. The mating suri:tc<:: must be ground :1s ltltlc as possible and only until it is "clean". 1i there IS less than 1. 0 mm (0. 04"1 edg., le!t on thc;o vdlve disc, scrap the valve. Also scrap ;,dvcs with distorted spindlt:'>. After machine-grinding, the valve disc should be ground in against the valve seat with grinding compound such as "Carborundu:-n". The vttlvc is then checked ior leakage in the followmg wproved, excessively loose tappets or tappets with darn.,ged ::ont.tct surfaces must be replaced. Rocker arm mechanism 1. Remove the lock rings from the rocker arrr. shaft and remove the rocker arms from the rocker arm shaft. :-:OTI:... The rocker arms are not identical. !\.lark them so that they are correctly re-fitted. 2. Clean the parts, being p.lrticularly careful \dth the rocker .a rm shait otl drillings and o..lso the rocker .1rm oil holes. Fig. 17. Rocker arm mechanism 1. Bearing bracket 5. Rocker arm 2. Rocker arm shaft 6. Bushing 3. Locknut 7. Lockring 4. Adjusting screw 8. Washer 3. Check for rocker arm shaft wear. Also c..eck that the ball stud spherical section is not deformed or worn. The threads must be undamaged on the pin and locknut. The nut hex must also be in good condition. The spherical surface of the rocker arm contact surfaces against the v.alve spindle must not be worn or pitted. Adjustment can he carried, out in the grinding machine in the case ofslight wear. 4. Oval-worn rocker arm bushings must b..: replaced. Use a drift to press them out and in. When the bushing is pressed in, the oil hole must be located as shown in Fig. 18. After pressing in, ream the bushing to a close running fit on the shaft. Remove all metallic particles. 5. Lubricate the rocker arm shaft, fit the rocker arms and then secure them with their lock rings. 9994154 Fig. 18. Replacing a rocker arm bushing. Assembling the cylinder head 1. Oil in the valve spindles and fit the valves in their respective guides. 2. Fit the valve springs and washers. The valve springs are fitted with the tightly wound end against the cylinder head. 3. Co:npress the valve springs with the special tool and fit the vctlve keys. 4. Fig. 20. Adjustin!! the valves. Watch the valves while turning the crankshaft \\Ith the m...nu.d st<.rtcr. \\hen the inlet valve starts to open :1nd the outlet valve closes, the 0-mark on the flywh<-cl is at the top as shown in Fig. 19. ท1 hen turn the crankshaft one more turn forwilrd <.nd adjust the valve clearance on this cylinder. l(cpeat the same procedure ior the other cylinder. With a warm en)::ine, the clearance should be 0. 30 mm (0. ll") for the inlet valve and 0. 35 mm (0. 014"i for the exhaust 'alve. Since the pistons are desij!ned with the combus•ion chamber tn the piston crown, the pistons go so high aAainst the valves that valv\! adjustmenท must never be earned out while eng1ne IS running, Since IS comingInto contact "'ith the piston and serious damage resulting. Adjustment is carried out b,ท means of a slotted screw which IS secured b,ท a locknut. 5. Fit t:te injectors but do not tighten them. Fitting the cylinder head If the pistons, cylinder head or cylinder block ha,•c been replaced, assembly mus! be carried oทtt according to special instructions. (See ''Adjusting the compression ratio"). Fit the filter for the engine crankcase 2. 3. Fit the exhaust manifold and tighten it slij.(:ltly jus•. so that it lines up the cylinder head. 4. Tigh!en the cylinder head bolts diagonally and alternately using a torque wrench. The tightening torque is 11 kgm (80 lb. ft.). 5. Tighten the exh<&ust manifold. 6. Fit the push rods and rocker arm mechanism. 7. Connect the lubricating oil pipes to the rocker arm mechanism. 8. Adjust the valves then fit the rocker arm covers and adjust the decompressio:t device (see below). 9. Connect up the fuel lines, tighten the injectors. Fit the radiator and coolant pump. 10. Air-vent the fuel system (see instructions on page Z5). 