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M61RIIIE DIESEL EIISIIIE MODELS IGMIO(C)2GM20(F)(C)3GM30(F)(C)3HM35(F)(C) FOREWORD This service manual has been compiled for engineers engaged in sales, service, inspection and maintenance. Accordingly, descriptions of the construction and functions of the engine are emphasized in this manual while items which should already be common knowledge are omitted. One characteristic of a marine diesel engine is that its performance in a vessel is governed by its applicability to the vessel's hull construction and its steering system. Engine installation, fitting out and propeller selection have a substantial effect on the performance of the engine and the vessel. Moreover, when the engine runs unevenly or when trouble occurs. it is essential to check a wide range of operating conditions--such as installation on the hull and suitability of the ship's piping and propeller-and not just the engine itself. To get maximum performance from this engine. you should completely understand its functions. construction and capabilities. as well as proper use and servicing. Use this manual as a handy reference in daily inspection and maintenance. and as a text for engineering guidance. Printed in Japan OOOOAOAl36l Models 1 GM1 O(C) 2GM20(F)(C)3GM30(F)(C)3H M35(F)(C) A. Engine Model Name 8. Engine Model Name Plate and Clutch Model Name Plate . C. Cylinder Number . CHAPTER 1 GENERAL CHAPTER 8 FRESH WATER COOLING SYSTEM 1. Specifications . 1-1 1. Cooling System . 8-1 2. Principal Construction . 14 2. Sea Water Pump. 8-3 3. Performance Curves. 3. Fresh Water Pump 4. Features 4. Heat Exchanger . 5. Engine Cross-Sections 1-10 5. Filler Cap and Subtank. 8-11 6. Dimensions 1-17 6. Thermostat 8-13 7. Piping Diagrams. 1-24 7. Cooling Water Temperature Switch. 8-16 8. Precautions 8-17 CHAPTER 2 BASIC ENGINE 1. Cylinder Block 2-1 2. Cylinder Head ... 2-9 CHAPTER 9 MODIFYING THE COOLING SYSTEM 3. Piston. 2-28 1. General 4. Connecting Rod. 2. Disassembly of Sea Water-Cooled Engine 5. Crankshaft. . 2-38 3. Assembling modified parts 6. Flywheel and Housing . 249 to the Fresh Water-Cooled Engine 9-7 4. Cautions When the Engine is Installed Inboard 7. Camshaft. 9-12 8- Timing Gear . CHAPTER 10 REDUCTION AND REVERSING GEARCHAPTER 3 FUEL SYSTEM [A] For Engine Models 1 GM1 0. 2GM20(F) and 3GM30(f-l 1.Fuel injection System 3-1 10-11. Construction .. 2. Injection Pump . 10-72. Shifting Device ..... . 3. Injection Nozzle. 3. Inspection and Servicing . 10-14 4 Disassembly . 10-19 4. Fuel Filter 5. Fuel Feed Pump .. 5. Reassembly . 10-24 6. Fuel Tank {Option}. {Bl For Model 3GM351F) CHAPTER 4 GOVERNOR 1. Construction. 10-29 1. Governor. 4-1 2. Installation 10-33 2. Injection Limiter . 4-9 3. Operation and Maintenance .. 10·34 3. No-load Maximum Speed limiter . 4. Inspection and Servicing, 10-35 4. Idling Adjuster 5. Disassembly . 1040 6. Reassembly 1044 5. Engine Stop Lever .. CHAPTER 5 INTAKE AND EXHAUST SYSTEM 1. Intake and Exhaust System 2. Intake Silencer 3. Exhaust System .... 4. Breather . CHAPTER 6 LUBRICATION SYSTEM 1 . Lub!ication System . . 6.. 1 2. Oil Pump. 6-5 3. Oil Filter . 6·9 4. Oil Pressure Regulator Valve. 6-12 5< Oil Pressure Measurement . 6-14 CHAPTER 7 DIRECT SEA-WATER COOLING SYSTEM 1. Cooling System . 7"1 (C] Marine Gear Models KM2P. KM3P and KM3V for Engine Models 1GM10, 2GM20(F) and 3GM30{F) 1. Construction. 10-50 2. Shifting Device .. 10-56 3. Inspection and Servicing . 10-61 4. Disassembly . 10-68 5. Reassembly 10-73 f D l V -drive Gear, Mode! K M3V 1. Construction. 10-77 2. Specifications . 10-80 3. Power Transmission System . 10-81 4. Cooling System (Sea-water Cooling Engine). 10-82 5. Piping Diagrams. 10-85 6. Inspection and Servicing ... 10-90 7. Shim Adjustment for V-drive Gear Shaft. 2. Water Pump . . 3. Thermostat 7-11 and Backlash Adjustment for V-drive Gear Shaft and Drive Gear . 4. Anticorrosion Zlnk . 10·92 7-16 8. Disassembly5. Kingston Cock {Option) . . 9. Reassembly6. Bilge Pump and Bilge Strainer !Option) Printed in Japan OOOOAOA 1361 CHAPTER 11 REMOTE CONTROL SYSTEM 1. Construction . . . . . . . . . . . .. . . . . . . . . . . . . . . . . .......... 11-1 2. Clutch and Speed Regulator Remote Control ............ 11-3 3. Engine Stop Remote Control ........................... 11-7 CHAPTER 12 ELECTRICAL SYSTEM 1. Electrical System ..................................... 12-1 2. Battery . . . . . . . . . . . . . . . . . . . . . .................... 12-4 3. Starter Motor ......................................... 12-7 4. Alternator Standard, 12VI55A .......................... 12-18 4A. Alternator Option, 12V/35A ........................... 12-28 5. Instrument Panel ..................................... 12-37 6. Tachometer ...... .................................... 12-43 CHAPTER 13 OPERATING INSTRUCTIONS 1. Fuel Oil and Lubricating Oil............ . ........ 13-1 2. Engine Operating Instructions .......................... 13-8 3. Troubleshooting and Repair ........................... 13-13 CHAPTER 14 DISASSEMBLY AND REASSEMBLY (Direct Sea-Water Cooling Engine) 1. Disassembly and Reassembly Precautions ............... 14-1 2. Disassembly and Reassembly Toots .................... 14-2 3. Others .............................................. t4-t3 4. Disassembly ......................................... 14-14 5. Reassembly .......................................... 14-28 CHAPTER 15 DISASSEMBLY AND REASSEMBLY (Fresh Water Cooling Engine) 1. Disassembly of Fresh Water-Cooled Engine .............. 15-1 2. Reassembly of Fresh Water-Cooled Engine .............. 15-11 3. Tightening Torque .. ................. ................. 15-21 4. Packing Supplement and Adhesive Application Point .....15-24 Printed in Japan OOOOAOA 1361 A. Engine Model Name B. Engine Model Name Plate and Clutch Model Name Plate A. Engine Model Name The nomenclature of the New GM(F)/HM(F) series follows the order shown below. e.g.: 2 GM 2-cylinder Marine engine series 20 F Discrimination of old GM(F) Model B. Engine Model Name Plate and Clutch Model Name Plate To every engine model described in this manual, an engine model name plate and clutch model name plate are fitted as shown in the following figures. In addition, the engine serial number is stamped on the cylinder body. Specifications of the engine and clutch to be shipped are recorded and filed using the numbers marked on the engine model name plate and clutch model name plate. B·1 Item descriptions on the model name plates and information to be forwarded to us [Item descriptions on Model name plates] Engine model name plate SM/GM(F}(C)·HM(F)(Cj Discrimination of engine type. F = Fresh water cooling. C= Sail-drive. (When there is no mark this stands for the engine with direct sea-water cooling) The specifications or components of the engine or clutch may have been partially altered to improve performance, and the components involved may not necessarily be interchangeable. Therefore, when parts are ordered, please furnish the item description in the blank spaces shown in the figures, using the descriptions given on these plates. [Information to be forwarded to us] Your engine model GM-series HM-series l'riult>d iu Japan 0-1 o YANMAR DIESEL. 0.. MODELyt!!r1GM1 0 HP 8.0CONT. RATING RPM 3400 ENGINE No. MADE IN JAPAN Clutch model name plate 0 MARINE GEAR MODEL KM 2 GEAR RATIO OIL SAE 20/30 HO OIL QTY LTR. No 0 KANZAKI KOKYUKOKI MFG CO. LTD MARINE GEAR MODEL KBW 10 GEAR RATIO @ OIL ATF A OIL OTY 0 7 LTR. 0 No. 0 OSAKA JAPAN Your engine number Your clutch model Your clutch gear ratio 0 Your clutch number OOOOAOAJ361 B. Engine Model Name Plate and Clutch Model Name Plate SM/GM(F)(C)·HM(F)(C) 8·2 Location of engine model name plate and clutch model name plate B-2.11GM10(C) Engine model name plate B-2.2 2GM20(F)(C), 3GM30(F)(C) Engine model name plate 2GM20(F)(C), 3GM30(F)(C) name plate 1GM10(C). 2GM20(F)(C), 3GM30(F)(C) B-2.3 3HM35(F)(C) model name plate Clutch model name plate 0-2 Printed in Japan OOOOAOA1361 B. Engine Model Name Plate and Clutch Model Name Plate C. Cylinder Number SM/GM(F){C)·HM(F)(C) B-3 Location of stamped engine serial number B-3.1 1GM10(C) B-3.2 2GM20(FJ(C}, 3GM30(FJ(C), 3HM35(FJ(C) Stamped engine serial number C. Cylinder Number The cylinder numbers of t he 2cylinder engine and 3 cylinder engine described in this manual are designated as follows. Flywheel (1) The sequence of cylinder numbers is given as No. 1, No. 2 and No. 3 starting from the llywheel side. (2) These cylinder numbers are consistently used for devices and parts connected with the cylinder head and valve moving mechanism. However, please note that items related to the fuel injection pump do not correspond to the numbering of the cylinders. 0-3 Printed in Jap® OOOOAOA136I CHAPTER 1 GENERAL 1. Specifications . 2. Principal Construction 3. Performance Cutves . 4. Features . 5. Engine Cross-Sections .. 6. Dimensions 7. Piping Diagrams ....... . . . 1-1 .. 1-4 . ........ 1-5 . .. 1-9 .......... 1-10 .. 1-17 . 1-24 l'rinll'fl in Jurmn OOOOAOAI361 ( ·llapf('T I General I. ..'ipc.·cijicalion\ SMI <:111(/-/(( )"Hill(/-/(() 1. Specifications . 3GM30 3HM35 - 1-1. Direct Sea Water Cooling Type - Model - 1GM10 -- Type ---- - .. ---Vert1cal 4-cycle water cooled diesel engine - - - - - Sw1rl pre-combustion chamber - - Combust1on chamber - - . · - · - - -Number of cylmders ----2 3 - ··- - . - Bore x stroke - -BOx 85 (3 15 x 335) -- --75 X 72 (2 95 X 2.83) -·--·---·· mm (in_) --· 0954 (58 21) ·--r--· ' OutpuVCrankshaft speed - - -'!(in. '1) - 0318 (19 40) - - 01splacement 1.282(78 23) - 0636(3881) ' - Continuous ratmg output (01N6270A) - - 22.4/3200( 30/3200 I 17.7/3400( 24.1 /3400) 11.8/3400( 16.0/3400) - 6.58 (93 57) Brake mean effective pressure kgf/cm2 (lb/in.2) 666{9471) P1ston speed 907(29.76) m/sec_ (!Usee ) -..-----8 16(26 77) I - 25.4/3400134/3400 kW/cpm(HP/cpm) 6.7/3600(9.1/3600) 13.4/3600( 18.2/3600) 20 1/3600(27.3/3600) OutpuVcrankshaft speed One hour raling output {01N6270B) 7 02 (99.82) -- Brake mean effective pressure kgf/cm2 (lb/in . 2 ) 7 07 (100 54) · 9 63(31 59) Piston speed m/sec. (ft/sec ) 864 (28 35) - - Compress1on ratio Fuel 1nject1on t1ming (FlO) - degree Fuel injecllon pressure kgf/cm2 (lb/in.2) Ma1n power take off Front power take off Crankshaft Direction of rotation Propeller shaft (Ahead) - 23 0 b TDC15±1 b.TOC15±1 b TOC18±1 170+5 (2347-2489) at Flywheel side at Crankshaft V-pulley side Counter-clockwise viewed from stern Clockwise viewed from st..rn 24.8 -- b.TDC21:!:1 160±5 (2204-2347) Cooling system Direct sea water cooling (rubber 1mpeller water pump) Lubrication system Complete enclosed forced lubrication -· --· Starting system Electric Electric and manual Model KBWlOE KM3A KM2C Wet multi-disc mechan1cal type Mechanical cone clutch w1th single stage for both ahead and astern 2.14/2.50 2 83/2.50 1498/1280 1129/1280 Clutch Dimensions Reduction ratio (Ahead/A stern) Propeller speed OIN_A rating (Ahead/Astern) Lubrtcating oil capac1ty Clutch weight Overall length Overall width -· rpm -'!(in. :J) kg (lb.) mm (in.) mm(in_) 2.2113.06 1540/1113 2.62/306 1298/1113 547 (21 53) 410 (16 14) 322/3 06 22113.06 1055/1113 1540/1113 0 25 (15.26) 95 (20.95) 262/306 1298/1113 638(25.12) 455 (17.91) 3 22/3 06 1055/1113 2.36/3.16 1441/1076 2.61/3_ 16 1303/1076 03(18 31) , 1.0 (24 26) 735 (28.94) 455 (17.91) 3 2013.16 1063111076 Lubncating oil capacity (rake angle 8°) Engine weight w1th duth (dry) Overall height Total Effective -·-- mm{ 1n.) £(in. :1) £(in...) Kg (lb.) 485 (19 09) 1.3 (79.33) 0.6 (36.61) 76(168) 495 (19.50) 2.0 (122 OS) 1.3 (7933) 106(234) 495 (19 50) 26(15865) 1.6 (97 63) 130 (287) --- ·- 0.7(42.72) 17 5 (3858) 786 (30.94) 485(19.09) 617 (24 29) 5.4(329 51) 27(164 75) 158 (348) Prmted in Japan 1-1 ADA 1361-JCOI Chapin-I Grnrral I. Sprciftcation.< 1-2. Fresh Water Cooling Type Model Type Combustion chamber Number of cytinders Bore x stroke Displacement Continuous rating output(DIN 6270A) One hour rating output (DIN 62708) Compression ratio Fuel injection timing (FlO) Fuel inject•on pressure Main power take off Front power take off Direction of rotation Cooling system Lubrication system Starting system Clutch Dimens•ons Lubricating oil capacity (rake angle 8'"') Eng.ne weight with clutch (dry) SM/GM(F)(C)"HM(F)(C) mm(in_) f(in.3 I Output/Crankshaft speed kW/rpm(HPhpml Brake mean effective pressure kgf/cm 2 (lb/in.2) Piston speed m/sec. (fUsee.) Output/Crankshaft speed kW/rpm(HPhpml Brake mean effective pressure kgf/cm2 (lb/in.2 I Piston speed m/sec. (ft/sec.) degree kgf/cm2 (lb/in-' I Crankshaft Propeller shaft (Ahead) Model Reduction ratio (Ahead/Astern) Propeller speed DIN. A rating (Ahead/Astern) rpm Lubricating oil capacity f(ln.'l Clutch weight kg(lb.) Overall length mm(in.) Overall width mm(in.) Overall height mm(in.) Total f( in. 3 I Effective f( in.3 I kg (lb.) 2GM20F 3GM30F 3HM35F Vertical 4-cycle water cooled d•esel engine Swirt pre-combustion chamber 2 3 75 X 72 (2.95 X 2.83) 80 X 85 (3.15 X 3.35) 0.636 (38.81) 0.954 (58.21) 1.282 (78.23) 11.8/3400(16.0/34001 17.7/3400( 24.1/34001 22.4/3200(30/32001 6.66 (94.71) 6.58 (93.57) 8.16 (26.77) 9.07 (29.76) 13.4/3600( 18.2/36001 20.1/3600( 27 3/36001 25.4/3400(34/34001 707 (100.54) 7.02 (99.82) 8.64 (28.35) 9.63 (31 59) 23.0 24.8 b.TDC 15±1 b.TOC 18+1 b.TDC 21±1 170±5 (2347-2489) 160±5 (2204-2347) at Flywheel side at Crankshaft V-pulley s1de Counter-clockwise vtewed from stern Clockwise viewed from stern ·Fresh water cooling with heat exchanger Complete enclosed forced lubrication Electric KM2.C KM3A KBW10E Mechanical cone clutch with single stage for both ahead and astern Wet multi-disc mechanical type 2.21/3.06 2.62/3.06 3.2213.06 2.3613.16 2.61/3.16 3.2013.16 2.1412.50 2.83/2.50 1540/1113 1298/1113 1osst1113 1441/1076 1303/1076 1498/1280 1129/1280 0.25 (15.26) 0.30 (18.31) 0.70 (42.72) 9.5 (20.95) 11.0 (24.26) 17.5 (38.58) 643(2531) 740 (29.13) 791 (31.14) 482 (19.00) 455 (17.91) 475 (18.70) 545 (21 46) 545(21.46) 638(25.12) 20 (12205) 2.6 (158.65) 5.4 (329.51) 1 3 (79.33) 1.6 (97 63) 27(164.75) 114 (251) 138 (304) 167 (368) Prtnted m Japan 1-2ADA 136f.JC07 ('/ruf'((•r I (,'(•rreru{I..\'pedjkatimr.\· SMj(;,H(F)(C)-HM(F)(C) 1-3. Direct Sea Water Colling Type (Sail-drive) 1GM10C---- mm(in.) £(in. 3 I 0.318 (1940) kW/cpm(HP/rpml 5.9/3400(8.02/3400I kgf/cm2 (lb/in.z) m/sec.(ft/sec.) kW/rpm(HP/rpml 6. 7/3600(9.1136001 kgf/cm z (lblin. ' Im/sec. Degree b.TOC 15±1 kgt/cm' (lblin.'l rpm £ (in 3 I kg (lb.) £(in. ' I 1.3 (79.33) £ (in 3 I 0.6 (36.61) kg (lb.) 104 (229) Vertical. 4-cycle water cooled diesel engine Type -·- - Swirt pre-combustion chamber Number of cylinders 1 2 3 Combustion chamber 1289 3HM35C Model 2GM20C 3GMJOC 75 X 72 (2.95 X 2 83) 80 X 85 (3.15 X 335) Bore x stroke - Engine weight w1th Sail-dnve unit (Dry) 153 (337) 180(397) 1.282(78 23) 01splacement 0.636(38.81) 0954 (5821) 17.713400(24.1134001 22.413200( 3013200 I 11.8/3400( 16.0134001 OutpuVCrankshaft speed Continuous rat1ng 6.66(94.71) 6.58 (93 57) Brake mean effective pressure output (DIN 6270A) 8.16(26.77) 907 (29 76) Piston speed 13.4/3600( 18.2/36001 20.1/3600(27.3136001 25. 413400( 3413400 I OutpuVCrankshaft speed One hour rating 7 07 (100.54) 702 (99.82) Brake mean effective pressure output (DIN 62708) 864 (28.35) 9.63 (31.59) Piston speed 24.8 Compress•on ratio 23.0 b.TDC 18±1 b.TOC 21±1 b.TOC 15±1 Fuel inJection timing (FlO) 170±5 (2347-2489) 160±5 (2204-2347) Fuel injection pressure Ma•n power take off Front power take off Crankshaft Oirect1on of rotat1on Propeller shaft ( Sai1-dnve) .. Cooling system Lubricat1on system Starting system Model Reduction system Reduction ratio (Ahead/Astern) Sa1l-drive Propeller speed DIN. A rating Lubricating capacity Dry weight Lubricatamg oil capacity Total(Engme side) Effective at Flywheel side at Crankshaft V-pulley side Counter-clockwise viewed from stem Counter-clockwise viewed from stern Direct sea water cooling (rubber 1mpeller water pump) Complete enclosed forced lubrication Electric and manual Electric 5020 5030 Constant mesh gear with dog clutch 2.6412.64 1212 32 (70) 2.2(134.24) 2.6(158.65) 5.4 (329.51) 1 6 (9763) 2 7 (164.75) 2.0(122.05) 13 (79.33) 134(295) Pnnted 1n Japan AOA 1361-JC01 Chapter I General 2. Principal Construction SM/GM(F)(C)·HM(F)(C) 2. Principal Construction Engine model Group Part Cylinder block 1GM10 2GM20 Construction Integrally-cast water jacket and crankcase 3GM30 3HM35 Engine block Cylinder liner Main bearing Sleeveless Metal housing type Oil sump Oil pan Cylinder head Intake and exhaust valves Integrated type cylinders Poppet type, seat angle goo Intake and exhaust systems and valve mechanism Exhaust manifold Exhaust silencer Valve mechanism -Water-cooled type Water-cooled mixing elbow type Overhead valve push rod, rocker arm system Water-cooled type Intake silencer Round polyurethane sound absorbing type Crankshaft Stamped forging Flywheel Attached to crankshaft by flange, with ring gear Main moving elements Piston Oval type Piston pin Floating type Piston rings 2 compression rings, 1 oil ring Oil pump Trochoid pump Lubrication system Oil filter Full-flow cartridge type, paper element Cooling system Oil level gauge Water pump Thermostat Dipstick Rubber impel ler type Wax pellet type Fuel injection pump YPFR·0707·1 YPFR-0707-2 YPFR-0707 ·3 Fuel system Fuel injection valve Fuel feed pump Throttle valve, OSDYD1 Mechanical type Fuel strainer Filter paper Governor Governor Centrifugal all-speed mechanical type Starting system Electric Manual Pinion ring gear type starter motor Camshaft starting -Electrical system Charger Alternator (with built-in IC regulator) Reduction reversing Reduction gear Helical gear constant-mesh system Clutch system Clutch Servo-cone type Wet multi-disc mechanical type Fresh-water cooling system (2GM20F, 3GM30F and 3HM35F) Cooling system Sea water pump Rubber impeller type Fresh water pump Centrifugal type Thermostat Wax pellet type Heat exchanger Multi-tube type 1-4 Pnnff'd in Japan OOOOAOA1361 Chapter I General 3. Performance Curves SM/GM(F)(C)-HM(F)(C) 3. Performance Curves 3-1. 1GM10(C) SPECIFIC FUEL CONSUMPTION (DIN6270B rating) ENGINE TORQUE (DIN6270B rating) kgf-m OUTPUT KW HP 7 9 7 5 6 4 6 1200 ,.... ,_.,'l-o' v..e -c,"' ------- 8 5 3 4 3 2 2 0 0 1600 2000 2400 2800 3200 3600 SPEED OF CRANKSHAFT: rpm THE ENGINE FLYWHEEL OUTPUT IS APPROX 3% HIGHER NOTE: These curves show the average performance of respective engine in test operation at our plant. Printed in Japan OOOOAOA136I Chapter I General 3. Performance Curves SM/GM(F)(C)·HM(F)(C) 3-2 2GM20(F)(C) SPECIFIC FUEL CONSUMPTION (DIN6270B rating) 260 ENGINE TORQUE (OIN6270B rating) OUTPUT HP KW 12 14 ,,.. ...,. ..../ .... 3200 .... 16 18 14 10 12 8 10 6 8 6 4 4 2 2 0 0 1200 1600 2000 2400 2800 3600 SPEED OF CRANKSHAFT: rpm THE ENGINE FLYWHEEL OUTPUT IS APPROX 3% HIGHER. NOTE: These curves show the average performance of respective engine in test operation at our plant. 1-6 PnniPd in Japan 0000AOA1361 SM/GM(F)(C)-HM(F)(C) Chapter I General 3. Performance Cun•es 3-3 3GM30(F)(C) SPECIFIC FUEL CONSUMPTION (DIN6270B rating) KW 20 15 10 5 ENGINE TORQUE (OIN6270B rating) OUTPUT 1200 --- -/ ........... .... ""' vv' ..e" ,e' •' 1600 2000 2400 2800 3200 3600 HP 27 24 21 18 15 12 9 6 3 0 SPEED OF CRANKSHAFT: rpm THE ENGINE FLYWHEEL OUTPUT IS APPAOX 3% HIGHER NOTE: These curves show the average performance of respective engine in test operation at our plant. 1-7 Prinlt•d in Japan OOOOAOAI361 Chapter I General 3. Performance Curves SM/GM(F)(C)·HM(F)(C) 3-4 3HM35(F)(C) g/kWh 300 280 260 ENGINE TORQUE (DIN6270B rating) _Nm ... 