11. Start the engine. r:J;'l it warm and then retighten the cylinder head nuts. 12. Remove the rocker arm covers and finely adjust the valves. When the engine is warm, the clearance for the inlet valve is 0. 30 mm (0. 012"i and Cor the exhaust valve 0. 35 mm (0. 014"). > Fit theททi'citker arm covers and air cleaners, Dry off the contact surface and smear the new gasket round the holes for the push rods with non-hilrdening sealing compound (Pcrm:llex). Then fit the gasket with the copper-faced side upwards. ท Fit the cylinder head without tightening it. then•fi;;ally adjust the decompression device . ..;;:. ..... Adjusting the valves After theท cylinder head 'lnd cylinder block have beenท assembled, the valves are adjusted before the e..ine is started. Adjusting the decompression device The degree to which the dt>compression device presse.. down the outlet valve must always be checked when valve clearance is checked. II the downward movement exceeds 0. 5 mm (0. 02') there is risk for piston damage. J>.djustment is carried out with the exhaust valve off-loaded. Remove the oil filler plug. Loosen the locknut and unscrew the adjusting screw. Then re-tighten the adjusting screw until it just reaches the rocker arm. Tighten the adjusting screw one further half turn corresponding to a downward movement of 0. 5 mm (0. 02"). Then tighten the locknut. Fig. 19. DESCRIPTION CYLINDER BLOCK AND CRANKCASE The engine cylinder block is fitted in the upperpart of the crankcase. It is held in position by the cylinder head which is bolted to the crankcase by long stud bolts. The cylinder block is made of cast-iron, on twocylinder engines the blocks are identical and interchangeable. The cylinders are surrounded by a cooling jacket. The crankcase is made of cast-iro:1 and fitted with an inspection cover. PISTONS, PISTON RINGS, CONNECTING RODS The connecting rods are made of drop-forgedsteel and are fitted at the top with a precisionmachined bushing which acts as a bearing for the gudgeon pin. The big-end bearing shells are precis ion-m anufactured and replaceable. The bearing metal on them consists of indium -plated lead-bronze. The pistons are made of lightalloy and each has three compression rings and two oil control rings. The •.1pper compression ring on each piston is chromed to red11ce cylinder wear. The crown of each cylinder has a carcioid recess which is the combustion chamber. GUDGEON PINS The gudgeon pins make up the bearing unit for the pistons on the connecting rods. Due to the comparatively high pressure under which Diesel engines operate, the gudgeon pins must transfer considerable forces and this means that they must be constructed with particular care and made of the best material. The gudgeon pins are made of case-hardened steel. Casehardening gives the pins a very hard and durable surface layer at the same time as thecore retains its toughness, this ensuring resistance to fracture. CRANKSHAFT AND MAIN BEARINGS The crankshaft is made of forged steel, on D2 and MD2 engines it is carried in three main bearings fitted with replaceable bearing shells for the centre bearing and bushings for the end bearings. On Dl and MOl engines the crankshaft is carried in two main bearings. The bearing consists of white metal. The rear main bearing is fitted v.-ith an axial washer to locate the crankshaft axially. At the flywheel there is a seal ring of rubber and inside this a labyrinth type seal. REPAIR INSTRUCTIONS Removing the cylinder block 1. 3. ท1. Rcrnove the cy li nder block in .:lccorci.Jncc with the prev1ous instructions. Lous..n nnd r crnovc the nl:.tn\t.tl st::trtc r. Loosen the cooling wnter line ;'ltlnchrn..nt. Liit the cylinder blo..:k straight upwards. Inspection of cylinder block :\tier the block has been thoroughly cleaned nnd •ll deposits removed, m.1ke sure th.ll •.dl ch..1nncls •rทc ircc irom dirt ท•nทl ทle;>osits, a:1i 11::.0 lhdt t hc rc are no cr<1 cks in the block. Mea,suring the cylinder bore rho.: cdindcr bore is subje ct to most "car .rt the Uj)per p:..rt .1nd it therefore becomes t.rpercd. J'lc C\'lindcrs Jlso 'bcCO'TIC U'.ll-ot-round, ro Obl.1in ... complete picture of the condition oi the cvlinrers, rne<1s.;reml!nl must thcreiore be earned out :11 sever al different potnls lloth later.:tllr and longitudinallv. :'\lc:tsurc:nent is c.trried nul b\ท using a special cylinder bor..