6.0 OUTPUT KW 36 HP 1200 1600 2000 2400 2800 3200 // ::>''V0 " / / ,::,'- ?/ ,/ ,::,'-'VQ,o..,<'/ ,.. c" , ('..r:::,'?'-/ o' .. ' , 12 9 5 6 3 3600 SPEED OF CRANK SHAFT: rpm THE ENGINE FLYWHEEL OUTPUT IS APPROX 3% HIGHER NOTE: These curves show the average performance of respective engine in test operation at our plant. 25 30 27 24 21 20 15 18 15 10 1-8 Printed in Japan OOOOAOA1361 Chapter 1 General 4. Features SM/GM{F)(C)-HM{F)(C) 4. Features 4-1 Superior combustion performance The unique Yanmar swirl precombustion chamber and new cooling system display superior combustion performance in all types of operation. Low·speed, low· load combustion performance, especially demanded for marine applications, is also superb, and stable performance is maintained over a wide range of speeds. Since starting characteristics are a!so excellent and warm·up is fast, full engine performance can be obtained within a short time. 4-2low operating costs Excellent combustion and low friction reduce fuel costs, while the optimized piston shape ring configuration and improved cooling system reduce oil consumption. continuous operating time has been extended and operating costs reduced through improved durability. 4-3 Compact, lightweight The cylinder head is the integrally·cast type, and the crankshaft is the housing type. Minimum weight has been pursued for each engine part, and a reduction reversing gear employing a special new mechanism has been incorporated to obtain revolutionary engine lightness. 4-4long term continuous operation Improved durability has been achieved by adopting special construction and materials for main moving parts and the valve mechanism, which are the areas most subject to trouble in high·speed engines. Moreover, a bypass system with a thermostat maintains the cooling water at a stable high temperature, resulting in reduced cylinder liner and piston ring wear, reduced thermal load around the combustion chamber, and substantially improved durability. Long·term continuous operation is possible by correct operation and proper attention to fuel and lubricating oil. 4-5 low vibration Vibration has been reduced by minimizing the weights of the pistons, connecting rods, and other sources of vibration, stringent weight management at assembly, and balancing of the flywheel, V·pulley, etc. Vibration has also been suppressed through the adoption of a special cylinder block rib construction and improved rigidity. Rubber shock mounts are available when the engine is to be used under conditions which may lead to severe vibration. 4-6 Quiet operation Intake and exhaust noises have been lowered by adopting an intake silencer, water-cooled exhaust manifold and water mixing elbow type exhaust system. The precombustion chamber system and semi·throttle type injection valve suppress combustion noise substantially. Moreover, gear noise has been reduced by the use of helical gears around the gear train and clutch gear, and by the buffering effect of a damper disc. In addition, noise prevention measures have also been taken at the control valve mechanism and other parts. 4-7 Superior matching to the hull (1) Four-point support engine installation teet make installation easy. (2) Mist intake system prevents contamination of the engine room. (3) Since the fuel pump is mounted on the engine, the fuel tank can be installed anywhere. (4) Water·cooled manifold prevents a rise in the engine room temperature. (5) Independent type instrument panel can be installed wherever it is easiest to see. (6) Speed, clutch forward and reverse, and engine stop can all be remotely controlled. (7) The use of rubber and vinyl hoses for ship interior piping not only facilitates piping work, but also eliminates brazing faults caused by vibration. (8) Electric type bilge pump is available as an option. 4-8 Easy to operate (1) Cooling water temperature switch and lubricating oil pressure switch are provided, and alarm lamps and buzzer are mounted on the instrument panel. (2) Manual starting handle permits manual starting. (Except model 3HM35(C) and fresh water cooling type) (3) Positive clutch engagement and disengagement; propeller shaft does not rotate when clutch is placed in neutral position. Printed in Japan OOOOAOA1361 Chaptw I General 5. Engine Cross-Sections 5. Engine Cross-Sections 5-11GM 10 SM/GM(F)(C)"HM(F)(C) 19 26 10 head 2.3. Cylinder CylinderCylinderbodyMainbearinghousing 4. 1. Exhaustvalve 5. Intakevalve 6. 7. spring support 8. Valve ValveValveValverocker rockerrockerarm armarm 9. Precombustionchamber 10. Decompressionlever 11. Intakesilencer 12. Mixingelbow 13. 14. Camshaft CamshaftCamshaftgear 15. Tappet 16. Pushrod 17. Piston 18. Connectingrod 19. 20. Crankshaft CrankshaftCrankshaftgear 21. Flywheel 22. CrankshaftV-pulley 23. Oilpan 24. Dipstick pump 25. 26. lubricating lubricatinglubricatingoil oiloilinletpipe 27. Anticorrosionzinc 28. 29. cam pump pumppump 30. Fuel FuelFuelFuelinjection injectioninjectioninjectionnozzle 6 22 31. Fuelfeedpump 32. Coolingwaterpump 33. Thermostat 34. Startermotor 35. Damperdisc 36. Inputshaft 37. Outputshaft 38. Forward 39. Reverse large largelarge gear geargear 40. Output shaftcoupling 1-10 Printed in Japan OOOOAOAI361 Chapter I General 5. Engine Cross-Sections SM/GM(FXC)"HM(FXCJ 5-22GM 20 2.1. Cylinder body Cylinder head 3. Cylinder head gasket 4. Main bearing housing 5. Intermediate main bearing housing 6. Exhaust valve 7. Intake valve 8. Valve spring 9. Valve rocker arm support 10. Valve rocker arm Prinll!d in Japan 1-1 1 OOOOAOAI36l 27 ·,I 4 23 5 31. Fuel injection nozzle 32. Fuel feed pump 33. Cooling water pump 34. Thermostat 35. Starter motor 36. Damper disc 37. Input shaft 38. Output shaft 39. Forward large gear 40. Reverse large gear 11. Precombustion chamber 12. Decompression lever 13. Intake silencer 14. Exhaust manifold 15.Camshaft 16. Camshaft gear 17. Tappet 18. Push rod 19. Piston 20. Connecting rod 21. Crankshaft 22. Crankshaft gear 23. Flywheel 24. Crankshaft V-pulley 25. Oil pan 27.26. Dipsticklubricating oil inlet pipe 28. Anticorrosion zinc 29. Fuel injection pump cam 30. Fuel injection pump 41. Output shaft coupling Chapter I General 5. Engine Cross-Sections SM/GM(FXC)"HM(FXC) 5-33GM 30 7 37 42 28 head 11. Precombustionchamber 21. Connectingrod pump 41. Reverselargegear 1. 31. 2. Cylinder CylinderCylinderbody 12. Decompressionlever injection injectioninjectionnozzle 42. Output shaftcoupling 22. 32. 3. Cylinder head gasket 23. 13. Intakesilencer Crankshaft CrankshaftCrankshaftgear 33. Fuel FuelFuelFuelfeedpump 4. Mainbearinghousing 14. Exhaustmanifold 24. Flywheel 34. Coolingwaterpump 5. Intermediatemainbearinghousing 15. Mixingelbow 25. CrankshaftV-pulley 6. Exhaustvalve 26. Oilpan 3536.. ThermostatStartermotor 16. 7. Intakevalve 17. Camshaft CamshaftCamshaftgear 27. Dipstick 37. Damperdisc 8. spring 18. Tappet 28. Lubricatingoilinletpipe 38. Inputshaft 9. support 19. Pushrod 29. Anticorrosionzinc 39. Outputshaft 10. Valve ValveValveValverocker rockerrockerarm armarm 20. Piston 30. Fuelinjectionpumpcam 40. Forwardlargegear 1-12 Printed in Japan OOOOAOAI36l Chapter I General 5. Engine Cross-Sections SM/GM(FXC)-HM(FXC) 5-4 3HM 35 12 8 7 15 11 3 29 ..19 18 31 20 2. Cylinder CylinderCylinderbodyhead 3 Cylinder head gasket 4. 1. Mainbearinghousing 5. Intermediatemainbearinghousing 6. Exhaustvalve 8.7. Intakevalve spring 9. 10. Valve ValveValveValverocker rockerrockerarm armarmsupport 21 11. Precombustionchamber 12. Decompressionlever 13. Intakesilencer 14. Exhaustmanifold 16.15. Mixingelbow 17. Camshaft CamshaftCamshaftgear 18. Tappet 19. Pushrod 20. Piston 25 21. Connectingrod 23. Crankshaft CrankshaftCrankshaftgear 2524. . Flywheel 22. CrankshaftV-pulley 26. Oilpan 27. Dipstick 28. Lubricatingoilinletpipe 29. Anticorrosionzinc 30. Fuel injectionpumpcam 23 / 22 26 31. pump 32. injection injectioninjectionnozzle 33. Fuel FuelFuelFuelfeedpump 34. Thermostat 35. Startermotor 36. Damperdisc 37. Inputshaft 38. Outputshaft 39. Forward 40. Reverse large largelarge gear geargear 40 24 4 28 5 41. Outputshaftcoupling Printed in JaJmn OOOOAOA136l 1-13 Chapter I General 5. Engine Cross-St!dions SM/GM(FXCJ-HM(FXC) 5-5 2GM 20F 2. Cylinder CylinderCylinderbodyhead 3. Cylinder head gasket 4. 1. Mainbearinghousing 5. Intermediatemainbearinghousing 6.7. Exhaustvalve 8. Intakevalve spring 9. 10. Valve ValveValveValverocker rockerrockerarm armarmsupport Printed in Japcm OOOOAoAl361 25 33 11. Precombustionchamber 13.12. IntakeDecompression lever silencer 14. Mixingelbow 15. 16. Camshaft CamshaftCamshaftgear 17. Tappet 18. Pushrod 19. Piston 20. Connectingrod 1-14 21. 22. Crankshaft CrankshaftCrankshaftgear 23. Flywheel 24. CrankshaftV-pulley 25. Oilpan 26. Dipstick 27. Lubricatingoilinletpipe 28. pump pumppump 29. cam 30. Fuel FuelFuelFuelinjection injectioninjectioninjectionnozzle 31.Fuelfeedpump 32. Heatexchanger& exhaustmanifold 33. Pressure controlvalve 34 freshwater 35 Cooling CoolingCoolingseawater pump pumppump 36_ Thermostat 37.38 StartermotorDamperdisc 39. Input shaft 40. Outputshaft 42.41. ForwardReverselarge largelarge gear geargear 43. Out put shaftcoupling Chapter I General 5. Engine Cross-Sections SM/GM(FXC)-HM(FXCJ 5-63GM30F 2. Cylinder CylinderCylinderbodyhead 3. Cylinder head gasket 4. 1. Mainbearinghousing 6.5. ExhaustvalveIntermediatemainbearinghousing 7.B. Intakevalvespring support 9. 10. Valve ValveValveValverocker rockerrockerarm armarm Prinled in Japan OOOOAOAl361 11. Precombustionchamber 12. Decompressionlever 13. Intakesilencer 14. Mixingelbow 15. Camshaft CamshaftCamshaftgear 16. 17. Tappet 18. Pushrod 19. Piston 20. Connectingrod 1-15 21. 22. Crankshaft CrankshaftCrankshaftgear 23. Flywheel 24. CrankshaftV-pulley 25. Oilpan 26. Dipstick 27. Lubricatingoilinletpipe 28. pump pumppump 29. cam 30. Fuel FuelFuelFuelinjection injectioninjectioninjectionnozzle 31. Fuelfeedpump 41. Forward 32. Heatexchanger& exhaustmanifold 42. Reverse large largelarge gear geargear 33. PressurecontrolvalVe 43. Outputshaftcoupling freshwater 34. 35. Cooling CoolingCoolingseawater pump pumppump 36. Thermostat 37. Startermotor 38. Damperdisc 39. Inputshaft 40. Outputshaft Chapter I General !i. Engine Cross-Sections SM/GM(F)(()-HM(l·")(() 5-7 3HM 35F 18 17 43 1. 21. head 11.12. DecompressionleverPrecombustionchamber 43. 41.42. Forward Output Reverse large largelarge gear geargearshaftcoupling 2. Cylinder CylinderCylinderbody 20. 13.14.15.16.17.18.19. Connectingrod camshaftCamshaftgearTappetPiston IntakesilencerMixingelbow Pushrod 22.23. Crankshaft CrankshaftCrankshaftgearFlywheel 32.31. HeatexchangerFuelfeedpump& exhaustmanifold 3. Gylmder head gasket 33. Pressurecontrol valve 4. Mainbearinghousing 24. CrankshaftV-pulley freshwater 34. 5. Intermediatemainbearinghousing 25. Oilpan 35. Cooling CoolingCoolingseawater pump pumppump 8. 6.7. ExhaustvalveIntakevalve 26. Dipstick 36. Thermostat 27. Lubricatingoil inletpipe 37. Startermotor spring 28. cam 38. Damperdisc 9. 29. 10. Valve ValveValveValverocker rockerrockerarm armarmsupport pump pumppump 39.40. OutputInputshaftshaft 30. Fuel FuelFuelFuelinjection injectioninjectioninjectionnozzle 1-16 P,-inted in Japan OOOOAOAI361 SM/GM(F)(C)-HM(F)(C) Chapter I Gen_ 6. Dimensions 6. Dimensions 6-1 1GM10 4-¢10.51¢0.41 I 710 281 PC¢781¢3 071 7 SID 301 410 161 Fuel overflow ¢8.3(¢0.33) Detail of coupling (A) ¢12(¢047) 12x 30(0.47 x1_ 18) Mixing elbow ¢45(¢1 .77) Water outlet I!J14(¢0.55) Fuel mlet ¢8.3(¢0.33) ;;;"' .. "' <6;;; Water inlet ¢14(¢0.55) 1-17 Printed in Japan OOOOAOA1361 Chapter I General 6. Dimensions SM/GM(F)(C)-HM(F)(C) 6-2 2GM20 Fuel overflow oio8 3(¢0.33} 4-010 41) 41() 151 (A) Detail of coupling ;-----455(17 91 250(9.84} -430( 16 93)..--- (A) --.. <;>12(m0.47l Fuel 1nlet 0.54) 1-18 Printed in Japan OOOOAOA1361 Chapter 1 General 6. Dimensions SM/GM(F)(C)·HM(F)(Cj 6-3 3GM30 Fuel ovedlow c>8 llo0 331 (AI N Detail of coupling (A) -355113 981- o12(U -171 12x301047x1 181 4·o171o0 671 Water ouTlet o17 31o0 68) --·------,:: "' .. n i 0 N t • I ili L! .. .. ---290111 42)---_; I 285111 23)---2861 11 26) C------430116 931 ---1 ---735128 94)--Water 1nlet o13 81o0 54) 1-19 Printed in Japan OOOOAOA1361 Chapter I General 6. Dimensions SM/GM(F)(C)·HM(F)(C) 6-4 3HM35 Fuel overflow ¢8.3(¢0.33) Detail olcoupling(A) \.12 x30(047x 1 18) 200(7.87) J ---22518 861---j 4-¢17(00.67) I Fue ;U-Mmng elbow I I 3161:12 4(0 16) 1-20 Printed in Japan OOOOA0Al361 Chapter 1 General 6. Dimensions SM/GM(F){C)-HM(F)(C) 6-5 2GM20F Fuel overflow o8 3(o0 331 4-o10 5lo0 4tl 710 281 l /PCo781o3 07\ '" (A) '!" ro N "' Detailof coupling (A) // .. 174i6 851 I i 275110 831 -36) t2x30( Q 47x 1 18) 4-o171o0 67) - I ......' 1 ' 25019841- Fuel ,nJet o8 3\oO 33l U-M1x,'lg elbOII'i - ' I i .. 8 3(00 33) (A) \ Detail of coupling (A) I'i I r-----· 355(13 98)----f----+--192(7 56) ---45511791 1 ---··· .. I 12x30(047 x1 18) 4-o17(o0 67):---------25019 B4l --20518 on 5 31)Fuel Inlet o8 Jk..O 33) U·M1x1ng elbow I II • 0 ;:: n I m .. c I 0 co ..' ;;; ;;; c; .. " roD w M 81 . --..290(11 --430(16 Water 1nlet o17 3(o0 681 1-22 Printed in Japan OOOOAOAI361 Chapter I General 6. Dimensions SM/GM(F)(C)·HM(F)(C) 6-7 3HM35F 4-¢> 10.5($0 41) 10{0.39) PC78(3 07l 6(0.24) (AI Detail of coupling (A) 12 X 30(0_47 X 1.18) .p12{O 47) 150(5 \ 4·<:>17(.;.0.67) Fuel 1nlet B 3(¢>0 33) Water outlet - Cock STP Steel pipe RH Rubber hose VH Vinyl pipe .., :--< !"') ' ...... . .... • '1:oir .... -s· "":S Cl .. .... -· s:: "tJ 0 ,!;-. C') "C "' -· 3 3 :::s "' cc c -· I» cc iiJ 3 tn ""' D ""' !"') g..g:: " :'-.Q ::..-::'!. 1\) :s " .. " 0' 1\) ·-s ..:: Gl · "'e ,. ... .. '--3: .. .. .... .. 1\) ' Cooling water drain Water temperature switch 0 .."l ----I! ... " /Thetmostal " :; i:l - "' Fuel injection valve ' . 0>' Oil pressure switch Fuel oil return pipe oil pressure adjusting valve " " t ,I,I l.. ..,, ,, watet p"mp Kingston cock " " "' " _jl II" Lubricating oil pump Mixing elbow NOTATION Fuel inlet -\ F"et injection p"mp Fuel oil pipe -----Lubricating oil pipe Fuel feed pump Lubricating oil filter (inlet side) ------Cooling water pipe :::::::::::::.:: Drilled hole (I) Fuel filter Spherical pipe joint .. ---.; Screwed joint "l c::::r--Bayonet joint -;;; "' -<>---Cock D STP Steel pipe RH Rubber hose VH V1nyl pipe ,Q.... ....' "' "' Gl Cylinder block drain --!: "' Water temperature switch C> .. " c. "' J: Fuel injection valve !: Fuel oil return pipe t: I " __, L___ ------------------------- a: --, r---------, r-----------, r----- .:.;, .:.;,To main bearing.:.;, '1 Lubricating oil pressure adjusting valve '' I 11 a: ,, i["j " "" " I 0 I " "" I'N ' (> (> (> . II --" II " ' :.-::. - :: ... ----_--:_._.. --------:: I&Cooling water pump _ __ ::.:::. _ _ _":------_ :J " , , rG ,, "' ,, ,, 020 x 3.51RH Kingston cock Mixing elbow Lubricationg oil pump NOTATION o6 • 11S\ Fuel oil pipeExhaust manifold drain--_!21_..3 x 1.5..Y.. Fuel injection pump\lubricating oil filter (inlet side) ----Lubricating oil pipe Fuel filter ----Cooling water pipe 013 x 31RH Fuel inlet ::::::.::.:.= Drilled hole "'9 '1:l., -ss· .. "" .... .. .. ..,3 ..Et "' Fuel feed pump Spherical pipejoint .. --.... Screwed joint c::J---Bayonet joint -;;; "' g'"t: .. -<>----Cock " 0' ?:.. STP Steel pipe a, ..• RH Rubber hose -;;;.. "' VH V1nyl pipe .. " Lubricatingoilpressureswitch Fuelinjectionvalve LubricatingoiloutletfilterLubricatingoilpressureadjustingvalve II It I IH " y v LubricatingoilinletfilterTomainbearingFueloilreturnpipe ....ci X:e..; " Tovalverockerarm =..::....£!:::::::?..-)}...38 x 5 RH -----···Exhustgasand .. ..coolingwateroutlet & Mixingelbow NOTATION +---- Fuel Oil Pipe Lllbricatlrlg oil pipe Cooling sea water pipe Cooling Fresh water pipe Drilled hole Spherical pipe joint SCrewed joint Heatexchanger Exhaustmanifold 1216 x 11sTP " FuelfeedpumpFueli..letpipe LubricatingoilpumpFuelinjectionpumpThermostat Coolingwaterpump(freshwater) 024 )( ¢14X 3.51AH Coolingwaterpump(seawater)Fuel filter 0 oOO g.. ,. , ..i :;: . - 0 § . .. :--.l .. "ir ..-.. ::·.,Cl ,. ... ..C'i .. s 3 3 s:: ..., "' .... Kingstoncock ..Seawater . .. v, ""' .. Bayonet joint -<>---COCk RH Steel pipe Aubbef hose ... ... v To main bearing 1214.76 x 0. o:.b14 X 3.51 RH X " t feed pump Fuel inlet pipe Lubricating oil pressure switch Lubricating oil outlet filter Lubricating oil pressure adjusting valve Lubricating all inlet filter Lubricating oil pump Fuel Injection pump Thermostat Cooling water pump (fresh waier) cock 024 x3.51RH .. _ 1216 x 11STP Cooling water pump (sea water) Fuel filter ';" :--< Q U1 ..., ., .., -e· .. G'ls:: :?.(") ., .. s .,:IQ. El !:.. "..s:: ., ;;; '-' '-' " " 00 g., o, $?.: o, wo • Fuel injection valve 12113 x 31RH - Fuel oil retum pipe Exhaust gas and ..... cooling water outlet NOTATION Fuel 011 Pipe Lubricating oil pipe Coohng asa walet pipe Cooling Fresh watllf pipe Drilled hole +---Spherical pipe foint .........._ Screwed joint .. Bayonet joint---<>---Cod< STP Steel pipe RH A.-, Mixing elbow . .. .. ci X ., . .... .;" Heat exchanger CHAPTER 2 BASIC ENGINE 1. Cylinder Block .... . .... 2-1 2. Cylinder Head ..... . . ...... 2-9 3. Piston .............. . . .... 2-28 4. Connecting Rod ...... . .2-34 5. Crankshaft ........ . . .2-38 6. Flywheel and Housing ..... . .. 2-49 7. Camshaft . . ... 2-53 8. Timing Gear .. . ... 2-59 Printed in Japan OOOOAOA1361 SM/GM(F)(C)-HM(FXC) Chapter 2 Basic Engine 1. Cylinder Block 1. Cylinder Block 1·1 Construction The cylinder block comprises a single unit casting for the cylinder body without the use of cylinder liners. body jacket The cylinder block is a high-quality cast iron casting, with integral cylinders and deep skirt crankcase construction. As a result of stress analyses, the shape and thickness of each part has been optimized, and special ribs employed which not only increase the strength and rigidity of the block, but also reduce noise. 1·1.1 Cylinder of modei 1GM10(C) engine Cup plug Camshaft hole (Gear case side) Crankshaft hole Cast hole for lubricating oil Piston hole Cylinder body 2·1 Printf'd in Japan OOOOAOAI361 Chapter 2 Basic Engine 1. Cylinder Block SM/GM(F)(C}-HM(F)(C) 1·1.2 Cylinder of model 2GM2D(F)(C) engine Drilled hole for cot11ing water Camshaft hole Cup plug Screwed hole for cooling water ]Om! ....-----( Gear case Side) Crankshaft hole/ 1-1.3 Cylinder ol model 3GM30(F)(C) engine Drilled hole for cooling water Cup plug Camshaft hole Screwed hole for cooling water joint (Gear case side) Crankshaft hole Cast hole for lubricating oil 2·2 Prinll.'d in Japan OOOOAOA1361 Chapter 2 Basic Engine 1. Cylinder Block SM/GM(FXC)·HM(FXC) 1-1.4 Cylinder of modei 3HM35(F)(C) engine Drilled hole for cooling water Camshaft hole Screwed hole for cooling water joint (Gear case side) Crankshaft hole 1-2 Cylinder block inspection 1·2.1 1nspecting each part lor cracks If the engine has been frozen or dropped, visually inspect it for cracks and other abnormalities before disassembling. If there are any abnormalities or the danger of any abnor· malities occurring, make a color check. 1·2.2 1nspecting the water iacket of the cylinder lor corrosion Inspect the cooling water passages lor sea water cerro· sian, scale, and rust. Replace the cylinder body if corrosion, scale or rust is severe. 1-2.3 Cylinder head stud bolts Check for loose cylinder head bolts and for cracking caused by abnormal tightening, either by visual inspection or by a color check. Replace the cylinder block if cracked. Cup plug 1GM10(C) Bolt diameter M10 Pitch Tightening torque 6.0kgf-m(43.4 ft-lb) 2GM20(F)(C) Bolt diameter M12 Pitch 1.25 Tightening torque S.Okgf-m(57.9 ft-lb) 2-3 Printed in Japan OOOOAOA1361 Chapter 2 Basic Engine I. Cylinder Block SM/GM(FXC)-HM(FXC) Stud Bolts 3GM30(F)(C). 