ท indic..ttor , Fig. 21. l'he degr ee of wear dectdes the rne :.sur es to be taken. If there arc scratches or scori ng in the C\ทlinder walls or the wear exceeds lhc values :llated in the specifications. re-bonng should be <' .t r ried out. ' 'l . 'ท.. Fig. 21. Measuring cylinder bore wear. .. ... I I Re-boring Re -boring must be carried out with special machines. Since exceptionally severe demands are rna de on the result of this work, experience and skill are needed on the part of the mechanic carrying out the operation. It is essential for the bore to be round, cylindrical and at rightangles to the crankshaft within very close tolerances. The surfaces of the cylinder bore must also be finely machined to the greatest possible smoothness to ensure a short runningin time. We therefore recommend that this work is carried out by a specialized company. Removing the pistons 1. Remove the cylinder head and cylinder block. Se•' the instructions under the heading con.:erned. l. Loosen and remove the inspection covers on the crankcase. 3. Mark the connecting rods and bearing caps. Remove the pistons. Inspecting the pistons After removing the piston rings and washing the pistons, examine the pistons to decide as to whet her they are in such good condition so that they can be re-fitted. Measuring the pistons Meas..re:ne:'lt is carried out by using a micrometer at right-angles to the gudgeon pin hole at the lower edge of the piston. See Fig. ll. Fig. 22. Measuring a piston. 12 Inspecting the piston rings In a Diesel engine 11 1s very important for the piston rings to be in good condillon smce thev must seal against high pressure and withstand high temperatures. The point at which pisto:'l ring replacement is carried out depends on oil consumptio:'l and the condition of the engine in general. If the piston rings must be removed for one reason or another. they should always be replaced as a rule bt new rings. Fitting the piston rings The fit of the piston rings must always be checked concerning ring gap and axial clearance in the piston ring groves. If the seal is to be "gas -tight". in addition to good contact against the cylinder bore, the rings must also provide a gas-tight seal against the ring groove in the p1ston as the piston moves up <..nd down. This means that the rings must move freely in the grooves at all temperatures smce they must iollo" the cylinder bore even when th1s has become worn. Co:1cerning piston rinA Aap und axial clearance, see the specifications on pdge 33. .. . ' Fig. 23. Checking piston ring gap. Fitting the piston rings I. Remove soot deposits from the piston ring grooves. 2. Fit the new piston rings in the cylinder botทe. Push the rings down with the piston. Measure the end clearance with a feeler gauge. SeeFig. 23. 3. Check the axial play of the rings in the grooves (Fig. 24). -1. Fit the piston rings on the piston with the help of a ring assembly tool, see Fig. 25. Fit the oil rings first, either way up. The compression rings are fitted as shown in Fig. 26. 5. Turn the rings so that the gaps are not opposite each other. The oil control ring gaps should be at 180ฐ to each other. Fitting the piston If the pistons, cylinder block or cylinder head have been replaced, assembly is carried out a special way. (See "Adjusting the compression ratio"). I. 2. 3. -1. s. Clean the bearing surfaces and crank journals. Smear the bearing surfaces with engine oil. Fit the piston and connecting rod in each cylinder. NOT!::. Make s11 re the pis ton ; s correctly located when fitting. The recess should be fitted so that it is directly under the injut the old bท.Jshing. s. 6. 7. 8. 9. 10. 11. Fig. 25. Fitting the piston rings Press in a new bushing. Make sure that the lubricating hole in the bushing indexes with the hole in the connecting rod. Ream or diamond-drill the bushing to an accurate running fit. When clear?-nce is correct the gudgeon pin should slide througf: the bushing under its own weight without noticeable looseness. See Fig. 27. Oil in the gudgeon pin and connecting rod bushing. Fit o:.e of the circlips. Warm up the piston to about 70 ฐ C (160 ฐ F). Fit together the piston a:-.r.l connecting rod. NOTE. It should be possible to press in the gudgeon pin, never hammer it in. Fit the other circlip. Check that the connecting rod runs easily in the connecting rod bearing. Fig. 26. Piston ring location (.3 Fi&. 27. Gudgeon pin fit Connecting rods Carry out a careful control after the connecting rods have been thoroughly cleaned. Fit new • connecting rod bolts when reconditioning since they are subjected to great stresses. Check the connecting rod bushing!!, preferably using a gudgeon pin as gauge. There mu.st be no noticeable looseness. Checking connecting rods Before fitting check the connecting rods for straightness and distortion. Rectify if necessary. Checking and rectification is carried out in a special apparatus as follows: Fig. 29. Checking for distortion I. Fit the cap and <'lttach the connecting rod in the tool with the expander. Fit the gudgeon pin which belongs to the connecting rod. Check straightness whl!n the indicator is placed on the gudgeon pin as shown in Fig. 28. 2. When checking for distortion, locate the 1ndicator as shown in Fig. 29. 3. Check for S-distortion of the connecting rod. Use the a?paratus support against the side of the connecting rod. The distance between the indicating surface and the connecting rod at the gudgeon pin hole must be equal on both sides of the connecting rod. Scrap and replace distorted or twisted connecting rods. Fitting the cylinder block If the pistons, cylinder block or cylinder head have been replaced, assem!>ly is carried out a special way. (See "Adjusting the compression ratio''). I. Clean all contact surfaces thoroughly. 2. Fit the shims. 3. Clean the cylinder bore. 4. Push do"'n the cylinder block over the piston in question using a piston ring compressor. Adjusting the compression ratio When replacing pistons, cylind..r head and q•linder block, the clearance between :he piston and the C\'linder head must be :neasured. !!" th1s is not done, there is risk for the engine labourinp. or not p rov1ding the right output. 1. Dcc.1rbonize and carefull\' dry off nd push carefully tnto the bearing housing so .IS not to damage the seal rings. Fit the Oywheel, cylinder block .md cylinder head. Replacing the crankshaft seal I. Loosen the dyn.1mo tensioner and remove the vee-belts. l. . Loo:>en .1nd remove the nul fro:n the flywheel. 3. Pull oi! the flywheel us inc pullc r no. 884078, sec lท"ig. 37. 4. Hemove the Wo0druii key. i. Loosc.:n .md t'e Jnove the se;-.l ing cover. "ท l{emove the old seal ring with .1 new ring. 7. l{c -fit the parts in the reverse order . fi..hten the ilywhccl lllll tO 70 kgm (500 lb. ft.). 00 0@ฎฎ0 I Fig. 37. Removing the flywheel. Removing the timing gear casing l. 2. 3. 4. s. Loosen and remove the manual starter. Remove the feed pump (02 and MD2) and fuel injection pump. Loosen all pipes and hoses connected to the timing gear casing. Loosen and remove the clutch or reverse gear, Remove the timing gear casing. Re-fit in the reverse order. Use a new gasket and smear it with Permatex or corresponding compound, Manual starter Removing If only the seal ring (S) and 0-ring (6) are to be replaced, follow points 4, S, 6 and 8. Removal of the ball bearing (7) is not necessary. Re -fit in the reverse order. 1. Loosen and remove the manual starter. l. Remove the cover (S. see Fig. 36.). 3. Loosen the screws (9) and remove the gear. 4. Knock loose the sleeve (1) pressed on the housing. 5. Drive out the pin (2), use a support under the shaft. 6, Drive out the spring pin (3) and pull off the sleeve (4). 