3HM35(F)(C) kgf.rn(ft·lb) Pitch 1.25 Tightening torque a.o(s7.9) 1o.o(72.3) Cylinder head bolt 1·2.4 011 and water passages Check the oil and water passages for clogging and build-up of foreign matter. 2-4 1·2.5 Color check flaw detection procedure (1) Clean the inspection point thoroughly. (2) Procure the dye penetration flaw detection agent. This agent comes in spray cans, and consists of a cleaner, penetrant, and developer in one set. (3) Pretreat the inspection surface with the cleaner. Spray the cleaner directly onto the inspection surface, or wipe the inspection surface with a cloth moistened with the cleaner. (4) Spray the red penetration liquid onto the inspection surface. After cleaning the inspection surface, spray the red penetrant (dye penetration flaw detection agent) on· to it and allow the liquid to penetrate for5·10 minutes. If the penetrant fails to penetrate the inspection surface on account of the ambient temperature or for other reasons, allow it to dry and respray the inspection surface. (5) Spray the developer onto the inspection surface. After penetration processing, remove the residual penetrant from the inspection surface with the cleaner, and then spray the developer onto the inspection surface. If the inspection surface is flawed, red dots or lines will ap· pear on the surface within several minutes. When spraying the developer onto the inspection surface, hold the can about 30-40cm from the surface and sweep the can slowly back and forth to obtain a uniform film. (6) Reclean the inspection surface with the cleaner. . .,.. 1..1I 1_1111'i...:..r...t NOTE: Before using the dye penetration flaw detection agent, read its usage instructions thoroughly. 1·3 Cylinder bore measurement Cylinder wear Is measured with a cylinder gauge. The amount of cylinder wear becomes greater as the piston nears the top, and it becomes greatest at the position of the top ring when the piston is in top dead center. The reason lor this is that when the piston is at the top position, lateral pressure is high due to the high explosive pressure, and lubrication is very difficult due to the high temperature. Therefore, the amount of wear must be measured in at least 3 positions, namely the top, middle and bottom positions of the cylinder. Printed in Japan OOOOAOAI361 Chapter 2 Basic Engine I. Cylinder Block SM/GM(F)(C)-HM(F)(C) Although the greatest wear is at the top of the cylinder, the piston ring does not slide with the cylinder at the topmost position. Therefore, a step-like pattern is formed between the worn part and the non-worn part. Furthermore, wear is liable to occur along the rotating direction of the crankshaft due to the lateral pressure of the piston. On the other hand, wear occurs in the direction of the crankshaft center line due to the thrust of the crankshaft and the angle of the connecting rod. Therefore, the amount of wear must be measured in the directions of crankshaft rotation and the crankshaft center line. When the difference of thesetwo values (i.e. circularity wear) is large, the cylinder must be repaired. Cylinder gauge Top ring position at T.O.C. Top ring at T.D.C. I ring at B.D.C. Direction of crankshaftcenter tine Direction of crankshaftrotation 1GM10(C),2GM20(F)(C),3GM30(F)(C) 3HM35(F)(C) Maintenance standard Cylinder diameter 4>75.()-75.03(2.9528-2.9540) Cylinder roundness ()-0.01(()-0.0004) When the result indicates that eccentric and circularity wear exceed the specified limit, the cylinder must be rebored. Printed in Japan OOOOAOA1361 Wear limit 80.()-80.03 4>80. 10 (3.1 496-3.1508) (3.1 535) ()-0.01 0.02 (()-0.0004) (0.0008) Chapter 2 Basic Engine I. Cylinder Block SM/GM(F)(C)HM(F)(C) 1·3.2 Bonng the cylinder (2) 2GM20(F)(C), 3GM30(F)(C) For processing bring the oil pan side to the bottom, and When wear on the inside of the cylinder is excessive, rectify by machining. This is what is known as boring. insert a pin to the 2-ct>12..·01R (15mm depth) locater hole. When boring is carried out, note the following points. (1) Dimension to be bored The cylinder must be bored to the same dimension as an over-size piston. Over-size piston mm(in.) ENG. MODEL 0.0. of standard piston 0.0. of over-size piston 1GM10(C) 2GM20(F)(C) <1>75 (2.9528) q,75.25 (2.9626) 3GM30(F)(C) 3HM35(F)(C) q,80 (3.1496) <1>80.25 (3.1594) (2) Limit of cylinder's expanded I. D. Never bore the cylinder beyond the limit of the expand· ed inner diameter, because no over-size piston is available for that dimension, besides which there is danger in having too thin a wall thickness. Limit of cylinder's expanded I. D. mm{in.) ENG. MODEL 1.0. of standard cylinder Limit·of I. D. expansion 1GM10(C) <1>75.D-75.03 <1>75.25--75.282GM20(F)(C) 3GM30(F)(C) (2.9528-2.9540) (2.9626-2.9638) 3HM35(F)(C) q,80.D-80.03 <1>80.25--80.28 (3.1 496-3.1508) (3.1595--3.1606) Locater points of cylinder block For the re-boring of the piston bore in the cylinder block, use the following locater positions. Before re-boring, be sure to remove packings and dust from the locater points. 11 1GM10(C) Main locater: Oil pan side Sub locater: Timing gear case and F.O. feed pump side 2) 2GM20(F)(C), 3GM30(F)(C), 3HM35(F)(C) Oil pan side and 2·pin holes (3) Boring procedures (1) 1GM10(C) For processing the bore, face the oil pan side to the bottom and place the fixing faces of the gear case and the feed pump. ore 2-¢12..:"1" (0.4731) Depth 15mm (0.5906) 228±0 125 (8 9715--8 9813) 0 143±0.075 (5.627D-5.6329) n 05 (2.2815--2.2854) ' ' 0 0 0 Crank center 0 17\' , "'' (0.6703) 0 Gear case face Locater face Feed pump fixing face 61±0.05 (2.3996-2.4035) ''I' dimension 2GM20: 172±0.05 (6.7697-6.7736) 3GM30: 257±0.05 (10.1161-10.1201) 2·6 Printed in Japan 0000AOA1361 Chapter 2 Basic Engine I. Cylinder Block SM/GM(FXC)·HM(FXC) (3) 3HM35 For processing bring the oil pan side to the bottom, and insert a pin to the 2-¢1 2i\01.. (15mm depth) locator hole. 246+0 100 (9 6811-9 6890) -. 153±0.075 (6.0207-6.0266) 60±0.05 (2.3602-2.3..2) - - (1) How to measure distortion on the upper surface of the cylinder The amount of distortion is measured by placing a straight scale on the upper surface of the cylinder and inserting a thickness gauge between the upper surface of the cylinder and the straight scale. Straight scale Thickness gauge Measurement is to be carried out on the 4 sides and 2 diagonal lines as shown in the figure, and the largest value of clearance for each measurement is to be taken as the amount of distortion. Crank - 265+0.05(1 0.431 1-10.4350) 1r:,"·· 2-¢12 ' (0.4715mm de pth 06) Allowable limit of distortion1GM10(C) 0.05(0.002) 2GM20(F)(C) 0.05(0.002) 3GM30(F)(C)3HM35(F)(C) 0.05(0.002) mm (in ) (4) Honing The inside surface of the cylinder must be honed after being bored in order to remove machine tool marks. 1·4 Measurement of distortion on the upper surface of the cylinder As the cylinder is repeatedly subjected to thermal expansion and high pressure it will not recover its original shape after the engine has stopped and cooled down and will be distorted. The distortion is mainly caused by construction and material differences of the cylinder, but may arise from the cylinder head bolts being tightened in the wrong order or an uneven tightening torque of the bolts when assembl· ing. If there is any distortion at the upper surface of the cylinder, it will cause a compression pressure leakage, gas leakage or water leakage as a clearance is formed around the cylinder head even though the cylinder head is thoroughly secured. Prmtrd in Japan OOOOAOAI36I Chapter 2 Basic Engine 1. Cylinder Block SM/GM(FXC}-HM(FXCJ 1·5 Cup plug 1-5.1 Purpose of cup plug In order to minimize the danger of cylinder block breakage caused by the cooling water freezing, a cup plug is provided at the side of the cylinder block to prevent damage by frost. In the event that cooing water freezing has caused the cup plug to come out repair in the following way. In cold weather it is necessary to drain the cooling water completely from the inside of the cylinder block through the cooling water drain pipe. 1GM10(CI 2GM20(F)(CI 3GM30(F)(C) 3HM35(F)(C) No. of plugs 2 4 5 5usedPart No. 105311·01090 1·5.2 How to drive In the cup plug Step DescriptionNo. 1. Clean and remove grease from the hole into which the cup plug is to be driven. (Remove scale and sealing material previously applied.) 2. Remove grease from the cup plug. 3. Apply Threebond No. 4 to the seat surface where the plug is to be driven in. 4. Insert the plug into the hole. 5. Place a driving tool on the cup plug and drive it in using a hammer. 2 "' 3mm (0.0787 "' 0.1181 in.) *Using the special tool drive the cup plug to a depth where the edge of the plug is 2mm (0.0787in.) below the cylinder surface. Procedure Tool or material used •Screw driver or saw blade •Thinner Remove foreign materials with/' screw driver or saw blade. Visually check the nick around •Thinner the plug. Apply over the whole outside of •Threebond No. 4 the plug. Insert the plug so that it sits correctly. Drive in the plug parallel to the •Driving tool seating surface. •Hammer ..£ E ;:E.....oci..-o' I .. ..MN& ....'"::=. 3mm (0.1181 in.) 100mm (3.9370in.) 2·8 Printed in Japan OOOOAoA1361 Chapter 2 Basic Engine 2. Cylinder Head SM/GM(F)(C)HM(F)(C) 2. Cylinder Head 2-1. Construction The cylinder head is an integral two/three cylinder type which is bolted to the block. The unique Yanmar swirl type precombustion chambers are at an angle in the cylinder head, and form the combustion chambers, together with the intake and exhaust valves. Large diameter intake valves and smoothly shaped intake and exhaust ports provide high intake efficiency and superior combustion performance. Special consideration has also been given to the shape of the cooling water passages so that the combustion surface 2-1.1 Cylinder head of modei 1GM10(C) engine Valve rocker arm support Nut Exhaust valve rocker arm..-- Valve clearance adjusting screw Valve guide Thermostat cover and precombustion chamber are uniformly cooled by an ample water flow. The thermostat is installed on the side surface of the cylinder at the timing gear case side. (On models 2GM20 (C)(F), 3GM30(C)(F) and 3HM35(C)(F), it is integrated with the alternator bracket). In addition, on models 2GM20(C), 3GM30(C) and 3HM35(C). the anticorrosion zinc is set on the side surface at the flywheel end, and prevents electrolytic corrosion. v'"ve top retainer valve retainer resistant packing Cylinder head take valve Exhaust 2-9 l'rinted in Japan OOOOAOAI36l Chapter 2 Basic Engine 2. Cylinder Head 2-1.2 Cylinder head of model 2GM20(F)(C) engine SM/GM{F)(Cj-HM(F}(C) Valve rocker arm Valve clearance adjust screw Valve rocker arm Rocker arm mounting Valve rocker arm shaft Shaft -Valve top retainer Cotter spring retainer spring Heat resistant packing stem seal guide Cylinder head No. 1 Exhaust valve Intake valve Intake valve 2 Exhaust valve I valve retainer valve i zinc (except fresh-water cooling) cover 2-10 Pnnted in Japan OOOOAOA1361 Chapter 2 Basic Engine 2. Cylinder Head SM/GM(FXC)·HM(FXC) 2-1.3 Cylinder head of models 3GM30(F){C) and 3HM35 (F)(C) Screw Valve rocker arm shaft Intake valve I valve retainer Exhaust valve O·ring Valve rocker arm support resistant packing washer Valve clearance adjusting screw zinc (except fresh-water cooling) cover 2-11 Printed in Japan OOOOAOA1361 Chapter 2 Basic Engine 2. Cylinder Head SM/GM(F)(C)·HM(F)(C) 2-2 Cylinder head inspection and measurement 2-2.1 Measurement of carbon build-up at combustion surface and Intake and exhaust ports Visually check for carbon build-up around the combustion surface and the port near the intake and exhaust valve seats, and remove any build-up. When a large amount of carbon has built up, check the top of the chamber combustion for oil flow at the intake and ex· haust valve guides, and take suitable corrective action. 2-2.2 Deposit build-up In water passages Check for build-up deposit in the water passages, and remove any deposit with a deposit remover. When a large amount of deposit has built up, check each part of the cool· ing system. 2-2.3 Inspection of corrosion In water passages and anti· corrosion zinc Inspect the state of corrosion of the water passages, and replace the cylinder head when corrosion is severe. Corrosion pitting limit: 2mm (0.0787in.) Inspect the anticorrosion zinc on the cylinder head cover, and replace the zinc when it is worn beyond the wear limit. Anticorrosion zinc wear limit: Volumetric ratio with new zinc = 1/2 2-2.4 Cracking of combustion surface The combustion surface is exposed to high temperature, high pressure gas and low temperature air, and is repeated· ly flexed during operation. Moreover, it is used under ex· tremely severe conditions, such as the high temperature difference between the combustion surface and cooling water passages. Inspect the combustion surface for cracking by the color check, and replace the cylinder head if any cracking is detected. At the same time, check for signs of overloading and check the cooling waterflow. 2-2.5 Cylinder head distortion Distortion ol the cylinder head causes gasket packing damage, compression leakage, change in compression, etc. Measure the distortion as described below, and replace the cy!inder head when the wear limit is exceeded. Since distortion of the cylinder head is caused by irregular tightening forces, faulty repair of the mounting face, and gasket packing damage, these must also be checked. Cylinder head distortion mm (in ) Wear limit 1GM10(C) 0.07 (0.0028) 2GM20(F)(C) 0.07 (0.0028) 3GM30(F)(C), 3HM35(F)(C) 0.07 (0.0028) (1) Clean the cylinder head tightening surface. (2) Place a straightedge across two symmetrical points at the four sides of the cylinder head, as shown in the figure. (3) Insert feeler gauges between the straightedge and the cylinder head combustion face. Measurement procedure Straightedge Feeler gauge (4) The thickness of the largest feeler gauge that cao be in· serted is the amount of distortion. 2-2.6 Cylinder head valve seat The valve seats become wider with use. If the seats become wider than the maintenance standard, carbon built-up at the seats will cause compression leakage. On the other hand, If the seats are too narrow, they will wear quickly and heat transmission efficiency will deteriorate. Clean the carbon and other foreign matter from the valve seats, and check that the seats are not scored or dented. 2-12 Printed in Japan OOOOAOA1361 Chapter 2 Basic Engine 2. Cylinder Head SM/GM(F)(C)·HM(F)(C) Measure the seat width with vernier calipers, and repair or replace the seat when the wear limit is exceeded. When the valves have been lapped and/or ground, measure the amount of valve recess, and replace the valve when the wear limit is exceeded. (Common to all models) mm (in) Maintenance standard Wear limit Seat width 1.77 (0.06969) -Seat angle - Seat grinder 4) Mix the compound with oil, and lap the valve. 5) Finally, lap with oil. (1) Lapping the valve seat. When scoring and pitting of the valve seat is slight, coat the seat with valve compound mixed oil, and lap the seat with a lapping tool. At this time, be sure that the compound does not flow into the valve stem and valve guide. Lapping tool (2) Correcting valve seat width. When the valve seat Is heavily pitted and when the seat width must be corrected, repair with a seat grinder. 1) Repair pitting of the seat face with a45' grinder. 2) Since the valve seat is larger than the initial value, correct the seat width to the maintenance standard by grinding the inside face of the seat with a 70' grinder. 3) Grind the outside face of the valve seat with a 15' grinder, and finish the seat width to the standard value. 2-13 Printed in Japan OOOOAOAI361 Before correction After correction (A) Grind with a 45° grinder (B) Grind with a 15° grinder (C) Grind with a 65° "-'75° grinder NOTE: When the valve seat has been corrected with a seat grinder, insert an adjusting shim between the valve spring and cylinder head. 2-2.7 Measuring valve sinkage When the valve has been lapped many times, the valve will be recessed and will lower combustion performance. Therefore, measure the valve sinkage, and replace the valve and cylinder head when the wear limit is exceeded. Depth gauge Chapter 2 Basic Engine 2. Cylinder Head SM/GM(FXC)·HM(FXC) Valve seat width Sinkage mm (in.) 1GM10(C). 2GM20(F)(C). 3GM30(F)(C) 3HM35(F)(C) Maintenance standard Wear limit Maintenance standard Wear limit Valve sinkage 0.95 (0.0374) 1.25 (0.0492) 1.25 (0.0492) 1.55 (0.0610) 2-2.8 Rocker arm support positioning pin [for modei 1GM10(C)] Check If the guide pin is damaged or if the hole is clogged, and replace the pin if faulty. 2-3 Dismounting and ramounting the cylinder head When dismounting and remounting the cylinder head, the mounting bolts must be removed and installed gradually and in the prescribed sequence to prevent damaging the gasket packing and to prevent distortion of the cylinder head. Since the tightening torque and tightening sequence of the mounting bolts when remounting the cylinder head are especially important from the standpoint of engine performance, the following Items must be strictly observed. 2-3.1 Cylinder head assembly sequence (1) Check for loose cylinder head stud bolts, and lock any loose bolts with two nuts and then tighten to the prescribed torque. The cylinder head is fitted to the engine with 4 stud bolts in model 1GM10(C). but in other engine models both stud bolts and collar head bolts are used. kgf-m(ft-ib) 2GM20(F)(C). 3GM30(F)(C) 1GM10(C) 3HM35(F)(C) Stud bo.. diameter of cylinder head M12 M10 M12 10.0 6.0 8.0 Cylinder head stud bo.. tightening torque (72.3) (2) Checking the gasket packing mounting face. 1) For Modei 1GM10(C) Confirm correct alignment of the front and rear of the gasket packing, and install the packing by coating both sides with Three Bond 50. Assemble the gasket packing keeping the flat surface upward (cylinder head side). Make sure that the gasket hole aligns with the drilled hole In the cooling water Flywheel end (Intake side) passage In the cylinder block. Cooling water passage hole (Hole at cylinder side is not drilled.) 2-1 4 PTinted in Japan OOOOAOA1361 Chapter 2 Basic Engine 2. Cylinder Head SM/GM(FXC)'HM(FXC) 2) For model 2GM20(F)(C) (3) Installing the cylinder head ass'y. Position the cylinder head ass'y parallel to the top of the cylinder block, and install the ass'y on the block, being careful that the cylinder head ass'y does not touch the threads of the cylinder head bolts. Flywheel end Gear side Cooling water passage(cylinder side hole is drilled) Keep the surface marked TOP upward (cylinder head side) Cooling water passage (cylinder side hole is cast) 3) For models 3GM30(F)(C) and 3HM35(F)(C) Cooling water passage (cylinder side hole is cast) Flywheel end Cooling water passage (cylinder side hole is drilled) Keep the surface marked TOP upward (cylinder head side) 2-3.2 Tightening the cylinder head bolts and nuts (1) Kinds of cylinder head fixing nuts and bolts, tightening torque, tightening sequence 1) Modei 1GM10(C) Flywheel side Gear side kgf-m(ft-lb) Tightening sequence Kinds of fixing Torque 1 2 Stud bolt fixing nut MtO 7.5kgf.m (54.2 ft-lb) 4 2-15 Printed in Japan OOOOAOA1361 Chapter 2 Basic Engine 2. Cylinder Head 2) Model 2GM20(F)(C) Flywheel end Nut & bolt Tightening to be tightend sequence Stud bolt fixing nut 1, 3, 5 7, 8 Collar haad bolts Dia. M12 MB SM/GM(FXC}HM(FXCJ Collar head Gear Side bolts, MB Collar head bolts, M12 Ti¥htening orque 12.0(86.8) 3.0(21.7) 2, 4, 6 12.0(86.8) 3) Models 3GM30(F)(C) and 3HM35(F)(C) ' Gear side Flywheel end 2 0 kgf.m(ft 1b) Tightening sequence Nut & bolt to be tightend Dia. Tightening torque 3GM30(F)(C) 3HM35(F)(C) 5, 7 Stud bolt fixing nut M12 12.0(88.8) 13 (94.0) 9, 10, 11 1, 2, 3, 4, 6, 8 Collar head bolts MB M12 3.0(21.7) 3 (21.7) 12.0(88.8) 13 (94.0) (2) Cylinder head nut tightening sequence 1) Coat the threads of the cylinder head bolts with lubricating oil, and screw the cylinder head nuts onto the bolts. 2) First, tighten the nuts sequentially to 1fJ of the prescribed torque. 3) Second, tighten the nuts sequentially to 2f3 of the prescribed torque. 4) Third, tighten the nuts to the prescribed torque. 5) Recheck that all the nuts have been properly tightened. NOTE: Aftertightening, valve clearance must be adjusted. 2-3.3 Cyttnder heed nut loosening sequence When loosening the cylinder head nuts, reverse the tightening sequence. The cylinder head nut loosening sequence Is shown In the figure. 2-16R Print..d in Japan OOOOAOA1361 Chapter 2 Basic Engine 2. Cylinder Head 2-4 ..ntake and exhaust valves, valve guide and valve spring top retainer Intake and exhaust valve spring collar Intake and exhaust valve spring seat Intake and exhaust valve Valve spring 2-4.1 ·1nspecting and measuring the Intake and exhaust valves (1) Valve seat wear and contact width. Inspect valve seats for carbon build-up and heavy wear. Also check if each valve seat contact width is suitable. If the valve seat contact width is narrower than the valve seat width, the seat angle must be checked and corrected. SM/GM(F)(C)-HM(F)(C) Valve stem diameter Valve seat width Valve diameter Seat angle mm (in ) 3HM35(F)(C) 4>32 (1.2598) q,27 (1.0830) 3.04 (0.1197) Intake valve diameter 1GM10(C) 2GM20(F)(C) 3GM30(F)(C) 4>32 (1 .2598) Exhaust valve diameter 4>26 (1.023.15 (0.1236) 40)Valve seat width Valve seat angle 90" NOTE: Note that the intake valve and exhaust valve have a different diameter. mm (in } 1GM10(C), 2GM20(F)(C) 3HM35(F)(C) 3GM30(F)(C) Maintenance Maintenance Wear limit Wear limit standard standard 0.75-1 .15 0.85-1 .15 Valve - - (0.0295 (0.0335 thickness -0.0453) -0.0453) (2) Valve stem bending and wear. Check for valve stem wear and strain, and repair when such damage is light. Measure the outside diameter and bend, and replace the valve when the wear limit Is exceeded. 1GM10(C), 2GM20(F)(C), 3GM30(F)(C) 3HM35(F)(C) Maintenance standard VVear limit Maintenance standard wear limit Valv.. stem outside diameter 07 (02756) 06.9 (02717) 07 (02756) 06.9 (02717) Valve stem bend -0.03 (0.0012) -0.03 (0.0012) 2-17 Printed in Japan OOOOAOA136I Chapter 2 Basic Engine 2. Cylinder Head SM/GM(FXC)"HM(FXC) (3) Valve seat hairline cracks. Inspect the valve seat by the color check, and replace the seat if cracked. 2-4.21nspectlng and measuring valve guides The same valve guide is used both for intake and exhaust valves in the model 1GM10{C) engine. It has a gas blow opening cut in the inner face at the bottom. As for models 2GM20{F){C), 3GM30(F){C) and 3HM35 (F){ C), the valve guide is different for the intake valve and exhaust valve in that the inner face of the exhaust valve guide has a gas blow opening cut. Be sure that the correct one is used when replacing the guides. For model 1 GM10(C) Exhaust and Intake valve guide Gas cut For models 2GM20(F){C). 3GM30(F){C), and 3HM35(F){C) Exhaust valve guide Intake valve guide Valve guide inside diameter Gas cut (1) Floating of the intake and exhaust valve guides. Check for intake and exhaust valve guide looseness and floating with a test hammer, and replace loose or floating guides with guides having an oversize outside diameter. Valve guide protrusion mm(in.) ' All models Valve guide protrusion 7 {02756) (2) Measuring the valve guide inside diameter. Measure the valve guide inside diameter and clearance, and replace the guide when wear exceeds the wear limit. 1GM10(C) Intake Exhaust Valve guide inside diameter (after assembly) Stem outside diameter Valve guide inside diameter (after assembly) Stem outside diameter Maintenance standard ¢7 (0.2756) ¢7 (0.2756) ¢7 (0.2756) ¢7 (0.2756) Clearance at assembly 0.045-0.070 (0.0018-0.00028) 0.045-0.070 (0.0018-0.0028) Maximum allowable clearance 0.15 (0.0059) 0.15 (0.0059) Wear limit ¢7.08 (0.2787) ¢6.9 (0.2717) ¢7.08 (0.2787) ¢6.9 (0.2717) 2GM20(F)(C) Intake guide diameter after m outside diameter ¢7 (0.2756) ¢7 (0.2756) 0.04()-0.065(0.0016-0.0026) 0.15 (0.0059) ¢7.08 3GM30(F)(C) 3HM35(F)(C) Exhaust Valve guide inside diameter (after assembly) Stem outside diameter ¢7 (0.2756) ¢7 (0.2756) 0.045-0.0070 (0.0016-0.0028) 0.15 (0.0059) ¢7.08 (0.2787) ¢6.9 (0.2717) 2-18 Printed in Japan OOOOAOA1361 Chapter 2 Basic Engine 2. Cylinder Head SM/GM(FXCJ·HM(FXC) (3) Replacing the Intake/exhaust valve guide 1) Using a special tool for extracting and inserting the valve guide, extract the valve guide. 2) Using the above tool, drive the valve guide Into position by starting from the valve spring side and finish the inside diameter with a reamer. mm (in.) 2GM20(F)(C). 3GM30(F)(C) 3HM35(F)(C) Amount of interference of valve guide 0.005 .. 0.034 lfl.0002 .. 0.0013) O.Q18 .. 0.047 lfl.0007 .. 0.0019) O.Q18 .. 0.047 lfl.0007 .. 0.0019) Fit the intake and exhaust valve guides until the bottom of the groove around the outside of the valve guide is flush with the end of the cylinder head. As the valve guide for model 1GM10(C) does not have a groove, fit it after checking its dimension and marking it. Relationship between valve guide fitting groove and head surface 2-4.3 Valve spring (1) Valve spring Inclination. Since inclination of the valve spring Is a direct cause of eccentric contact of the valve stem, always check It at disassembly. Stand the valve upright on a stool, and check if the entire spring contacts the gauge when a square gauge is placed against the outside diameter of the valve spring. If there is a gap between the gauge and spring, measure the gap with a feeler gauge. When the valve spring Inclination exceeds the wear limit, replace the spring. Square Surface plate mm (in.) Maintenance standard Valve spring free length (A) 38.5 (1.5157) Allowable lilt value (B/A) is less than 0.035 (2) Valve spring free length. Measure the free length of the valve spring, and replace the spring when the wear limit Is exceeded. 2-19 Printed in Japan OOOOAOAI361 Chapter 2 Basic Engine 2. Cylinder Head SM/GM(F)(C)-HM(F)(Cj Also, measure the tension of the spring with a spring tester. If the tension is below the prescribed limit, replace the spring. 1GM10(C). 2GM20(F)(C). 3HM35(F)(C)3GM30(F)(C) Maintenance Maintenance Wear limit Wear limit standard standard Valve 38.5mmspring 38.5mm 37mm 37mm (1.5157in.) (1 .4567in.) (1 .5157in.) (1 .4567in.) free length length 29.2mm 30.2mm - - when (1. 1496in.) (1.1890in.) attached Load 14.43kg 16.16kg 13.7kg 12.2kg applied (35.631b) (30.201b) (31.811b) (26.901b) attached 2-4.4 Valve stem seal A valve stem seal is assembled at the top of the valve guide and the valve stem chamber oil is sucked into the comb us· lion chamber through the valve guide (oil down) to prevent an increase in oil consumption. The valve stem seal must always be replaced whenever it has been removed. When assembling, coat the valve stem with engine oil before inserting. Valve stem seal guide 2-4.5 Spring retainer and spring cotter pin Inspect the inside face of the spring retainer and the out· side surface of the spring cotter pin, and the contact area of the spring cotter pin inside surface and the notch in the head of the valve stem. Replace the spring retainer and spr· ing cotter pin when the contact area is less than 70% or when the spring cotter pin has been recessed because of wear. 2-5 Precombustion chamber and top clearance 2-5.1 Precombustion chamber Remove the packing and insulation packing at the precom· bustion chamber's front and rear chambers, and inspect. Check for burning at the front end of the precombustion chamber front chamber, acid corrosion at the precombus· tion chamber rear chamber, and for burned packing. Replace if faulty. Pin chamber (front) 2-20 Printed in Japan OOOOAOAI361 Chapter 2 Basic Engine 2. Cylinder Head SM/GM{FXC)-HM{FXCJ 2-5.2 1nsulatlon packing The insulation packing prevents transmission of heat from the precombustion chamber to the nozzle valve and serves to improve the nozzle's durability. Always put in new Insulation packing when it has been disassembled. 2-5.3 Top clearance Top clearance is the size of the gap between the cylinder head combustion surface and the top of the piston at top dead center. Since top clearance has considerable effect on the com· bustion performance and the starting characteristic of the engine, it must be checked periodically. Precombustion chamber Gasket packing (1) Top clearance measurement 1) Check the cylinder head mounting bolts and tightening torque. 2) Remove the fuel injection valve and precombustion chamber. 3) Lower the piston at the side to be measured. 4) Insert quality fuse wire (01.2mm, 0.4721n.) through the nozzle holder hole. (Be careful that the wire does not enter the intake and exhaust valve and the groove in the combustion surface.) 5) Crush the fuse wire by moving the piston to top dead center by slowly cranking the engine by hand. 6) Lower the piston by hand cranking the engine and remove the crushed fuse wire, being careful not to drop it. 7) Measure the thickness of the crushed part of the fuse wire with vernier calipers or a micrometer. (2) Top clearance value. mm 1GM10(C). 2GM20(F)(C). 3HM35(F)(C) 3GM30(F)(C) 0.6&--0.88 0.6&--0.86 Top clearance (0.026Q--0.0339) (0.026&--0.0346) When the top clearance value is not within the above range, check for damaged gasket packing, distortion of the cylinder head combustion surface, or other abner· mal conditions. 2-6 Intake and exhaust valve rocker ann Since the intake and exhaust valve rocker arm shaft and bushing clearance and valve head and push rod contact wear are directly related to the valve timing, and have an ef· feet on engine performance, they must be carefully servic· ed. 2-6.1 Components of valve rocker arm (1) Modei 1GM10(C) Nut Valve rocker arm support Nut Intake valve arm Bush Bush Pin adjust screw 2-21 Printed in Japan OOOOAOAI36I Chapter 2 Basic Engine 2. Cylinder Head SM/GM(FXC)-HM(FXC) The same part is used for both intake valve rocker arm and exhaust valve rocker arm. The bush is not fitted to the valve rocker arm. In has a simple construction as the valve rocker arms are fitted to the valve rocker arm support from both sides without using the retainer. In the place of a retainer, the rib of the bonnet cover prevents the rocker arms from coming out. NOTE: Take care that the valve rocker arms do not get detached from the valve rocker arm shaft when dismantling or ·assembling. Replace the bonnet carefully when assembling. (2) Model 2GM20(F)(C) The intake and exhaust valve rocker arms for two cyinders are fitted to a valve rocker arm shaft at both sides of the spring. The same part is used for both in· take and exhaust valve rocker arms. Bush rocker arm support exhaust valve rocker arm i I (3) Models 3GM30(F)(C) and 3HM35(F)(C) The intake and exhaust valve rocker arms for three cylinders are fitted to a valve rocker arm shaft at both sides of the spring. The same intake and exhaust valve rocker arms, valve rocker arm support, spring and valve clearance adjusting screw are used for models 3GM30 (F)( C) and 3HM35(F)(C). Valve rocker arm Valve rocker arm shaft Shaft spring 3 intake valve rocker arm 3 exhaust valve rocker arm Valve clearance adjusting screw 2-22 arm Valve rocker arm support Valve rocker arm No.2 intake valve rocker arm No.1 exhaust valve rocker arm .1 intake valve rocker arm 1 exhaust valve rocker arm 2 intake valve rocker arm 2 exhaust valve rocker arm Exhaust valve Intake valve rocker arm rocker arm Printed in Japan OOOOAOA1361 Chapter 2 Basic Engine 2. Cylinder Head SM/GM(F)(C)-HM(F}(C) 2-6.2 Measuring the valve rocker ann shaft and bushing clearance Measure the outside diameter of the valve rocker arm shaft and the inside diameter of the bushing, and replace the rocker arm or bushing if the measured value exceeds the wear limit. Replace a loose valve rocker arm shaft bushing with a new bushing. However, when there is no tightening allowance, replace the valve rocker arm. Valve rocker arm shaft mm (in.) Maintenance standard Clearance at assembly Maximum allowable clearance Wear limit 1GM10(C) Intake and exhaust valve rocker arm shaft outside diameter Intake and exhaust valve rocker arm bushing inside diameter (assembled) A B ¢12 (0.4724) ¢12 (0.4724) 0.016-0.052 (0.0006-0.0020) 0.15 (0.0059) ¢11.9 (0.4685) ¢12.1 (0.4764) 2GM20(F)(C) Intake and exhaust valve rocker arm shaft outside diameter A ¢14 (0.5512) 0.016-0.052 (0.0006-0.0020) 0.15 (0.0059) ¢13.9 (0.5472) ¢14.1 (0.5551) Intake and exhaust valve rocker arm bushing inside diameter (assembled) B 14 (0.5512) 3GM30(F)(C) 3HM35(F)(C) Intake and exhaust valve rocker arm shaft outside diameter Intake and exhaust valve rocker arm bushing inside diameter (assembled) A B ¢14 (0.5512) ¢14 (0.5512) 0.016-0.052 (0.0006-0.0020) 0.15 (0.0059) ¢13.9 (0.5472) ¢14.1 (0.5551) 2-6.3 Valve rocker ann and valve top retainer contact and 2-6.5 Classification of the Intake and exhaust valve rocker wear anns Check the valve rocker ann and valve top reiainer contact, Since the intake and exhaust valve rocker anns have difand replace when there Is any abnormal wear or peeling. ferent shapes, care must be exercised in service and assembly. 2·6.4 Valve clearance adjusting screw Inspect the valve clearance adjusting screw and push rod contact, and replace when there is any abnormal wear or peeling. 2-23 Printed in Japan OOOOAOAI361 Chapter 2 Basic Engine 2. Cylinder Head SM/GM(F)(C)·HM(F)(C) 2-7 Adjusting Intake and exhaust valve head clearance Adjustment of the intake and exhaust valve head clearance governs the performance of the engine, and must be performed accurately. The Intake and exhaust valve head clearance must always be checked and readjusted, as re· quired, when the engine is disassembled and reassembled, and after every 300 hours of operation. Adjust the valve head clearance as described below. 2-7.1 Adjustment Make this adjustment when the engine is cold. (1) Remove the valve rocker arm cover. (2) Crank the engine and set the piston to top dead center (TDC) on the compression stroke. The matching mark is made at the setting hole of the starter motor on all models. Matching mark With respect to models 1GM10(C). 2GM20(F)(C) and 3GM30 .(F)(C) only, a projection which serves as the matching mark is provided in the cast hole of the clutch housing. NOTE: Set to the position at which the valve rocker arm shaft does not move even when the crankshaft is turned to the left and right, centered around the matching mark. 2-24 (3) Check and adjust the intake and exhaust valve head clearances of the No. 1 piston. Loosen the valve clearance adjusting screw lock nut, ad· just the clearance to the maintenance standard with a feeler gauge, and retighten the lock nut. Adjusting screw 0.2mm Lock nut (0.0079in.) All models Intake and exhaust valve head 02mm (0.0079in.) clearance: In the case of 2GM20(F)(C). adjust the valve head clearance of the No. 2 cylinder in the same manner after turning the crankshaft 180". In the case of 3GM30(F)(C), 3HM35(F)(C), adjust the valve head clearance on the No. 3 cylinder in the same manner after turning the crankshaft 2400 and then adjust the No. 2 cylinder after turning the crankshaft another 240" . NO TE: If you adjust the valve head clearance of the No. 2 cylinder first, turn the crankshaft 540". Adjust the clearance of the No. 1 cylinder in the same manner on a 2 cylinder engine. Printed in Japan OOOOAOA1361 Chapter 2 Basic Engine 2. Cylinder Head SM/GM(F)(C)-HM(F)(C) 3·7.2 Adjusting without a feeler gauge Set the head clearance to zero by tightening the adjusting screw, being careful not to tighten the screw too tight. Then adjust the valve clearance to the maintenance stan· dard by backing off the adjusting screw by the angle given below. Lock nut Adjusting screw mm (in.) Valve clearance adjusting screw M8 x 125 (0.3149 x 0.0492) Adjusting screw backoff angle Approx 58° NOTE: Calculating the backoff angle. calculate the 0.2mm advance angle from 1.25mm advance at one tum 360° = 0.2/1.25 X 360' 58° = One side (60') of the hexagonal nut should be used to measure. 2-8 Decompression mechanism The decompression mechanism is used when the starter motor fails to rotate sufficiently because the battery is weak, and to facilitate starting in cold weather. When the decompression lever is operated, the valve is pushed down, the engine is decompressed, the engine turns over easily and the flywheel inertia increases, thus making starting easy. 2-8.1 Modei 1GM10(C) Valve rocker arm Decompression shaft -ring Spring Decompression shaft Decompression lever 2-8.2 Models 2GM20(F)(C), 3GM30(F)(C) and 3HM35(F)(C) Valve rocker arm Decompression shaft lever 2-25 l'rinlrd in Japan OOOOAOAI361 Chapter 2 Basic Engine 2. Cylinder Head SM/GM(FXC)·HM(FXC) o---straight pin Decamp. Comp. Decompression shaft Decompression lever Washer Nut With this engine, there is no need to adjust the decompression lift. 2-9 Disassembling and reassembling the cylinder head 2-9.1 Disassembling the cylinder head When disassembling the cylinder head, group the parts separately according to cylinder, intake or exhaust to avoid confusion. (1) Disassembling the rocker arm ass'y 1) Remove the rocker arm ass'y mounting nuts. 2) Remove the rocker arm ass'y. 3) Remove the rocker arm retainer, and pull the rocker arm from the rocker arm support. Valve rocker arm rocker arm NOTE: A retainer Is not used for the valve rocker arm on model 1GM10(C) and is kept free, therefore the rocker arm can be removed directly. 2-26 Printed in Japan OOOOAOA 136 I Chapter 2 Basic Engine 2. Cylinder Head SM/GM(FXC)·HM(FXC) (2) Removing the precombustion chamber 1) Remove the rear precombustion chamber and packing. 2) Remove the front precombustion chamber and pack· ing. (3) Removing the Intake and exhaust valve ass'y Do I 1 1) Set the special tool at the intake and exhaust valve ass'y and depress the valve spring by turning the lever. 2) When the special tool is not available, depress the valve spring with a wrench. 3) Remove the spring cotter pin. 4) Tum the lever of the special tool in the loosening dirac· tion, release the valve spring retainer, and remove the valve spring retainer and valve spring. 5) Pull the valve from the cylinder head. 6) Remove the valve stem seal. 7) Remove the valve guide. 2-27 Printed in Japan OOOOAOA1361 2-9.2 Reassembling the cylinder heed Before reassembling the cylinder head, wash all the parts, inspect and measure the dimensions of each part, and repair or replace any parts that are abnormal. Be careful not to confuse the parts grouped by cylinder number and In· take or exhaust. (1) Assembling the intake and exhaust valves 1) Press the valve guide into the cylinder head. 2) Install the valve stem seal. (Always replace the valve stem seal with a new seal.) 3) Install the valve In the cylinder head. 4) Install the valve spring and valve spring seat. 5) Install the split collar. •Using the special tool •Using a wrench (2) Installing the valve arm ass'y 1) Install the intake and exhaust rocker arms on the rocker arm support. 2) Install both the rocker arm supports and rocker arm retainers on the cylinder head, then tighten them with nuts. (3) Installing the precombustion chamber 1) Install the front precombustion chamber and packing. 