7. Press the shaft out of the housing. Press as shown by the arrow in Fig, 36, 8. Re move the seal ring (S). the 0-ring (6) and the ball bearing (7). Before fitting clean all parts . Re -fit in reverse order. Before pressing the shaft into the housing, .fill the space between the seal ring and ball beanng and the large space-behind the ball bearing with heat-resistant grease. Manu<.1l starter l1 LUBRICATING SYSTEM DESCRIPTION I ..-r.. ' ') 0 ,c. ' * F'ig. 38. Lubricating system, 01 and MDI 1. Pressure gauge 3. Oil strainer (with manual 4, Relief valve starter) 5. Oil pump 2. Oil dipstick The engines are fitted with complete pressure lubriciltion S}'Stems shown in Fig. 38 and 39. Pressure is produced by a wing type pump forcing oil through the drillings to the lubricating points. The pump is driven through a dog clutch from the camshaft. Oil is sucked from the sump through the strainer <>nd then fo,.ced past a relief valve in the pump which prevents excessively l}igh oil pressure. The oil is then forced out to an oil gallery which feeds all the main, big-end and camshaft bearings as well as the valve mechanism. An oil pressure contact o,dth a warning lamp or a pressure gauge is also included in the system so that oil pressure can be checked. Lubricating oil pump The pump is of the wing pump type, see Fig. 40. It is driven by a dog clutch from the camshaft. ll sucks oil through a strainer and suction pipe and th.: oil is then fed by wings in contact with the pump housing. From the pressure side oil is fed through the filter to the various lubricating drillings. Oil pressure is limited by a relief valve in the pump. Oil pressure should be 1.5 -2.5 kg/cm2 (20 -35 lb./sq.in.). 18 Crankcase ventilation The engine has " closed c..rcu1t crankcase breather and thi!'> prevents cr;•nkc.tse gases from co:n 11:: ou t into the engine compartment. This breather consists o1 a filte r .,., ith connections <•nc oil tr,•p iu the space above the tap!)cts, see Fie. 41 , C' rankc•• s.: gases ท•rt: suo.: ked directly into the,; cn.:inc induction manifold .1nd IIllO the cdinders. Lubricating oil filter On 02 ท•nd 1\IOl encincs thcr ..ท i!> <..n oil cleaner, see lท'ig. ทll. A cleilncr to..ctht:: r with the insert and relief valve tnilkes up one unit bolted to the crankcase. Replace after every 50 hours of operation and when changing the oil. W ith a new or reconditioned cn..inc also change the cleaner for the first time after 20 hours of operation. Lubricating oil strainer The strainer, of wire mcs11, traps ctny li\rge particles in the oil bt:: forc the oil piiSSes to the pump. (?) i Fig. 39. Lubricating system, 02 and MDZ l, Pressure gauge (with manual starter) 2, Oil cleaner 3. Oil strTI Il::I{W!Sl:: :-10 OIL PRI::SSUR.... IS 011TA f!\:r:D AND THI:. I!:NGINIท. W ll.l Sk:T i'.E . LUBRICATING OIL PUMP Removing and disassembling I. Loosen the tl11ทct.: ,\ltachin.. holts. Fig. .J 1. C rankcasc \'Cntilation Fig. 42. Oil cleaner. 1. Relief valve 2. Insert 3. Gasket 2. Remove the oil pump. 3. Loosen and remove the pump cover. 4. Remove the spindle with wings. 5. Loosen the plug at the relief valve, rerr.ove the spring and plunger. Clean all parts thoroughly and check the housing, spindle and wings for scoring and wear. Scoring is not permissible. After checking aU parts, test the oil pump springs, i. e. the spring between the wings and the relief valve spring. See specifications for test figures. Fig. 43. Removing the oil strainer ; \ Fig. 44. Location of wings Fig. ทIS. Jt,•mff line connection -!. !nJN:tor pwnp. On Dl and MDI engines there is gravity feed !rom the fuel tank. This means that the fuel tank must be at least 150 mm (6"} higher than the inlet on the engine fuel filter to obtain a gravity feed. Fig. 47. Fuel system, DZ and MD2. J. Feed pump with pre-filter 2.. Fuel filter 3. Leak-off connection 4. Injection pump 5. Injectors REPAIR INSTRUCTIONS THE GREATEST CLEAI': L!:"ESS :-..tL"ST BE OBSERVED 1:'11 ALL WORI< 01': TilE Fl:EL SYSTEM A:"D ITS EQU!Pt-.!F.:"T. FUEL INJECTION PUMP 1(-Removing 1. Loos.:n all p1pc connectwns o..nd fit protccttvc caps. 2. Loosen the control ;um :.prmc. 3. Loosen the fou1ท pump attachtnc 1.t..lts. I. Lift tl:o.' ;>ump str:11cht upwurc! s. !i the pump j:1ms this can be due to tht.' contrvl rod contan:n.. the tlrn1nc t.:<'.lr t":l!