2) Install the rear precombustion chamber and packing. (Always replace the insulation packing.) Chapter 2 Basic Engine 3. Piston 3. Piston 3-1 Piston assembly construction The pistons are made of LO·EX (AC8A·T6) for lightness and are designed for reduced vibration. The outside of the piston Is machined to a special oval shape. During opera· lion, thermal expansion Is small, the optimum clearance between the piston and cylinder liner is maintained, and a stable supply of lubricating oil is assured. Second compression ring ring Circlip A complete set of piston rings consists of two compres· sion rings and one oil ring. To improve the rigidity of the piston skirt no ring is installed on the skirt Itself so that the piston seldom becomes deformed and retains stable contact. The piston pin is of the floating type. Both its ends are fastened with circlips. Grooves called a heat dam are cut round the top section of the piston. These grooves help to dissipate heat and pre· vent scuffing. 3-2 Piston 3-2.1 1nspectlon (1) Measuring Important dimensions Measure each important dimension, and replace the piston when the wear limit is exceeded. First compression ring groove width Second compression groove width SM/GM(F)(C}HM(F)(C) Detail of A (heat dam) E.. 0.26mm E.. (0.0102in.) " ..C! 0> 09. C! Measuring piston outside diamter (2) Measure the clearance between the piston ring or oil ring and the ring groove with a thickness gauge. Feeler gauge 2-28 Printed in Japan OOOOAOA136I Chapter 2 Basic Engine 3. Piston SM/GM(F)(C)-HM(F)(C) mm (ln ) 1GM10(C), 2GM20(F)(C), 3GM30(F)(C) 3HM35(F)(C) Maintenance standard Wear limit Wear limit Piston outside diameter (At right angles to the piston ¢74.91-74.94 Maintenance standard 74.85 ¢79.902-79.932 pin, at a point 9.0mm (0.3543in.) (¢2.9492-2.9504) (2.9468) (.p3.1457-3.1470) (3.1433) from the bottom ¢19.995--20.008 -¢22.995--23.008 - Piston pin hole inside diameter (0.7872 .. 0.7877) (0.9053 .. 0.9058) First compression piston 0.065 .. 0.10 020 0.065 .. 0.10 0.20 ring-to-groove clearance (0.0026 .. 0.0039) (0.0079) (0.0026 .. 0.0039) (0.0079) Second compression piston 0.035 ..0.07 020 0.035 .. O.o? 020 ring-to-groove clearance (0.0014 .. 0.0028) (0.0079) (0.0014 .. 0.0028) (0.0079) 0.02 .. 0.055 0.15 0.020 .. 0.055 0.15 Oil ring-to-groove clearance (0.0008 .. 0.0022) (0.0059) (0.0008 .. 0.0022) (0.0059) (3) Piston pin outside contact and ring groove carbon buildup. check if the piston ring grooves are clogged with carbon, if the rings move freely, and for abnonmal contact around the outside of the piston. Repair or replace the piston if faulty. 3-2.2 Replacing a piston If the dimension of any part is worn past the wear limit or the outside of the piston is scored, replace the piston. (1) Replacement 1) Install the piston pin circlip at one side only. 2) Immerse the piston in 80"C oil for 10 .. 15 minutes. Piston 0 3) Remove the piston from the hot oil and place it on a bench with the piston head at the bottom. 4) Insert the small end of the connecting rod into the piston, insert the piston pin with a rotating motion, and install the other piston pin circlip. Use wooden hammer if necessary. 2-29 Printed in Japan OOOOAOA1361 (2) Precautions 1) Before inserting, check whether the piston pin is in the connecting rod. 2) Coat the piston pin with oil to facilitate insertion. 3) Check that the connecting rod and piston move freely. 4) Insert the pin quickly, before the piston cools. Chapter 2 Basic Engine 3. Piston SM/GM(F)(C)·HM(F)(C) 3-3 Piston pin and piston pin bushing 3-3.1 Piston pin Measure the dimensions of the piston pin, and replace the pin if it is worn past the wear limit or severely scored. a Piston pin center Maximum wear measured in (a) (b) direc tions at central position mar1<::ed* mm (in ) 1GM10(C). 2GM20(F)(C). 3GM30(F)(C) 3HM35(F)(C) Maintenance standard Wear limit Maintenance standard Wear limit Piston pin outside diameter 020..009 (0.7870 .. 0.7874) 019.98 (0.7866) 023..009 (0.9052 .. 0.9055) 022.98 (0.9047) Piston pin hole and piston pin tightening allowance -o.005 .. +{).017 (-0.0002 .. +{).0007) --o.005 .. +{).017 (-0.0002 .. +{).0007) - 3-3.2 Piston pin bushing mm (in ) A copper alloy wound bushing is pressed onto the piston pin. Since a metallic sound will be produced if the piston pin and piston pin bushing wear is excessive, replace the bushing when the wear limit is exceeded. The piston pin bushing can be easily removed and installed with a press. However, when installing the bushing, be careful that it is not tilted. ... .. NOTE. 1s the d1men· sion after pressing onto the connecting rod. 1GM10(C), 2GM20(F)(C) 3HM35(F)(C) 3GM30(F)(C) Maintenance Wear Maintenance Wear standard limit standard limit Piston pin busing q.20.0 d in Japan OOOOAOAI36I Chapter 2 Basic Engine 5. Crankshaft SM/GM(FXC)·HM(FXC) (2) Intermediate main bearing The intermediate main bearing on the flywheel side isthe primary main bearing. Because this is a flange type bearing, measure the flange width as well as the inside Intermediate Basic bearing bearing w mm (in ) 2GM20(F)(C). 3GM30(F)(C) 3HM35(F)(C) Maintenance standard Wear limit Maintenance standard Wear limit Gear case side intermediate bearing inside diameter o, 044.0 (1 .7323) 044.12 (1 .7370) 047.0 (1.8504) 047.12 (1.8551) Flywheel side intermediate bearing inside diameter D, 044.0 (1 .7323) 044.12 (1 .7370) 11>47.0 (1.8504) 11>47.12 (1 .8551) w 25-0,09-0.17 24.63 30:g.. 29.63Width of intermediate bearing (Flywheel side) (0.9na .. o.9B07l (0.9697) (1.1744 .. 1.1na1 (1.655) NO TE: Only at the flywheel end for mode/ 1GM10(C) 5-5.5 Replacing the crank bearing Since the crank bearings at both ends of the crankshaft are attached to the cylinder block and bearing housing with a press, a force of approximately 1.0 .. 1.5 tons (2200 .. 3300lbs.) is required to remo.ve them. Moreover, since the crankshaft will not rotate smoothly and other trouble may occur if the bearing is distorted, it must always be installed with the special tool. (1) Removal Assemble the spacer and plate A as shown in the figure, place the puller/extractor against the bearing from the opposite end and pull the bearing by tightening the nut of the special tool. Remove the oil seal before pulling the bearing pressed against the bearing housing. (2) Installation Coat the outside of the bearing with oil and align the extraction bolt Spacer Insertion guide Crank bearing Plate Insertion guide diameter. As the flange wears away the side gap of thecrankshaft increases. positions of the bearing oil holes. Then press in plate B B Printed in Japan 2-47 OOOOAOA1361 Chapter 2 Basic Engine 5. Crankshaft SM/GM(F)(C)-HM(F)(C) until it touches the cylinder block or bearing housing, using the puller/extractor as a guide, as shown in the figure. After inserting the bearing, measure its outside diameter. If the bearing is distorted, remove it again and replace it with a new bearing. (3) Crank bearing installation precautions Lubrication hole Rounded corner part Cylinder side---5- 6 Crankshaft oil seal 5-6.1 Oil seal type and size Spiral oil seals are employed at both ends of the crankshaft. This type of oil seal is pulled toward the oil pan by pump action while the engine is running so that there is no oil leakage. Since the viscous pump action will be lost if the lip of the seal is coated with grease, coat the lip with oil when assembling. Oil seal 1GM10(C). 2GM20(F)(C). 3GM30(F)(C) 3HM35(F)(C) Size Spiral Part No. (Yanmar) Size Spiral Part No. (Yanmar) For Main bearing metal housing 60829 Yes 124085-02220 65669 Yes 121551-02220 For gear case 25406 Yes 121450-01800 25406 Yes 121450-01800 1) Pay careful attention to the crank bearing insertion direction. Insert the bearing so that the side with the outside fillet is on the outside. 2) Align the oil hole of the crank bearing with the oil holes of the cylinder block and bearing housing. 3) After inserting the crank bearing, check that the crankshaft rotates easily with the thrust metal and bearing housing installed. 4) Be careful that the bearing is not tilted during insertion. 5-6.2 Oil seal insertion precautions (1) Clean the inside of the housing hole, ascertaining that the hole is not dented when the seal is removed. {2) Be sure that the insertion direction of the oil seal is correct. Insert so that the main lip mounting on the spring is on the inside (oil side). Assembly I direction (3) Since the direction of rotation of the shaft is specified on a spiral oil seal, be sure that the rotating direction is correct. Direction of rotation '" -""'"""-.. ' Oil sear outside diameter u seal thickness of rotation 2-48 (4) Insert the oil seal with a press. However, when unavoidable, the seal may be installed by tapping the entire periphery of the seal with a hammer, using a block. In this case, be careful that the oil seal is not tilted. Never tap the oil seal directly. GOOD ·.... Block Housing BAD Prinlrrl in Japan OOOOAOAI361 Chapter 2 Basic Engine 6. Flywheel and Housing SM/GM(F){C)-HM(F)(C) 6. Flywheel and Housing The function of the flywheel is, through inertia, to rotate the crankshaft in a uniform and smooth manner by absorbing the turning force created during the combustion stroke of the engine, and by compensating for the decrease in turning force during the other strokes. The flywheel is mounted and secured by 5 bolts on the crankshaft end at the opposite end to the gear case; it is covered by the mounting flange (flywheel housing) which Is bolted to the cylinder block. On the crankshaft side of the flywheel is the fitting surface for the damper disc, through which the rotation of the crankshaft is transmitted to the input shaft of the reduction and reversing gear. The reduction and reversing gear is fit· ted to the mounting flange. The flywheels unbalanced force on the shaft center must be kept below the specified value for the crankshaft as the flywheel rotates with the crankshaft at high speed. To achieve this, the balance is adjusted by drilling holes in the side of the flywheel, and the unbalanced moments are adjusted by drilling holes in the circumference. 6-1 Specifications of flywheel The ring gear is shrink fitted onto the circumference of the flywheel, and this ring gear serves to start the engine by meshing with the starter motor pinion. The stamped letter and line which show top dead center of each cylinder are positioned either on the flywheel at the crankshaft side or at the side of the reduction and reversing gear, and by matching these marl0 Mark a> 'f' ?'("\ ;_, N :.. c " 0 3 ., -· ID §. §.. ...3 " &. !e. .. 0 -" tl.. ..· Cl ;: 0 =:: .. """ !!i ,.. s" · "" ..i 9,. -., :g Cl;: .. N ::> -:;;0 Q. ..'I ::--,."' - Cl :g;: ::T .. g -" !lee 121a:::g:g.. holes for straight pins (TDC) ' g" .. o, '-' 0> ..[ .... ;i: w, NO TE: Material of flywheel housing. e._ Sail-drive type: Cast iron -g ' Marine gearbox type: Aluminum alloy D o-, o, o• > o, ..f M18 x 1.5 threaded Tachometer sensor seating 'l' 80.0.1 ., 0 "'I :I: . .. 3: 8-M8 threaded holes (equally spaced) Depth 15120 .::!! 9 5-12110.5 M10 x 1.25 bolts (equally spaced) 6MB threaded · through-holes (equally spaced) Depth 11/16 2-12110H7 Holes for straight pin Depth 15/17 08:g:g.. holes for straight pins NO TE: Material of flywheel housing Sail-drive type: Cast iron Marine gearbox type: Aluminum alloy !"n "' "' - § a l:ll ... ;:;· 9..S..· ,. "' .. ' '>i .... ""' '>i.. '-' Chapter 2 Basic Engine 6. Flywheel and Housing SM/GM(FXC)-HM(FXC) With respect to models 1GM10(C), 2GM20(F)(C) and 3GM30(F)(C) only, a projection which serves as thematching mark is provided in the cast hole of the clutch housing. Matching mark Printed in Japan 6-3 Ring gear When replacing the ring gear due to excessive wear or damaged teeth, heat the ring gear evenly at its cir· cumference, and after it has expanded drive It gradually off the flywheel by tapping it with a hammer a copper bar or something similar around the whole circumference. Interference of ring gear 1GM10(C), 2GM20(F){C) 3GM30(F){C) 0.188-0.348 (0.0074-0.0137) 6-4 Position of top dead center (1) Marking mm(in ) 3HM35(F){C) 0.1 88-0.348 (0.0074-0.0137) Flywheel Copper bar Wooden stand Stamped marking line (2) Matching mark The matching mark is made at the setting hole of the starter motor on all models. Matching mark 2-52 Stamped marking line 3GM30(F)(C) 3HM35(F){C) 1, 3 1, 2, 3 18° 21° Both surfaces Crankshaft side 1GM10(C) 2GM20(F){C) Stamped letter Angle a of Stamped lines 1 w Both suriaces 1, 2 w Both surfaces Stamped surfaces OOOOAOA1361 Chapter 2 Basic Engine 7. Camshaft 7. Camshaft 7-1 Construction of the camshaft The camshaft, an integral camshaft with intake and ex· haust cams, is driven by the camshaft gear and may be timed individually. On top of the intake and exhaust cams a tappet is mounted guided by the cylinder block. The tappet moves up and down with the rotation of the cam and opens and closes the intake and exhaust valves with the pushrod and rocker arm. During high speed operation the cam surface is exposed to a strong force of inertia from moving valves and spring load, and comes in contact with the tappet at high surface pressure. Therefore, to reduce wear the surface is tempered by high frequency hardening, as well as a cam form selected to decrease the force of inertia. Since the intake and exhaust cam profile of this engine isaa parabolic acceleration cam with a buffering curve, movement of the valve at high speed is smooth, improving the durability of the intake and exhaust valve seats. 7-1.1 Camshaft of engine modei 1GM10(C) ..Ball beanng retaonong screw Gear case end SM(GM(FXC)-HM(FXC) The camshaft on models 1 GM10(C) and 2GM20(F)(C) does not have an intermediate bearing. The camshaft on models 3GM30(F)(C) and 3HM35(F)(C) however is supported by two intermediate bearings in order to avoid deflection of the camshaft. models and it is inserted into the camshaft together with the camshaft gear by matching the key and slot and is fixed by an end nut. The cam for the fuel feed pump is integrated with the cam· shaft and it is machine finished. The cam is located between the intake and exhaust valve cams of No.1 cylinder at the flywheel end in all engine models. -Push rod A ..:.. ...... \ Intake valve cam Fuel feed pump cam Exhaust valve cam Camshaft 2-53 Printed in Japan OOOOAOA1361 Chapter 2 Basic Engine 7. Camshaft SM/GM(FXC)·HM(FXC) Push rod 7-1.2 Camshaft of engine model 2GM20(F)(C) Ball bearing No.1 exhaust valve cam Fuel feed pump cam No.1 intake valve cam No.2 intake valve cam \No.2 exhaust valve cam Fuel cam Push rod Camshaft gear Hexagonal nut 7-1.3 Camshaft of 3HM35(F)(C) engine models 3GM30(F)(C) No.1 intake valve cam feed pump cam No.1 exhaust valve cam Camshaft gear No.2 exhaust valve cam Journal No.3 intake valve cam No.3 exhaust valve cam The cam profile is common to models 3GM30(F)(C), 3HM35(F)(C) and 2GM20(F)(C). The camshaft of model 3GM30(F)(C) has drilled holes for lubricating the intake and exhaust valve cams. The camshaft gear, tappet, ball bearing, hexagonal nut, and fuel cam are the same for models 3GM30(F)(C) and 3HM35(F)(C). 2-54 Printed in Japan OOOOAOAI361 Chapter 2 Basic Engine 7. Camshaft SM/GM(FXC)-HM(FXC) 7 ·2 Valve timing diagram TDC Intake valve open Intake valve close 7·3 1nspectlon Visually check for steps or wear on the cam surface and replace if excessive. Since the cam surface is tempered and ground, there is almost no wear. However, measure the height of the intake and exhaust cams, and replace the camshaft when the measured value exceeds the wear limit. 7-3.1 Camshaft height All models Intake and exhaust valve head clearance Intake valve open b. TOG Intake vatve close a BDC Exhaust valve open b. BOG Exhaust valve close a TDC 02mm (0.0079in.) 2()05()05()02()0 Intake and exhaust cam Fuel feed pump cam Cam height Cam height mm Maintenance standard Wear limit Intake and exhaust cam 1GM10(C) 2GM20(F)(C) 3GM30(F)(C) 3HM35(F)(C) 29 (1.1417) 35 (1 .3780) 28.70 (1.1292) 34.70 (1.3661) Fuel feed pump cam 1GM10(C) 22 (0.8661) -2GM20(F)(C) 3GM30(F)(C) 33 (1 .2992) - 3HM35(F)(C) 33.5 (1.3189) - 7·3.2 Journals of camshaft Measure the amount of wear and eccentricity of the camshaft journal. Measurements must be carried out In at least two directions for each position. Replace the camshaft with a new one if the value exceeds the allowable limit. Maintenance standard Clearance at assembly Maximum allowable clearance Flywheel side 1GM10(C) 2GM20(F)(C). 3GM30(F)(C), 3HM35(F)(C) 10.0 (0.3937) ,P10.0 (0.3937) ,P9.95 (0.3917) ,P9.95 (0.3917 Tappet stem and guide hole clearance 1GM10(C) 2GM20(F)(C) 3GM30(F)(C) 3HM35(F)(C) 0.025-0.060 (0.001 o-o.oo24 1 0.01(}-0.040 (0.0004-G.0016) 0.10 (0.0039) 0.10 (0.0039) 7-5.3 Tappet and cam contact surface Abnormal contact Normal contact 2-56 Printed in Japan OOOOAOAI361 Maintenance Wear limit standard Push rod bend 0.03 or less 0.3 (0.00118 or less) (0.0118) 1GM10(C) 143 (5.6299) -Push rod 2GM20(F)(C) 136 (5.3543) -length 3GM30(F)(C) 3HM35(F)(C) 171 (6.7323) - 7·7 Fuel cam 7·7.1 Fuel cam check Chapter 2 Basic Engine 7. Camshaft SM/GM(F)(C)·HM(F)(C) Since the tappet and cam are offset, the tappet rotates in an up and down movement during operation, so there Is no uneven contact. Since eccentric wear will occur if cam tappet contact is poor, replace the tappet If there is any uneven contact or deformation. Contact surface conditions are shown in the following: (1) (2) (3) (4) (1), (2) T!llces when the tappet is rotating normally. (3). (4) Traces when the tappet does not rotate. the contact surface remains still and the point of contact wears away excessively. Discover the reason for the lack or rotation and replace the tappet. Cracks Pitting Also, there may be perforated pittings or cracks on the con· tact surface of the tappet. In such cases, discover the reason for abnormality and replace the tappet. 7 ·6 Push rods The push rods are sufficiently rigid and strong to prevent bending. Place the push rod on a stool or flat surface and measure the clearance between the center of the push rod and the flat surface, and replace the push rod if the wear limit is ex· ceeded. Check both ends for wear and peeling, and replace the push rod if faulty. mm (in) The fuel cam is separate from the intake and exhaust valve cams and is secured to the camshaft together with the camshaft gear by a key. The cam drives the fuel pump. The fuel cam like the intake and exhaust valve cams is ground·finished after being quenched. Therefore, it is almost free from wear. However, if step or eccentric wear is found to be excessive, replace the cam. Fuel cam height -All models - Fuel cam Fuel cam Maintenance standard 45(1.7717) mm (in) Wear lim.. 44.90(1.7677) 1·1.2 Fuel cam assembly pracautlons Install the fuel cam by aligning it with the key of the cam· shaft. If the installation direction is not correct, the fuel in· jection timing will be considerably off and the engine will not start. When assembling the fuel cam, be sure that the "0" mark side of the cam is opposite the camshaft gear. 2-57 Printed in Japan OOOOAOA1361 Chapter 2 Basic Engine 7. Camshaft SM/GM(FXC)-HM(FXCJ Camshaft gear "0" mark 2-58 Printed in Japan OOOOAOAI361 Chapter 2 Basic Engine 8. Timing Gear SM/GM(FXC)·HM(FXC) 8. Timing Gear 8·1 Timing gear train construction The camshaft, which Is the basic component of the valve opening and closing mechanism, and the fuel cam, which determines the fuel injection timing, are driven by the timing gear. The timing gear consists of the crankshaft gear and the camshaft gear. 8·1.1 Timing gear of modei 1GM10(C) The timing gear of model 1GM10(C) is as shown in the figure. The slit. which is at the end of the rotor shaft of the lubricating oil pump, is provided to connect with the shaft of the cooling water pump. Camshaft gear Lubricating oil pump gear (also drives the cooling water pump) 1GM10(C) The crankshaft gear also drives the governor weight and the lubricating oil pump by meshing with the lubricating oil pump gear. For the timing gears, helical gears are used. The timing gear case, which covers these gears, is fitted to the cylinder body with bolts. Lubricating oH pump The cooling water pump is driven by this slit Center distance Module (m) Tooth profile No. of teeth Camshaft gear Crankshaft gear 2.0 2.0 Full depth Full depth Lubricating oil pump gear 2.0 Full depth 84+gD4Bmm (3.3071 .. 3.30901n.) es+gD46mm (2.5984 f'V 2.6002in.) 2-59 Printed in Japan OOOOAOA1361 SM/GM(F)(C)-HM(F)(Cj Chapter 2 Basic Engine 8. Timing Gear 8-1.2 Timing gear of models 2GM20(F)(C), 3GM30(F)(C) and 3HM 35(F)(C) The same crankshaft gear and camshaft gears are used for thesethree models. Only on the lubricating oil pump gear for model 3HM35(F){C) is a different gear used, but it has the same number of teeth and the gear train itself is of the same construction as that of these three models. Helical gears are used as in modei 1GM10(C). Crankshaft gear Lubricating oil pump gear Crankshaft gear 2GM20(F)(C). 3GM30(F)(C) and 3HM35(F)(C) Module(m) Tooth profile No. of teeth Center distance Camshaft gear Crankshaft gear 2.0 2.0 Full depth Full depth 31 99"g""'mm (3.8976 .. 3.89951n.) 65.98+g.ll46mm (25976 .. 259951n) Lubricating oil pump gear 2.0 Full depth 31 2-60 Printed in Japan OOOOAOA1361 Chapter 2 Basic Engine 8. Timing Gear SM/GM(F)(C)"HM(F)(C) 8·2 Disassembly and reassembly of the timing gear 8·2.1 Disassembly (1) Remove the alternator. (2) Remove the rubber hose by loosening the hose clip on the cooling water pump. NOTE: For models 2GM20(F)(C). 3GM30(F)(C) and 3HM35 (F)( C), the cooling water pump does not need to be removed. Model 1GM10(C) can be dismantled without removing the cooling water pump. However, when assembling, it is difficult to connect it with the rotor shaft of the lubricating oil pump if the gear case has not been previously assembled. (3) Remove the crankshaft V·pulley. (4) Remove the fuel Injection pump NOTE: Remove the cap of the oil supply port in model 1GM, or the cap at the timing gear case end in other models, and remove the fuel injection pump by moving the governor second lever while observing through the hole. (5) Loosen the hexagonal bolt with the hole, and remove the straight pin from the manual starting handle. (6) Remove the gear case. (7) Remove the governor sleeve and needle bearing collar. (8) Loosen the hexagonal nut, and remove the governor weight support. (9) Remove the camshaft nut, and take out the fuel cam. (10)Remove the camshaft gear, crankshaft gear and Printed in Japan OOOOAOA1361 8·2.2 Disassembly and reassembly precautions Reassemble in the reverse order of disassembly. Pay attention to the following points when assembling. (1) Timing mark A timing mark Is provided on the crankshaft gear and camshaft gear to adjust the timing between opening and closing of the intake and exhaust valves and fuel injec· tion when the piston Is operated. Always check that these timing marks are aligned when disassembling and reassembling the timing gear. First, fit the crankshaft gear to the crankshaft by mat· chlng the key and slot. Next, by rotating the camshaft fit the camshaft gear in the position where the marks on the camshaft gear and the crankshaft gear align. (2) Fuel cam When the fuel cam is fitted to the camshaft, assemble it keeping the surface marked '0' towards the front. (Refer to 2-57) (3) Tightening torque of nut lubricating oil pump. Camshaft gear Timing mark 2-61 Chapter 2 Basic Engine 8. Timing Gear SM/GM(FXC)·HM(FXCJ 8·3 Inspection 8·3.1 Backlash Unsuitable backlash will cause excessive wear or damage at the tooth top and abnormal noise during operation. Moreover, in extreme cases, the valve and fuel injection timing will deviate and the engine will not run smoothly. When the backlash exceeds the wear limit, repair or relace the gears as a set. mm (in.) 1GM10(C) 2GM20(F)(C), 3GM30(F)(C), 3HM35(F)(C) Maintenance standard Wear llmit Maintenance standard VVear limit Crankshaft gear and camshaft gear backlash 0.05 "'0.13 (0.0020 rv 0.0051) Crankshaft gear and lubricating oil pump 0_05 "' 0.13 (0.0020 "" 0.0051)driven gear backlash Measuring backlash (1) Lock one of the two gears to be measured and measure the amount of movement of the other gear by placing a dial gauge on the tooth surface. 0.3 (0.0118) 0.05 .. 0.13 (0.0020 .. 0.0051) 0.3 (0.0118) 0.05 .. 0.13 (0.0020 .. 0.0051) 0.3 (0.0118) 0.3 (0.0118) --Diar gauge kgf-m(ft-lb) All models camshaft end nut 7.0 .. 8.0 (50.6 .. 57.9) Crankshaft nut 8.0 .. 10.0 (57.9 .. 72.3) NOTE: When tightening or loosening the crankshaft nut, take care that the spanner does not touch the governor weight or weight support. (4)assembling modei 1GM10(C) cooling water pump When model 1GM10(C) cooling water pump is assembled, ensure that the pump shaft engages with the slit of the rotors haft end of the lubricating oil pump and with the bearing. Check by rotating the crankshaft. Cooling water pump II 2-62 Printed in Jo.pan OOOOAOA1361 Chapter 2 Basic Engine 8. Timing Gear SM/GM(F)(C)HM(F)(C) (2) Insert a piece of quality solder between the gears to 6emeasured and turn the gears. The backlash can be measured by measuring the thickness of the crushed part of the solder. Solder wire 8·3.2 1nspectlng the gear tooth surface Check the tooth surface for damage caused by pitching and check tooth contact. Repair if the damage is light. Also inspect the gears for cracking and corrosion. When gear noise becomes high because of wear or damage, replace the gears as a set. 8·3.3 Inspecting the gear boss Check for play between each gear and the gear shaft, bum· ing caused by play, key damage, and for cracking at the edge of the key groove. Replace the gears when faulty. 2-63 Printed in Japan OOOOAOA1361 CHAPTER 3 FUEL SYSTEM 1. Fuel Injection System .. . . . . . . . . . . . . . . . ......... 3-1 2. Injection Pump .. . . . . . . . . . . . . . . . . . . . . . . . .. 3-3 3. Injection Nozzle . . . . . . . . . . . . ....................3-25 4. Fuel Filter .. . . . . . . . . . . . . . .... 3-29 5. Fuel Feed Pump. . . . . . . . . ..... 3-30 6. Fuel Tank (Option) . . . . . . . . . . . . . . . . . . . . . . . ..... 3-33 Printed in Japan OOOOAOAI361 Chapter 3 Fuel System 1. Fuel lnjection System SM/GM(F)(C)·HM(F)(C) 1. Fuel Injection System Fuel tank (option) Capacity 301 Rubbe'.. fuel hose (option) -07mml013mm Rubber hose Fuel feed pump \ Fuel return pipe 07mm/12113mm Rubber hose Fuel high pressure pipe Fuel injection pump Printed in Japan OOOOAOA1361 Chapter 3 Fuel System 1. Fuel Injection System SM/GM(F)(C)-HM(F)(C) 1-1 Construction The fuel system consists mainly of an injection pump, in· jection pipe, and an injection nozzle, plus a fuel tank, feed pump, fuel filter and other associated parts. The injection pump is driven by a fuel cam mounted on the camshaft and is controlled by a governor. Fuel stored in the fuel tank is fed to the fuel filter through the feed pump. (The feed pump is indispensable when the fuel tank is installed lower than the injection pump.) Dirt and other impurities in the fuel are removed by the filter and the clean fuel is sent to the injection pump, which applies the necessary pressure for injection to the fuel and atomizes the fuel by passing it through the injection nozzle. The injection pump also controls the amount of fuel in· jected and the injection timing according to the engine load and speed by means of. a governor. The injection pump feeds the fuel to the injection nozzle 1·2 Fuel injection system specifications through a high pressure pipe. The pressurized fuel isatomized and injected by the injection nozzle into the precombustion chamber. Fuel that overflows the injection nozzle is returned to the fuel tank through the fuel return pipe. The quality of the equipment and parts comprising the fuel injection system directly affects combustion performance and has a considerable effect on engine performance. Therefore, this system must be inspected and serviced regularly to ensure top performance. The pipework diagram of the fuel system is for the model 3GM30(F)(C) engine. Models 1GM10(C) and 2GM20(F)(C) are the same except for the shape of the fuel injection pump and fuel feed pump, and the number of fuel injection valves. It is also the same for models 3GM30(F)(C) and 3HM35(F)(C) except for the fuel injection pump and fuel injection valve. Type of injection pump 1GM10(C) 2GM20(F) (C) YPFR-07 07-1 YPFR-07 07-2 3GM30(F) (C) YPF R-07 07 1 3H M35( F)(C) YPFR-07 07 Type of injection nozzle YO N-OSDYD (Throttle) YDN-OSDYD1 (Throttle) Injection pressure 170 kgf/cm '(2418 1b/in.') 160 kgf/cm2(2276 1b/in. 2) Plunger diameter x stroke ¢6mm(0.2362in.) x 7mm(0.2756rn.) ¢6.5mm(0.2559in. ) x 7mm(0.2756in.) Delivery valve suction capacity fuel feed pressure 23.5mm 3/st(0.0014in. ·1 /st) 0.1 kgf /em' ( 1 .4224 lb/in. ') 23.5mm '/st(0.0014in. '/st) 0.1kgf/cm'(1 .4224 1b/in.') 3-2 Printed in Japan OOOOAOAI361 Chapter 3 Fuel System 2. Injection Pump SM/GM(F)(C)·HM(F)(C) 2. Injection Pump The injection pump is the most important part of the fuel system. This pump feeds the proper amount of fuel to the engine at the proper time in accordance with the engine load. This engine uses a Bosch integral type injection pump for two/three cylinders. It is designed and manufactured by Yanmar, and is ideal for the fuel system of this engine. Since the injection pump is subjected to extremely high pressures and must be accurate as well as defer· mation and wear-free, stringently selected materials are used and precision finished after undergoing heat treat· ment. The injection pump must be handled carefully. Since the delivery valve and delivery valve holder and the plunger and plunger barrel are lapped, they must be changed as pairs. 2·1 Construction Delivery valve spring holder 2·1.1 1GM10(C) 0-ring Delivery valve spring- Delivery valve packing-- Pli.inger barrel Fuel control Plunger spring retainer Plunger position shim The fuel injection pump is constructed from the following main parts. (1) Pump parts which compress and deliver the fuel: plunger, plunger barrel. (2) Parts which move the plunger: camshaft, tappet, plunger spring, plunger spring retainer. (3) Parts which control the injection amount: control rack, control pinion, control sleeve. (4) Parts which prevent back flow and dripping during in· jection: delivery valve. -Delivery valve Delivery valve holder Plunger barrel packing ---Plunger spring lower retainer Plunger guide Plunger guide \ 3-3 Printed in Japan OOOOAOA1361 Chapter 3 Fuel System 2. Injection Pump SM/GM(F){C)·HM(F){C) 12 11 Plunger 12 Fuel control pinion 13 Fuel control rack 14 Plunger spring 15 Plunger spring retainer 16 Plunger spring lower retainer 17 Plunger guide stopper 18 Clip 19 Plunger guide 20 Plunger guide roller pin 3-4 1 Body 21 Plunger guide roller (inner) 2 Delivery valve spring holder 22 Plunger guide roller (outer) 3 Delivery valve spring 4 Delivery valve 5 Delivery valve holder 6 Delivery valve packing 7 0-ring 8 Plunger barrel 9 Plunger barrel packing 10 Plunger barrel stopper Printed in Japan OOOOAOAI361 Chapter 3 Fuel System 2. Injection Pump SM/GM(F)(C)·HM(F)(C) 2-1.2 2GM20(F)(C), 3GM30(F)(C), 3HM35(F)(C) Delivery valve spring 0-ring--Delivery valve Delivery val''" Delivery valve Plunger barrel- Fuel control Plunger spring Plunger spring Fuel injection volume adjusting plate screw Plunger guide stopper stopper pin NOTE: The same construction parts are used for the fuel injection pump of the 2GM20(F)(C) and 30GM 30(F)(C}. Only the fuel injection pump body itself. plunger spring upper retainer, plunger guide stopper pin and fuel control rack are different, and it may be understood that the injection pump of the 3GM 30(F)(C} is the same as thatotthe 2GM20(F)(C) with the addition of one more cylinder. the same except tor the fuel injection pump body, plunger and plunger barrel. However, care must be taken as the basic surface of the fuel volume adjusting rack is different. • Genuine parts tor the delivery valve and plunger consist of the delivery valVe and delivery valve holder and plunger and plunger barrel respectively. Plunger guide roller (outer) Plunger guide roller (inner) 3-5 Printed in Japan OOOOAOA136I Chapter 3 Fuel System 2. Injection Pump SM/GM(F)(C)·HM(F)(C) 2GM20(F)(C) 3GM30(F)(C) ---Reference face 1 0-ring 2 Injection timing shim 3 Fuel control pinion 4 Plunger spring 5 Plunger guide stopper 6 Plunger guide stopper pin 7 Plunger position shim 8 Delivery valve spring holder 9 Delivery valve spring 10 Delivery valve 11 Delivery valve holder 12 Delivery valve packing 13 Body 14 Plunger barrel 15 Plunger barrel packing 16 Fuel control rack 17 Plunger spring retainer 18 Plunger 19 Plunger spring lower retainer 20 Plunger guide 21 Plunger guide roller (outer) 22 Plunger guide roller (inner) 23 Plunger guide roller pin 3-6 Printed in Japan OOOOAOA1361 Chapter 3 Fuel System 2. Injection Pump SM/GM(F)(C)-HM(F)(C) 3HM35(F)(C) The construction is the same as the fuel injection pump on model 2GM20(F)(C) or 3GM30(F)(C) engines except for the differences of the plunger diameters, shape of plungers and plunger barrels. Take care as the position of the basic surface for adjusting the injection volume is different. Reference face 1 0-ring 2 Injection timing shim 3 Fuel control pinion 4 Plunger spring 67 5 Plunger position shim Plunger guide stopper Plunger guide stppper pin 12 1098Delivery valve spring holder Delivery valve spring Delivery valve 13 1211 Delivery valve holder Body14 1314 Plunger barrel Plunger barrel packing 15 15161718 Plunger spring retainer PlungerPlunger spring lower retainer Fuel control rack 2019 Plunger guide roller (outer) Plunger guide 2221 Plunger guide roller (inner) Plunger guide roller pin 22 21 20 3-7 Printed in Japan OOOOAOA1361 Chapter 3 Fuel System 2. Injection Pump 2-2 Specifications and performance of fuel injection pump SM/GM(F}(Cj-HM(F)(C) 2·2.1 Specifications of fuel injection pump Plunger diameter Standard plunger stroke Static mechanical lift at injection Sliding resistance of fuel volume adjusting rack {when pump stops) Top clearance of plunger (at the set dimension of 76 ±0.05mm) 1GM10(C) 2GM20(F)(C) 3GM30(F)(C) 3HM35(F)(C) 6mm 6.5mm (0.2362in.) (0.2559in.) 7mm (0.2756in.) 60g (0.002 lb) or less 1.0mm (0.0394in.) Thickness of plunger position adjusting shim Free length 0.1mm (0.0039in.). 0.2mm (0.0079in.). 0.3mm (0.0118in.) 35.5mm (1 .3976in.) Spring constant Plunger spring At upper limit (124950-51190 commonly used) 1.93 kg!/cm(10.8 lb/in.) 25.1 kg (55.3 lb) At tower limit 11.6 kg (25.6 lb) Load -----· At static injection Suction volume of delivery valve 16.4 kg (36.2 lb) 23.5mm' (0.0014in.') (24.5 according to 1GM10(C) drawing) Approx. 16.3 kg!!cm'(231.81b/in.') Opening pressure of delivery valve Free length Delivery valve spring 21.0mm (0.8268in.) ··----------.. 0.64 kg!/cm(9.1 lb/in.) ·----------·------------ Rack stroke 15mm (0.5906m.) 2-2.2 Injection volume characteristics of fuel injection pump (1) Modei 1GM10(C) 90 2580 EE. - 35 ..70 a. Moving distance of the rack !rom the pump body (reference face) (mm) 6 4 2 0 2 4 6 8 10 Moving distance of the rack pin from the center of the pump body (mm) ,_<§> 0 4 8 10 60 40 20 0 12 4 2 0 2 6 Printed in Ja:pan 0000AOAI361 Chapter 3 Fuel System 2. Injection Pump SM/GM(F)(C)·HM(F}(C) (2) Model 2GM20(F)(C) 90 ;;;E 80g• E00 70> cQu 60• 50 40 30 20 ..010 ..• 0 1 0 1 3 5 o"' /''/'" "' ..0 ..0•a: 7 9 11 13 15Moving distance of the rack from the pump body (reference face) (mm) 8 6 4 2 0 2 4 6 8 Moving distance of the rack pin from the center of the pump body (mm) (3) Model 3GM30(F)(C) \QI$' ..0 ..0•a: ..0 ..0• 0 E 2.5 s 5 100... 3.5 15 60 20 50 ;;;E c Qu 40 gE• 0 0 > c 30 :;iii 0 .Q u • 20 0 1 0 1 3 5 7 9 11 13 15 Moving distance of the rack from the pump body (reference face) (mm) 4 6 8 10 12 14 16 18 20 Moving distance of the rack pin from the center of the pump body (mm) 3-9 Printed in Japan OOOOAOA1361 Chapter 3 Fuel System 2. Injection Pump SM/GM(F)(C)·HM(F)(C) (4) Model 3HM35(F){C) ..f; ,o"' .. t• 70 :;;E .s • 60 E 0 0 > c 50 g ;:; • :E 40 20 u • 016 14 12 10 8 6 4 2 0 -2 Moving distance of the rack from the pump body (reference face) {mm) 4 6 8 10 12 14 16 18 20 Moving distance of the rack pin from the center of the pump body (mm) 2·3 Operation of fuel injection pump The fuel injection pump force·feeds the fuel by means of the plunger (1) which operates at a constant stroke. Since the plunger is lap fitted into the plunger barrel (2) for super delivery valve {5) precison, it can be replaced only as a set. The cylindrical surface of the plunger has an obliquely cut lead (3) and a groove which connects the lead to the plunger head. The plunger has an intake hole (4) through which the fuel passes and is force· fed by the plunger. Then the fuel opens the delivery valve (5), goes through the fuel injection tube, intake hole (4) and is injected into the spiral·vortex type pre·combustion ) plunger chamber from the injection valve. The plunger is fitted with (3) obliquely cut lead the fuel control gear (6), and its flange (7) fits into the longitudinal groove which is cut in the inner surface of the (2) plunger barrel lower end of the control gear. The fuel control gear is in mesh Fuel injection with the fuel control rack, the motion of which rotates the volume Fuel injection increases volume decreases plunger to constantly vary the amount of fuel injected from zero to maximum. fuel control rack fuel control gear (7) flange 3-10 Printed in Japan OOOOAOA136I Chapter 3 Fuel System 2. Injection Pump SM/GM(F)(Cj-HM(F)(Cj 2·3.1 Fuel control When the plunger (1) is at bollom dead center, the oil, which comes in through the oil hole, fills the delivery chamber (3) to above the plunger. The oil pressure then builds up as the plunger rises and closes the oil hole, and by opening the delivery valve, the oil is force-fed toward the fuel injection tube. As the plunger, pushed by the plunger guide, rises further, the pressure of the oil between the delivery chamber and the nozzle also increases. when this oil pressure builds up to 155 to 165 kgf/cm'.the nozzle opens, and the fuel oil is injected into the spiral vortex type combustion chamber. However, if the piunger keeps rising and the lead groovel411 ines up with the oil hopel2) the oil under high pressure in the del ivery chamber passes up the lead from the longitudinal groove and is driven back into the suction chamber from the oil hole. At the same time.force feeding of the fuel is suspended. No injection Half injection Full injection PI" Effective stroke As a result of the above action, the plunger is rotated by Ihe fuel control rack and the angle of this rotation changes the effective stroke of the plunger and controls the discharge of the pump. Also, when the fuel control rack lines up the longitudinal groove on the plunger with the oil hole, the oil hole does not close, despite t.he rise of the plunger, but rather the fuel is driven back to the suction chamber. As a result the fuel is not force-led but the amount of injection is reduced to zero. At this time the fuel control rack is at the cylinder side end; when it reaches the opposite side end the maximum amount of fuel is injected. Before the maximum injection level is reached, the fuel injection control shaft regulates the amount of fuel injected to the normal operation level. NOTE: The plunger is an integral part of the plunger barrel and takes in and compresses fuel by reciprocating inside the plunger barrel. The plunger and plunger barrel are precisely machined, and because the plunger is driven in an extremely small space, the two should be used together and should not be changed with other cylinders. 