>ll\1!. Push th1s Ill •)ne t:trectlon or th.. •>the:-. l..s PEC.-r,ow Co't'c..(* Asove.) ANt> S\Ll Ff= A ''HAND "1'owt.L.. Stz.t RAG-NOTE. Repa1r work including adjustment to the internal pump components and which can alter their settings may only be carried out by authorized Diesel workshops with the required tools and test devices. Fitting L. Clean round the pump attachment. z. Measure the distance from the attaching surface on the timing gear casing to the pump cam basic circle, use a depth micrometer or a sliding calliper. The measurem should be 82.8! 0. 2. mm (3. 2.60 + O. 008"). This measurement includes the gasket I tJ 1"..G Hcus .t.J& UtJt>E:.. tJEr\1-\ '1"l-\E Pu MP--ro CA\c H AIJ'/ PA..S -(t-l kf FALL Du .. ttJ6-PuMP Rt-Mov'AL ..\ Fig. 48 . Injection pump, Dl and 1\!Dl between the pump flange and the timing gear casing. This measurement must agree if the injection angle is to be correct, Fig. 50. 3. Fit a new ga11ket and smear with Permatex or similar compo'::Jlld• 4. Fit the injection_ pump. NOTE. Make sure that the control arm cube is correctly locatetl in the governor lever. 5. Tighten the pump. Use new copper washers. 6. Connect up the fuel lines. 7. Air -vent the system. (See "Air -venting the fuel system"). 8; Fit the inspection cover. Use a new gasket and smc ar with .Pormatox or corresponding compound. Fig. 49. Injection pump, 02 and MD2 Figs. 48 and 49. Injection pump 1, Delivery pipe 7. Roller tappet 2. Spring 8. Spring 3. Off-loading '11ve 9. Control rod 4. Seal 10. Pump housing 5. Pump element 11. Inlet 6. Sleeve 12. Screw union lท'ig. 50. 1\lt.:dsuring the timing gear casing INJECTORS Removing 1. Clean the injector, delivery pipe and cylinder h.:c.d round the injector. 2. Unscrew the delivery pipe and lec.k-off line from the injectors. Fit protective caps. 3. Loosen both the nuts retaining the injector 10 the cylinder head and Iift up the injector. Testing If there is reason to believe that an injector is faulty, it should be removed from the engine and tested in a special npparatus. 1. Wash the injector until clean and fit in the test apparatus, see Fig. 52. 1. Leak-ofฃ line 2. Delivery pipe connection 3. :'\ozzle nut 4, :-Jozzle s. :'\ozzle needle 6. Push rod 7. :-Jozzle holder 8. Spring 9. Protective casing 10. Adjusting washer Fig. 51. injector . •. ron1.! Fig. 54. Cleaning a nozzle needle Disassembling If the injector is to lie disassembled for some time, it should be kept in fuel oil. Finger prints can cause rus ting which ruin,s the precision grinding work with which the parts are manuiactured. The nozzle and nozzle needle are matched together and should therefore not be mixed up with parts from other nozzles. I. Remove the protective casing, 9 Fig. 51, release and remove the nozzle nut. l. Remove the nozzle needle from the nozzle. Cleaning and adjusting I. Lay the needle and nozzle in alcc!tOI for about 30 minute s be(ore startin.. cleanina.: to dissolve resin deposits. Do not mix together nozzles and needles from different injectors. 2. Clean the needle with a brush and pure oil (white spirit). See Fig. 54. 3. Clean the channels to the nozzle pressure chamber using a drill or a silver wire. 4, t.:se a special scraper to clean the nozzle pressure chamber , Fig. 55 . ..'5. Cleaninq the pressure chamber 1-"ig. '52. Injector tester l. P.J:np up the pressure until the injector needle opens and then read off the opening pressure. This vo.ries c!epending on the type of injector. See the specifications on page 32. The opc:1inl:l ;nessure c .:1 'be odjusted l>y me<•ns oi washers \oc1tN! '>C t\\ecn the upper spring retainer and the protective:: c;:.sin... sec 10, Fig . 