2-3.2 Action of the delivery valve and the sucking-back of fuel The delivery valve on top of the plunger prevents the fuel inside the injection tube from flowing backward toward the plunger side and also serves to suck back the fuel to prevent the backward dripping of the nozzle valve. When the notch (lead) of the plunger comes up to the oil hole of the plunger barrel, the feeding pressure acting on the fuel oil drops, and the delivery valve falls due to the force of the spring. After the sucking-back collar has first shut off the fuel injection tube and the delivery chamber, the delivery valve drops further until comes in contact with the seat surface, in correspondence with the amount of fall (i.e., increase in volume), the fuel oil pressure within the injection tube drops, speeding up the closure of the nozzle valve, and sucking up the fuel before it drips back. This enhances the durability of the nozzle and improves fuel oil combustion. Delivery valve Amount of fuel retraction rr/4 d1l _ 23.5mm3/stroke (0.0014in3./st.) 3-1 1 Printed in Japan OOOOAOA136l Chapter 3 Fuel System 2. Injection Pump P;ston (collao Open Close Seat surface Retraction of fuel SM/GM(F)(C}HM(F)(C) 2·4 Disassembly of fuel injection pump As a rule, the injection pump should not be disassembled, but when disassembly is unavoidable, proceed as describ· ed below. 2-4.1 Dismantling of fuel injection pump of modei1GM10(C) engine. NOTES: 1) Before disassembly wash the pump in clean oil, and after assembly arrange all parts careful· ly. 2) Make sure the work area is exceptionally clean. (1) Remove the plunger guide stopper pin with needle nose pliers. 0 (2) Remove the plunger guide stopper. The stopper can be removed by pushing the plunger guide down with the palm of your hand. (3) Remove the plunger guide. NOTE: Be careful not to lose the plunger stroke adjusting shim which is located inside the plunger guide. EJ©..Plunger stroke adjustment shim (4) Remove the plunger and plunger spring lower retainer. Be careful not to damage the plunger. (5) Remove the plunger spring, fuel control pinion and plunger spring upper retainer, using your fingers or tweezers. 3-12 Printed in Japan OOOOAOA1361 Chapter 3 Fuel System 2. Injection Pump SM/GM(F)(C)·HM(F)(Cj (6) Remove the fuel control rack. (1) Remove the plunger guide stopper pin with needle (7) Remove the delivery valve holder; be careful not to nose pliers. damage the 0-rlng. (8) Remove the delivery valve spring. (9) Remove the delivery valve. (10) Remove the plunger barrel by pushing it toward the (2) Remove the No.1 plunger guide stopper. delivery valve side. The stopper can be removed by pushing the plunger (11) Remove the plunger barrel packing. guide down with the palm of your hand. (3) Remove the No.1 plunger guide. NOTES: 1) Line up the plunger barrel and the plunger, and put them in order. 2) Immerse the delivery valve, plunger, etc. in clean oil. 3) Do not loosen or remove the plunger barrel stopper, etc. 2-4.2 Dismantling of fuel pump of model 2GM20(F)(C), 3GM30(F)(C) and 3HM35(F)(C) The cylinders are classified as No.1, No.2 and No.3 from the left. when facing the name plate fitted on the upper part of the fuel injection pump. When dismantling, it is necessary to prepare pans or vessels in which to keep the dismantled parts from each cylinder; each part must be placed in the corresponding pan or vessel for each cylinder, namely, No. 1, No.2 and No.3 cylinder. If a part is placed in the wrong pan or vessel, reassembly becomes impossible without a pump tester. The following explanation is for to the pump of the 2 cylinder type engine [model 2GM20(F)(C)], but it applies equally to that of the 3 cylinder type engine [model 3GM30(F)(C)] which merely has an additional set. The construction of the fuel pump of modei3HM35(F)(C) engine is the same as that of modei3GM30(F)(C) engine except for the differences of plunger, plunger barrel, and the position of the injection volume adjusting rack. (4) Remove the No.1 plunger, plunger spring lowerretainer and plunger shim; be careful not to damage the plunger. (5) Remove the No.1 plunger spring. 3-13 Printed in Japan OOOOAOA1361 Chapter 3 Fuel System 2. Injection Pump SM/GM(F)(C)-HM(F)(C) (6) Remove the No.1 plunger spring upper retainer, using (15) Remove the control rack. your fingers or tweezers. (7) Remove the No.1 control sleeve (8) Remove the No.1 delivery valve holder; be careful not to damage the 0-ring. (9) Remove the No.1 delivery valve spring. (10) Remove the No.1 delivery valve, delivery valve seat and packing. (1 1) Remove the No.1 plunger barrel; be careful not to damage the face that matches the delivery valve seat. (12) Remove the No.1 plunger barrel packing. (13) For No.2 cylinder, repeat the above steps (2) through (11). (14) The above item also applies to No.3 cylinder for the 3 cylinder type engine. NOTES: 1) Line up the plunger valve and the plunger, and put them in order. 2) Immerse the delivery valve, plunger, etc. in clean oil. 3) Do not loosen or remove the injection control plate, etc. 2·5 1nspecting injection pump parts 2·5.1 Rinse each component part in clean light oil before inspecting it. NOTE: Do not touch the sliding surface of the plunger and the delivery valve with your fingers during handling. 2-5.2 Tappet Inspect the cam sliding surface of the tappet roller for wear, scoring and peeling; replace the tappet and roller assembly when the total tappet and roller play exceeds 0.3mm. 2·5.3 Control rackand pinion (1) Check the control rack teeth and sliding surface for damage and abnormalities. lffound, replace. NOTE: When replacing the control rack, adjust fuel dis· charge with a fuel injection pump tester and stamp a rack mark. 3-14 Printed in Japan OOOOAOAI361 Chapter 3 Fuel System 2. Injection Pump SM/GM(F)(C)·HM(F)(C) (2) Replace pinion if teeth are damaged or worn unevenly. (3) If the control rack does not move smoothly when a force of within 60g is applied, replace the rack and pinion assembly. 2·.5.4 Plunger (1) Inspect the plunger for wear, scoring and discoloration around the lead. If any problems are found, conduct a pressure test and replace the plunger and plunger barrel assembly. For models 1GM10(C), 2GM20(F)(C) and 3GM30(F)(C) Lead For mode/ 3HM35(F)(C) (2) Inspect the outside sliding surface of the plunger with a magnifying glass. Lap or replace the plunger and plunger barrel assembly when corrosion, hairline cracks, staining and/or scoring are detected. (3) Check the clearance between the plunger collar and control sleeve groove. Replace these parts when wear exceeds the specified limit. (4) After cleaning the plunger, tilt it approximately 60", as shown in the figure, and slowly slide it down. Repeat this several times while rotating the plunger. The plunger should slide slowly and smoothly. If it slides too quickly, or binds along the way, repair or replace it. 2·5.5 Delivery valve (1) Replace the delivery valve if the return collar and seat are scored, dented or worn. Return collar (2) Raise the delivery valve and put a finger over the hole on the valve seat bottom. Let go of the delivery valve. If it sinks quickly and stops at the position where the suckback collar closes the valve seat hole, the delivery valve may be considered normal. If this is not the case, replace the delivery valve as a set. /.. ) 3-15 Printed in Japan OOOOAOA1361 Chapter 3 Fuel System 2. Injection Pump SM/GM(F)(C)·HM(F)(C) (3) Place your finger over the hole in the bottom of the valve seat and insert the valve into the valve body. If the valve returns to its original position when you remove your finger, the valve is okay. If some defect is found, replace with a new valve. (4) If the valve closes completely by its own weight when 2·5.7 Plunger guide Check the tappet roller (Inside and outside) and roller pin for damage and uneven wear, and replace if required. Measure the clearance between the plunger and plunger guide. If the clearance exceeds the limit, replace. you remove your finger from the hole on the bottom of the valve seat, the valve is okay. If it doesn't close perfectly replace with a new valve. mm (in.) Clearance limit 0.3 (0.0118) 2·6 Assembling the fuel Injection pump NOTE: When using a brand·new set, wash off the rustproof oil with clean oil or gasoline. Then, wash once more with clean oil, and follow the steps outlined above. 2·5.6 Plunger spring and delivery valve spring Inspect the plunger spring and delivery valve spring for fractured coils, rust, inclination and permanent strain. Replace the spring when faulty. NOTES: 1) Alter inspection, divide the components into two groups, i.e. the components to be replac· ed, and those that are reusable. Rinse the com· ponents and store the two groups separately. 2) Replace the packing with a new one. 1GM10(C) (1) While lining up the plunger barrel positioning groove with the dowel of the main unit, attach the plunger bar· rei to the main unit. Free length Set length Set load Plunger 35.5mm 29.5mm 11.59 ±1.1 kg spring (1 .39761n.) (1.1614in.) (23.13 .. 27.98 lb) Delivery 21mm 1725mm 2.4 ±024 kg valve spring (0.8266in.) (0.6791 in.) (4.76 .. 5.82 lb) Attaching the plunger barrel to the main unit 3-16 Printed in Japan OOOOAOA1361 Chapter 3 Fuel System 2. Injection Pump SM/GM(F)(C)·HM(F)(C) (2) Attach the delivery valve seat and the delivery valve to the main unit. Attaching the delivery valve to the main unit NOTE: If the delivery valve tip projects noticeably above the top of the main unit of the pump, the plunger barrel has been installed incorrectly, and must be re·a ttached. (3) Attach the delivery valve packing and the delivery valve spring to the main unit and carefully tighten the delivery valve holder. NOTE: Tighten the delivery valve holder with a torque wrench after attaching the plunger and while check· ing the fuel control rack for sliding motion. 1GM(10(C) kgf-m(lt-lb) Tightening torque 4.0 .. 4.5 (28.92 .. 32.54) (4) With the matching mark of the fuel control rack directed towards the lower part of the main unit of the pump, attach the fuel control rack to the main unit. NOTE: Make sure the fuel control rack moves smoothly along its entire stroke. (5) By aligning the matching mark on the fuel control pi· nion with that on the fuel control rack, attach the fuel control pinion to the main unit. Matching NOTE: After attaching the fuel control pinion to the main unit, check its meshing by moving the fuel control rack. (6) Insert the plunger spring retainer and attach the plunger spring to the main unit. Plunger spring Plunger spring retainer NOTE: The plunger spring retainer should face the under· side of the pump. (7) After aligning the matching mark on the plunger flange with that on the fuel control pinion, attach the plunger to the main unit. Matching marks NOTE: Invert and stand the main unit of the pump upright and attach the plunger to it carefully. (8) Mount the plunger lower retainer on the plunger. (9) Insert the plunger adjusting shims. NOTE: Insert the same number of shims with the same thickness as those inserted before disassembling the pump. After re·assembling the pump, measure and adjust the top clearance of the plunger. 3-17 Printed in Japan 0000AOA1361 Chapter 3 Fuel System 2. Injection Pump SM/GM(F)(C)·HM(F)(C) (10) While adjusting the direction of the plunger guide stopper hole for the plunger guide, insert the plunger guide carefully. When the plunger guide stopper hole is lined up with the plunger guide, insert the plunger guide stopper. Then mount the retaining ring (clip). ,_.../ (1 1) After attaching tighten the delivery valve holder with a torque wrench. 1GM10(C) k.gl-m(ft-lbl Tightening torque 4.0 .. 4.5 (28.92 .. 32.54) 2GM20(F)(C), 3GM30(F)(C) and 3HM35(F)(C) To ensure that the injection pump is correctly reassembled, the following points must be kept in mind: •The parts for each cylinder must not be mixed together. •When parts are replaced, the parts for each cylinder must always be replaced at the same time. •When assembling, parts must be washed in fuel oil and matching marks and scribe lines lined up. (1) Install the No.1 plunger barrel packing. (2) Insert the No.1 plunger barrel by aligning the groove of the barrel lock pin. Groove (3) Install the No.1 delivery valve, delivery valve seat and packing. NOTE: If the delivery valve tip projects noticeably above the top of the main unit of the pump, the plunger barrel has been installed incorrectly, and must be re·a ttached. (4) Insert the No.1 delivery valve spring. 3-18 Printed in Jo.pon OOOOAOA1361 Plunger barrel Chapter 3 Fuel System 2. Injection Pump SM/GM(F)(C)-HM(F)(C) (5) Tighten the No.I delivery valve holder. (8) Insert the No.I plunger spring retainer and attach the 2GM20(F)(C), 3GM30(F)(C), 3HM35(F)(C) kgf.m(ft.lbJ Tightening torque 4.0 .. 4.5 (28.92 .. 32.54) NOTE: Tighten the delivery valve holder with a torque wrench after attaching the plunger and while check· ing the fuel control rack for sliding motion. (6) With the matching mark of the fuel control rack directed towards the lower part of the main unit of the pump, attach the fuel control rack to the main unit. NOTE: Make sure the fuel control rack moves smoothly along its entire stroke. plunger spring to the main unit. (7) By aligning the matching mark on the fuel control pi· nion with that on the fuel control rack, attach the fuel control pinion to the main unit. 2GM20(F)(C) Punched mark Red line 3GM30(F)(C). 3HM35(F)(C) Punched mark Red line NOTE: After attaching the fuel control pinion to the main unit, check its meshing by moving the fuel control rack. NOTE: The plunger spring retainer should face the under· side the pump. (9) After aligning the matching mark on the plunger flange with that on the fuel control pinion, attach the plunger to the main unit. Plunger NOTE: By inverting and standing the main unit of the pump upright attach the plunger to it carefully. (10) Install the No.I plunger spring lower retainer. Make sure that it is not installed backwards. 3-19 Printed in Japan OOOOAOAI36I Chapter 3 Fuel System 2. Injection Pump SM/GM(F)(C)·HM(F)(C) (1 1) Insert the plunger shim. NOTE: Insert the same number of shims with the same thickness as those inserted before disassembling the pump. After re-assembling the pump, measure and adjust the top clearance of the plunger. (12) Insert the No.1 plunger guide. (13) Insert the No.1 plunger guide stopper. (14) For the pump of the 2 cylinder type engine, repeat the above steps for No.2 cylinder. (15) For the pump of the 3 cylinder type engine, repeat the above steps for No.3 cylinder. (16) Install the plunger guide stopper pin. (17) After attachment tighten the delivery valve holder with a torque wrench. 2GM20(F)(C), 3GM30(F)(C), 3HM35(F)(C) kgf-m(ft-lbl Tightening torque 4.0 "' 4.5 (28.92 ....., 32.54) NOTE: When the tightening torque of the delivery valve holder exceeds the prescribed torque, the plunger will be distorted, the sliding resistance of the control rack will increase, and proper performance will not be obtained. Moreover, excessive tightening will damage the pump body and delivery valve gasket, and cause a variety of other problems. 2· 7 Inspection after reassembly When the engine doesn't run smoothly and the injection pump is suspected as being the cause, or when the pump has been disassembled and parts replaced, always conduct the following tests. 2·7.1 Control rack resistance test Alter reassembling the pump, wash it in clean fuel, move the rack and check resistance as follows: (1) This test is performed to determine the resistance of the control rack. When the resistance is large, the engine will run irregularly or race suddenly. (2) Place the pump on its side, hold up the control rack and allow it to slide down by its own weight The rack should slide smoothly over its entire stroke. Place the pump on end and perform the above test again; check for any abnormalities. [Resistance below 60g (0.132 1b)] (3) Since a high sliding resistance is probably a result of the following, disassemble the pump and wash or repair it (a) Resistance of the rotating and sliding parts of the plunger assembly is too high. (b) Delivery valve holder is too tight (plunger barrel distorted). (c) Control rack or control pinion teeth and control rack outside circumference are dirty or damaged. (d) Injection pump body control rack hole is damaged. (e) Plunger barrel packing is not installed correctly and the barrel is distorted. (Since in this case fuel will leak into the crankcase and dilute the lubricating oil, special care must be taken). 2·7.2 Fuel Injection timing Fuel injection timing is adjusted by timing shims inserted between the pump body and gear case pump mounting seat. The injection pump must be mounted on the engine, and each cylinder injection timing adjusted. Adjusting the injection timing (1) Remove the high pressure pipe from the pump. (2) Install a measuring pipe if the injection pump does not have a nipple on the delivery side. (3) Bleed the air from the injection pump. Air boll Injection timing shim (4) Set the control rack to the middle fuel injection position (Pull the lever when setting the accelerator lever.) (5) Turn the crankshaft slowly by hand, and read the timing mark (TD) on the flywheel the instant fuel appears at the measuring pipe or pipe joint nipple. (FI D+ Fuel injection from delivery valve.) 3-20 Printed in Japa11 OOOOAOA136l Chapter 3 Fuel System 2. /njection Pump SM/GM(F)(C)-HM(F}(C) The thickness of the plunger location adjusting shim and the injection timing adjusting plate is 0.1 mm. With this the injection timing can be changed by approximately 1 o on the crankshaft. For all models engines Timing mark A mark Is also punched on clutch housing for models of tGM10(C). 2GM20(F)(C) ('o ..... .. Timing mark (6) If the injection timing is off, add plunger shims when the timing is slow, and remove shims when the timing is fast. Adjust the timing of every pump in the same manner. (Refer to item, "Plunger head gap adjustment".) (7) After the injection timing of every pump has been matched, recheck the injection timing as described in item (5) above. If the injection timing is not properly set, adjust it with the timing shims. (8) Finally, tum the crankshaft slowly and confirm that it turns easily. If it Is stiff or does not rotate, the plunger head gap Is too small. 1GM10(C) 2GM20 (F)(C) 3GM30 (F)(C) 3HM35 (F)(C) Fuel injection timing bTDCW (FlO) bTDC15° (FID) bTDC18° (FlO) bTDC2P (F(D) Fuel inection timing shim 0.2mm (0.0081n.) 0.3mm (0.0121n.) O.Smm (0.020) 1 shim 104271· 01930 1 shim 10427101940 - 2 shims 12495o01931 2 shims 12495001941 1 shim 12495001961 2 shims 121450-01931 2 shims 121450-01941 1 shim 124950·01961 Set No. 10427101950 12495001951 121450-01951 3-21 Printed in Japan OOOOAOA1361 Chapter 3 Fuel System 2. Injection Pump SM/GM(F)(C}-HM(F)(Cj 2·8 1njectlon pump adjustment The injection pump is adjusted with an injection pump tester after reassembly. 