51. Rcmcm:>cr tholt the spring retninctท must be p• illซd d..ln down to the hnttom for eac!1 new test. L Pump ''P to i\ pres sure oi 120 kt:/cml (1700 !h./"LLA 150Sii>-l otntl ))l.l.t\ I '50Sl4'5 'Jr 135 ke cml (1'J,H) lb. SCJ. in. ) for injector [)l.L.t\ 1505120 135 and rna intain this pressure ior 10 scconds. l)q l'irll! • his rwriocl there ::1ท1st 11e "" ทnois tu rc •>'1 the r\ricd.injcctur point. 4. c:loc.:ck the spr.ov 11.o lll'l'll. I I.e incl.ท.•tl t.tl spr.t.. jets must he ido:ntic. .t .ond he dir..,ctcd as ,hn" n in Fi.t. ; I. -iittcd on the e!'l.tinc. !i :::os.!list.octvnท, dis •SSctnt•le, c1e:.n ท•lld .o -I. 'J.!I mm {0 . 311" • o. 31.!") 1. uo:;, . I.C).!I mm (0. 3! !'' -0.31.!") 21 mm (0. ..3") 0. O:?.H • 0. 070 mm (0. 0011" -0. 00l7") 0. 060 -0. 097 mm (0. OOZ-l" -0. 003H") approx. 50 mn' (2") 39 mm (1. 53") 3Z mm (1. 26") I. 5 1itrcs (01 and l\101) . (1. 3 Imp quarts = l.o US quarts) Service DS SAE 10 W a SAE 20 1.5 -2.5 (2 1-35) Wing pump 40 mm (I.57") 34 mm (I. 34 ") 31.5 mm (l. l4") 31 mm {I. 22") 24. 5 mm (0.96") PFR 1K65/264/l l KBL52S58/4 DLLA150SI64 Three, 0. 23 mm (0. 009'') 135-140 {1920-1990) 25 -28ฐ PFR1K60/127 ;'11 KBL52S42/4 DLLA150Sl20 Three, 0. 25 mm (0. 0098": 175 (2485) 26 ฐ PFR1K65/264/ll KBL87S78/4 DLLA150S245 Three, 0. 25 mm (0. 0098") 135-140 (1920-1990) 25 -28ฐ Bosch FJ/DW 2/3 o Bosch F JSJ 32 U7 3. 0 htres (D.! and l\102) 2.6 Imp =1uarts = -ทZ VS quarts) 3. 2') litres (02 and MD2 (2. 9 Jmp '-l'.lar:.s = 3. 4 US quara) PFR2K65/291/l l KBL87S78/4 DLLA 150S24'i Three, 0. ?. >. 1nm (0. 009''/ 135-140 (l ...!U-1990 ?.5 -28ฐ Pierburg PE15246 Approx. 0. 5 (7 lb. /sq. in.) GOVERNOR Type . . . . . • . . . • ..... . . . . . . . . . . • . • . . . . . • . . . . . Length of damping spring, unloaded ...... .... . Loaded with 250 grams ( 0. 55 lb. ) .......... . Loaded with 500 grams ( 1. 1 lb.) ..... .... ..... . ELECTRICAL SYSTEM Battery voltage . . . . . . • . . . •. . . • • . . . . . . . . . . . . . Battery capacity, max. . . . . . . . . . . . • . . . . . . . . . . . Starter -generator Bosch . . . . . . • . . . . . . . . . . . . . Generator output, max . . . . . . . . • .. . . .. . . . . . . . . Generator output, continuous . . . . . . . • . . . . . . . • . . Starter motor output .....•.•.. • . . . . . . . ....... Specific gravity of battery electrolyte: Fully charged battery ....................... . When battery needs re-charging . . . . . • . .•...... COOLING SYSTEM Engine . . . • . . • . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . Type . . . . . ..•..• . • . . . . . . . . . • . . . . . . . . ........ Pressure valve opens at .... ................. . Capacity . . . . . • • . . • . . . . . . . . . . . ...........•... Thermostat: Type ..... ...... ........ ............. ...... . Starts to open at . . . . • . .. . . . . . . . .. . . . . . . . . . . . . Fully open at .... ..... ..... ............. .... . Engine . . . . . . . . . .....•... . . . . . . . . . . . . . . . . . . . Type .....••.. . . . . . • . • . . . . . . . . . . . . . . . . . . . . . . Pressure valve opens at ..... ................ . Capacity . . . . •. . •••..• . . . . . . . . . . . . . . . . . . . . . . . Thermostat: Type . . . . . . . . . . . • . . . .. . . . . . . . . . . . . . .. . . . . . . . Starts to open at . • .•....... . . . . . . . . . .. . . ...•. Fully open at . . .. • ................ . . . . . . . .. • . Engine ..••..• . . • • . . . . . . . . . . . . . . . . . . . . . . . . • . Type ........• . . . . . . . . . . . . . . .. . .. . . . . ....... Thermostat: Type ....... .................... .. ..... .... . Starts to open at ....•.................. ...... fully open at .• . .. . . . .. . . . . . . ... . . . . . . . . . . . . . Eng•ne .......•............................. rype . . . ..•.•. . . . . . • . . . . . ................... Thermostat: Type . . . . . . . . . . • . . . . . ............. . . . . . . . . . . Starts to open at • . • . . . • . . • . . . ...... . • . . . . . ... Fully open at ..••... . . . .. . . . . . . . . . . . . . . . . . . . . REVERSE GEAR Type . . . . • . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reverse gear ratio, "ahead" ................. . Reverse gear ratio, "astern" ................ . Lubricating system ................ ......... . Propeller type ... .................. ........ . WEAR TOLERANCES CYLINDERS To be re-bored when wear att.uns (or 1f engtne has abnormally high oll consumpllon) ......... . 01, MDl 02, MOl 01 Centrifugal governor 35 -0. 5 mm (1. 38 -0. 02") 39 .. ..: .. mm (1. 54 .. ..: ..i..:: ) II 43 ! 0. 5 mm (1. 69 ! 0. 020") 12 v 60 amp. hrs. LA/EJ90/12/2900/l . 0 R2 135 w 90 w 1 b. p. 1. 275 -1. 285 1. 230 Pressure 21. Z -1. 3 (17 - 2. 1 litres (1. 8 Imp quarts = z. Z US quarts) Bellows thermostat 75 -780C (167 -171 OF) 90ฐC (1950F) 02 Pressure 1. 2 -1. 3 (17 -18 in. ) • MDl Sea-water cooled Bellows thermostat 75 -78ฐC {167 -173 ฐ F) 90ฐC (195 ฐ F) 3.5 litres (3 .0 Imp quarts = 3. 7 US quarts) Wax thermostat 71ฐC (160 ฐ F) 89 ฐ C (1 93ฐF) MD2 Sea-water cooled Bellows thermostat 62 -67 ฐ C (144 -1 53 ฐ F 78 ฐ C (173 ฐ F) Volvo Penta RB I. 87:1 I. 87:1 I. 7:1 Same as engine Left hand thread 0. ZO mm (0. 008") 35 CRANKSHAFT Main bearing journals: Permissible out -of _ round M _ ain bearing ทp..;..;i....ibie. ....;..;::::: B1g&nd bearing journals: Permissible out-of -rouno. • • . . • . . •• •• .• •. . • • . . . . . . . • . .. •• . .. . Big-end bearing journals: Permissible taper .. Maximum axial clearance on crankshaft ...... . VALVES Valve spindles, permissible wear • . . . • . . • . • • . Permissible clearance between valve spindle and valve guide: Inlet valves ..•••••..•..• . . . . . . • . . . . . . . . . . . Exhaust valves ....... . • . • .. . . • • . . . . • . . . . . . The valve disc edge must be at least ........ . CAMSHAFT Bearing journals, permissible out -of -round with new bushings •.. .•••••• . •• . . .. . . •. . . . ท ท Bushings, permissible wear . . . . • . . . . •• .. ท ท ท ท TIGHTENING TORQUE ENGINE Cylinder head nuts . •• • •• • •. . .• . •. . •. . .. . .. . Centre bearing .••••..•••..••.......•...... Crankshaft gear bolts •.•.••.••.•....• ท . . . • • ท Flywheel • • ••••.•.••..••...••..• ... • . • . . . . . Connecting rod bolts ••.••••... . . . • . . . •• . . . •. Injectors . . . . .•••••..•.•••...•.••.. . . ....•. Oil filter nipple . • . • • . . • .. . . . . • . • • . . . . . . • . . . Water pump flange . .. •• •• .. .. .• .• .. .. .. •. •• Main bearing cover .• . •• . •• . •• • . . • . . • . . . . • . . REVERSE GEAR Bolt !_or clutch bali . . . • . . • . • . . . . • . • . . • . . . . . • 36 0. 06 mm (0. 0024") 0. 05 mm (0. 0020") 0. 06 mm (0. 0024") 0. 05 mm (0. 0020") 0. 35 mm (0. 0140") 0. 02 mm (0. 0008") 0. 15 mm (0. 0060") 0. 17 mm (0. 0067") 1. 0 mm (0. 040") 0. 03 mm (0. 0012") 0. 05 mm (0. 0020") II kgm (80 lb. ft. ) 8 kgm (60 lb. fl .) 8 kgm (60 lb. ft .) 70 kgm (500 lb. ft .) 6.5 kgm (47 lb. ft. ) 2 kgm (14 lb. ft .) 4 kgm (30 lb. ft.) 8 kgm (60 lb. ft. ) 4. 5 kgm (33 lb. ft.) ..• 14 .kg.m (100 lb. Ct., ... .., %' .., -, 884057 . Part no. 884047 884057 884077 884078 884081 884085 884200 884201 9991459 9994128 9994154 9994158 TOOLS Cleaning tool Cor mJectors Control tool for injection angle Drift for fitting copper sleeve Puller' for flywheel and crankshaft gear Pull er for copper sleeve Spreader tool for copper sleeve Holder !or cleaning needle Cleaning needle for injector Drift for removing valve guide Reamer for valve guide Drift for removing and fitting rocker arm bushing Drift for fitting valve guide MD 1 Engine MD 2 Engine Notes\./ot_Vo PcN\AE..lJ&(N..'..MD l -<\4.sc.c::, Y& 3 4 ..-.. Fu.E:\... .. .. .f..,. .kf.C.:.P............... ..B.. ..FJ.....;r.,,J..:?:..V.7.. ..............................................\'G-;2.5 -AIR. VctJทntJ& -rf!t f"vGL 1-lL\6!2-Af'l.. S'1 5..€M. ทททททททททท pG .. q ....... W,jJ...r; ......r.\J1....f.. ...It...\PE:..1.-<.l.E:.R"7!... ..... . 8..9.l........................................................................ r'& 34 -:-: QJ\.-1:'1P<'.... A... o. AM.o.e.!J:::C ...,...........6.. ....5: LITR..$.. . f & 3 5 -::-. fH...@.MP.?T..'3.l... .. :: ... .75....---.7..?....G:... 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AB VOLVO PENTA GOTEBORG SWEDEN