2·8.1 Setting pump on tester (1) After the injection pump has been disassembled and reassembled, install it on a pump tester ... cam lift: 7mm (0.276in.). (2) Confirm that the control rack slides smoothly. If it does not, inspect the injection pump and repair it so that the rack slides smoothly ... control rack full stroke: 15mm (0.5905in.). -- (3) Run the pump tester at low speed, loosen the air bleeder screw, and bleed the air from the injection pump. 2 • 8. 2 Measuring the sliding resistance of the fuel control rack Measure the sliding resistance of the fuel control rack with a spring scale (balance). (1) Number of pump rotations/sliding resistance: Orpmlless than 60g. (0.132 1b) 3-22 NOTE: If the sliding resistance is unsatisfactory, disassem· ble, inspect and repair the fuel control rack. 2·8.3 Adjusting the plunger top clearance (1) Set the pump installation dimension (end of plunger barrel when the roller is on the cam base cycle) at 76 ±0.05mm (2.9902 .. 2.9941in.), remove the delivery valve holder and delivery valve, and set the plunger to top dead center by turning the camshaft. Measure the dif· terence in height (head gap) between the end of the plunger and the end of the plunger barrel using a dial gauge. mm (in.) Plunger top clearance 1.0 ±0.05 (0.037 4 .. 0.0398) (2) Using the plunger top clearance measuring jig 1) Install a dial gauge on the measuring jig. 2) Stand the measuring jig on a stool and set the dial gauge pointer to 0. 3) Remove the pump delivery valve and install the measur· ingjig. 4) Turn the camshaft to set the plunger to top dead center and read the dial gauge. The value given is the plunger top clearance. Top clearance Fuel injection pump body Plunger -----, 0 Printed in Japan OOOOAOAI361 Chapter 3 Fuel System 2. Injection Pump SM/GM(F)(C)·HM(F)(C) (3) When the plunger top clearance is larger than the (3) If both the plunger and the delivery valve fail the test, prescribed value, remove the plunger guide and insert replace them. plunger shims between the plunger spring lower retainer and the plunger guide. Adjust each pump in the 2-8.6 Plunger pressure test same manner. (4) After rechecking adjustment, install the delivery valve. Plunger shim thickness 0.1mm (0.004in.) 174307-51710 0.2mm (0.008in.) 0.3mm (0.012in.) 174307-51720 174307-51730 Delivery valve holder 4.0 -4.5 tightening torque (29 -32.6 2-8.4 Checking the cylinder Injection Interval (1) Align the control rack punch mark with the pump reference face. mark Fuel control rack "-Reference face (2) Turn the pump by hand to check the No.1 cylinder injection timing. (3) Tum the pump in the prescribed direction and check the No. 2/3 cylinder injection timing. (4) Using the plunger shims, adjust each cylinder injection timing interval. II II nstall a 1.000 kg! Iem ' ( 14.223 lb/ in.' )pressure gauge on the del ivery valve holder. 121Cheek that there is no oil leaking from the del tvery valve holder and high pressure ptpe mounttngs.and that the pressure does not drop suddenly when raised to 500 Kgflem'(7, 112 lblin.') or higher. Pressure gauge AVT 112 x 150 x 1.000 kgflem' 2-8.7 Measuring the fuel Injection volume For crankshaft angle For camshaft angle 2GM20(F)(C) 18QO 54QO 1"-' 2"-'1 90° 270° 1rv 2rv1 3GM30(F)(C). 3HM35(F)(C) 240° 240° 240° 1"-' 3"-'2"-' 1 120° 120° 120° 1"-' 3"-'2"-'1 2-8.5 Delivery valve oil-tight test 11 I Install a 1 .000 kgf Iem' ( 14.223 lbl in.' )pressure gauge on the del ivery valve holder. (2) Drive the fuel pump to apply a pressure of approximately 120 kg! Iem ' (I. 707 lb/ in.' )and measure the time required for the pressure to drop I rom 100 kg! Iem ' (I ,422 lbl in.') to 90 kgflem '(l280 lblin .') Pump speed 200 rpm Pressure drop standard 20 sec. or more Pressure drop limit 5 sec. or less 3-23 Printf'd in Japan OOOOAOAI361 Eccentric bolt Set bolt Chapter 3 Fuel System 2. Injection Pump SM/GM(F)(C)·HM(F)(C) (1) Set the fuel pump camshaft speed. By loosening the set bolt and turning the eccentric bolt (2) Check the injection nozzle. clockwise, the position of the pin moves to the left to 1GM10(C) 2GM20(F)(C), 3GM30(F)(C) Pump speed 1800 rpm Plunger diameter ¢6 x 7mm x stroke (0.2362 x 0.2756in.) Injection nozzle YDN-OSDYD1type Pressure for 170kt/cm2 fuel injeciton (241 lb/in') Amount of 22.5---23.5cc 21.5cc--22.5cc injection at rack (1.37-1.43in. ' ) (1.31-1 .37in.3)mark position Allowable error -1cc (0.06in.-' ) between cylinder or less Stroke 1000 3HM35(F)(C) 1700 rpm IPS-5 x 7mm (0.2559 x 0.2756in.) YDN-OSDY1 160kt/cm2 (227 lb/in') 27.5---28.5cc (1 .6&-1.74in.-' ) lee (0.06in.-' ) or less 1000 NOTE: Mainting the pressure for feeding oil to the injection pump at 0.5 kgflcm ' · (1. 1 lblin. ') 2-8.8 Adjustment of Injection volume for each cylinder (1) Fluctuation of injection volume The injection volumes of each cylinder must be ad· jus ted to within 3% of each other. total volume of all cylinder injection increase the injection volume, and by turning the eccentric bolt counterclockwise, the pin moves to the right to decrease the injection volume. Alter adjusting the injection volume, tighten the set bolt securely. Average injection volume = number of cylinders Maximum injection volume -average injection volume X 100 Average injection volume Difference ::: When the difference exceeds 3%, adjust the injection volume by sliding the control sleeve and pinion, when the difference exceeds 3%, the engine output will drop and/or one cylinder will overheat. (2) Adjustment of injection volume In order to adjust the fluctuation of injection volume for each cylinder, alter the position of the injection volume adjusting plate at the side of the fuel injection of pump body. The injection volume adjusting plate is operated by the eccentric bolt which is integrated with the locking pin of the plunger barrel and changes the position of the plunger barrel. When the plunger barrel is turned, the relative position of the suction hole with respect to the lower lead of the plunger changes the injection volume. Locking pin of plunger barrel Increase...--Decrease 3-24 Printed in Japan OOOOAOAI36l Chapter 3 Fuel System 3. Injection Nozzle SM/GM(F)(C).YM(F)(C) 3. Injection Nozzle 3-1 Construction The injection nozzle atomizes the fuel sent from the injection pump and injects it into the precombustion chamber ih the prescribed injection pattern to obtain good combustion through optimum fuel/air mixing. The main parts of the injection nozzle are the nozzle holder and nozzle body. Since both these parts are exposed to hot combustion gas, they must be extremely durable. Moreover, since their operation is extremely sensitive to Nozzle spring nut spring adjustment shim Nozzle spring spring seat spindle holder body 3-2 Specifications for nozzle valve the pressure of the fuel, high precision is required. Both are made of quality alloy steel that has been specially heat treated and lapped, so they must always be handled as a pair. Common parts are used for the fuel valve of models 1GM10(C). 2GM20(F)(C) and 3GM30(F)(C). The only difference between the GM model series and modei 3HM35(F)(C) is the nozzle case nut. 2 1. Nozzle spring nut 2. Nozzle spring adjustment shim 3. Packing 4. Nozzle spring 5. Nozzle holder body 6. Nozzle spring seat 7. Inter spindle 8. Nozzle valve 10.9. Nozzle nut Nozzle body Engine model Nozzle Nozzle spring 1GM1D(C). 2GM20(F)(C). 3HM35(F)(C) Type of nozzle valve YDN-OSDYD1 (Throttle) Valve opening pressure 170±5 kgf/cm' (2347 -2489 1b/ln.') 160+5 kgf/cm' (2205 -2347 1b/in.') Diameter of injection nozzle 01mm (0.0394in.) Angle of injection 5° ....... 10° Free length 30.0mm (1.1811in.) Motmted length 28.7mm (1.1299in.) Mounted load 14.14 kg (31.17 1b) Nozzle spring adjusting plate 0.1mm O...Smm 02mm 0.3mm O.Smm (for adjusting nozzle opening pressure) (0.0039in.) (O.OQ59in.) (0.0079in.) (0.0118in.) (0.0197in.) Printed i11 Japa11 3-25 OOOOAOA 1361 Chapter 3 Fuel System 3. Injection Nozzle SM/GM(F)(C)"HM(F)(C) 3-3 Yanmar throttle nozzle The semi-throttle nozzles used in this engine are designed and manufactured by Yanmar. A semi-throttle nozzle resembles a pintle nozzle, except that with the former the nozzle hole at the end of nozzle and nozzle body are longer and the end of the nozzle is tapered. This nozzle features a "throttling effect": relatively less fuel is injected into the precombustion chamber at the Initial stage of injection, and the volume Is increased as the nozzle rises. This type of throttle nozzle ideal tor small, high-speed engines. Pintle nozzle YANMAR semi-throttle nozzle 3·4 Nozzle operation The nozzle is pushed down to its lowest position by the pressure-adjusting nozzle spring and contacts the valve seat of the nozzle body. Under high pressure, fuel from the fuel pump passes through the hole drilled in the nozzle holder, enters the circular groove at the end of the nozzle body and then enters the pressure chamber at the bottom of the nozzle body. When the force acting in the axial direction on the differen tial area of the nozzle on the pressure chamber overcomes the force of the spring, the nozzle is pushed up and the fuel is injected into the precombustion chamber through the throttle hole. The nozzle is closed again when the pressure in the nozzle body's pressure chamber drops below the force of the spring. This cycle is repeated at each opening and closing of the injection pump delivery valve. 3-5 Disassembly and reassembly 3-5.1 Disassembly sequence (1) Remove the carbon from the nozzle end. (2) Loosen the nozzle spring holder. (3) Remove the nozzle holder body from the nozzle mounting nut. (4) Remove the nozzle body and nozzle ass'y from the nozzle mounting nut. (5) Remove the nozzle spring retainer from the nozzle holder body, and remove the nozzle spring retainer, inter-spindle etc. Reassemble In the reverse order of disassembly, paying special attention to the following items. 3-5.2 Disassembly and reassembly precautions (1) The disassembled parts must be washed in fuel oil, and carbon must be completely removed from the end of the nozzle body, the nozzle body and the nozzle mounting nut fitting section. If reassembled while any carbon remains, the nozzle will not tighten evenly, causing faulty injection. 3-26 Printed in Japan OOOOAOA1361 Chapter 3 Fuel System 3. Injection Nozzle (2) Parts for No.1 cylinder and No.2 cylinder must be kept separate. The nozzle body and nozzle must always be handled as a pair. (3) Precautions when using a new nozzle. First immerse the new nozzle in rust-preventive oil, and then seal it on the outside with seal peel. After removing the seal peel, immerse the nozzle in diesel oil and remove the rust-preventive oil from both inside and outside the nozzle. Stand the nozzle holder upright, lift the nozzle about 1/3 of its length: it should drop smoothly by it own weight when released. (4) The nozzle must be fitted on the nozzle holder with the nozzle spring retainer loosened. If the nozzle is installed with the nozzle spring tightened, the nozzle mounting nut will be tightened unevenly and oil will leak from between the end of the nozzle holder body and the end of the nozzle mounting nut, causing faulty injection. kgf-m(ft-lb) Nozzle nut 10 (72.36) Nozzle tightening torque Nozzle spring nut (50.....;::..? .8S) SM/GM(F)(C)"HM(F)(C) (5) When installing the injection nozzle on the cylinder head, tighten the nozzle holder nuts alternately, being careful to tighten them evenly. kgf-m (ft-lb) Tightening torque 2(14.5) The nozzle holder must be installed with the notch side on the nozzle side. Nozzle holder Injection nozzle 3-6 Injection nozzle Inspection and adjustment 3-6.1 Carbon and corrosion on the nozzle body Inspect the end and sides of the nozzle body for carbon build-up and corrosion. If there is considerable carbon build-up, check the properties of the fuel used, etc. Replace the body if heavily corroded. 3-6.2 Checking nozzle action Wash the nozzle in clean fuel oil and hold the nozzle body upright, then lilt the nozzle about 1/3 of its length with one hand. The nozzle is in good condition if it drops smoothly by its own weight when released. If the nozzle slides stiffly, repair or replace it. 3-27 l'rinlt'd in Japan OOOOAOA136l Chapter 3 Fuel System 3. Injection Nozzle SM/GM(F)(C)"HM(F)(C) 3·6.3 Adjusting the nozzle Injection pressure Fit the injection nozzle to the high pressure pipe of a nozzle tester and slowly operate the lever of the tester. Read the pressure when instant injection from the nozzle begins. If the injection pressure is lower than the prescribed pressure, remove the nozzle spring holder and adjust the pressure by adding nozzle spring shims. The injection pressure increases about 10 kgf/cm ' (142. 2 lblin. ')when a 0.1mm(0.004in.}shim is added. t = 0.1 mm (0.0039in.) 0.2mm (0.0079in.) 0.3mm (0.0118in.) 0.5mm (0.0197in.) 1GM10(C). 2GM20(F) 3HM35(F)(C) 3GM30(F)(C) 170±5 160±5Injection pressure (2347 -lb/in ') (2205 -lb/in.') 3·6.4 Nozzle seat oil tightness check After injecting the fuel several times by operating the lever of the nozzle tester,wipe the oil off the injection port. Then raise the pressure to 20 kgf/cm' (284.5 lb/in.') 140kgf/cm' (1991 lblin.2) lower than the prescribed injection pressure. The nozzle is faulty if oil drips from the nozzle. In this case,cfean, repair or replace the nozzle. 3·6.5 Checking the spray condition Adjust the nozzle injection pressure to the prescribed value and check the condition of the spray while operating the tester at 4-6 times/sec. Judge the condition of the spray by referring to the below figure. Nonnal Stream • Injection pressure low • Nozzle seized • Nozzle spring broken • Dirton valve seat Spike • Injection port damaged or dirty • Carbon build-up • Nozzle end abnormally wom • Injection port worn Spray • Carbon build· up Slanted • Uneven seat contact • Injection port damaged or worn • Carbon build-up 3·6.6 1nspectlng the nozzle spring Inspect the nozzle spring for fractured coils, corrosion, and pennanent strain, and replace the spring when faulty. 3·6.7 1nspectlng the nozzle spring retainer and lnter·spindle Inspect the nozzle spring retainer and inter-spindle for wear and peeling of the contact face, and repair or replace the spring if faulty. 3-28 Printed in Japan OOOOAOAI361 Chapter 3 Fuel System 4. Fuel Filter SM/GM(F)(C)-HM(F)(C) 4. Fuel Filter 4·1 Construction The fuel filter is installed between the feed pump and injec· tion pump, and serves to remove dirt and impurities from the oil fed from the fuel tank through the feed pump. The fuel filter incorporates a replaceable filter paper ele· ment. Fuel from the fuel tank enters the outside of the ele· ment and passes through the element under its own pressure. As it passes through, the dirt and impurities in the fuel are filtered out, allowing only clean fuel to enter the interior of the element. The fuel exits from the outlet at the top center of the filter and is sent to the injection pump. A cross-headed hexagonal bolt is fitted to the fuel filter body. Loosen the bolt with a cross·headed screw driver before starting or after dismantling and reassembly to bleed the air in the fuel system to the fuel oil filter. 4.2 Specification (Common to all models) Filtering Area Material of element Cotton fiber Filter mesh 10 .. 1S, 4·3 Inspection The fuel filter must be periodically inspected. If there is water and sediment in the filter, remove all dirt, rust, etc. by washing the filter with clean fuel. The normal replacement interval for the element is 250 hours, but the element should be replaced whenever it is dirty or damaged, even if the 250 hour replacement period Plug Fuel filter body ----To injection pump .. From feed pump Fuel filler cover has not elapsed. Filter cleaning First lime 50 hours Filter element replacement Every 250 hours 3-29 P6nted in Japan ooooAOAt36I Chapter 3 Fuel System 5. Fuel Feed Pump SM/GM(F){C)·HM(F){C) Specifications 5. Fuel Feed Pump 5·1 Construction The fuel pump feeds the fuel from the fuel tank to the injection pump through the fuel filter. When the fuel tank is installed at a higher position than the fuel filter and injection pump, the fuel will be fed by its head pressure, but if the, fuel tank is lower than the filter and injection pump, a fuel pump is required. The fuel pump of this engine is a diaphragm type and is installed on the exhaust side of the cylinder body. The diaphragm is operated by the movement of a lever by the fuel feed pump cam at the cam shaft. 1GM10(C) 2GM20(F)(C). JGMJO(F)(C). 3HM35( F)(C) Part No. 105582-52010 129301-52020 Suction head Max.0.8m (3.15i n.) Capacity 0.3 e /min.at 1000rpm Feed Pressure 0.1kgf/cm' (1422 lb/in.') at 600-1800rpm Suction pressure -60 mmHG at 600rpm Fuel feed..Pump Camshaft t Fuel feed pump Camshaft 1GM10(C) 2GM20(F)(C), 3GM30(F)(C), 3HM35(F)(C) 3·30 l'rinlcd in Japan OOOOAOA1361 Chapter 3 Fuel System 5. Fuel Feed Pump 5-2 Disassembly and reassembly 5·2.1 Disassembly Clean the outside of the pump, inscribe a matching mark on the upper body and lower body of the pump, disassemble and put the components in order. Component parts of fuel feed pump .. rO a1c11 5·2.2 Reassembly Assemble the pump by reversing the disassembling procedures. Pay close attention to the following: (1) Clean the components, blow compressed air against them, and Inspect. Replace any defective components. (2) Replace the packlngs, etc. with new ones. (3) When mounting the valves, be careful not to mix up the Inlet and outlet valves. Also, don't forget the valve packing. Outlet valve Inlet valve SM/GM(F)(C)·HM(FXCJ (4) Make sure the diaphragm mounting hole is in the correct position and gently attach the diaphragm to the pump body. (5) Line up the matching marks on the pump body, and clamp on the pump body evenly. Tightening torque of screw 30±10 (1.45 -ft-lb) 5-3 Inspecting and adjusting the fuel feed pump 5·3.1 Checking the pump for fuel oil leaks After removal, immerse the pump in kerosene, stop its outlet port with a finger and, by operating the rocker arm, check for bubbles. If any bubbles are present, this indicates a defective point which should be replaced. 5-3.2 Checking the pump for engine oil leaks Check pump mounting bolts for looseness and the pump packing for breaks. Retighten any loose bolts and replace defective packing. 5·3.3 Measuring the sucking power Attach a piece of vinyl hose to the inlet port, keep the pump at a specified height (head) above the fuel oil level, and operate the rocker arm by hand. If the fuel oil spurts out from the outlet port, the pump is all right. A simpler method of testing pump power is as follows: cover the inlet port with a finger and, by operating the rocker arm by hand, estimate the pump's sucking power by judging the suction on the finger, Although this is not an exact method, it can at least confirm that the diaphragm, valves, etc. are operating. 3-31 Printed in Japan 0000AOA1361 Chapter 3 Fuel System 5. Fuel Feed Pump SM/GM(F)(C)-HM(F)(C) Fuel oil E :::; 5·3A Aging, breakdown and cracking of the dlaphregm Since the diaphragm is constantly in motion, the cloth on its flexible parts becomes thin, cracked, and sometimes breaks down after long periods of use. A broken diaphragm causes fuel oil leakage and fragments of the diaphragm often contaminate the engine oil, seriously hampering fuel oil discharge or blocking it altogther. 5·3.5 The contact area and mounting condition of valve Test the valve seat as follows: Remove the valve and blow into the valve seat from the direction in which the valve spr· ing is mounted. If air leaks, replace-the seat with a new one. If fuel oil leaks as a result of dust, foreign objects, etc. caught in the valve seat, rinse it and clean it by blowing it with air. 5·3.6 Diaphragm spring and rocker anm spring Check the diaphragm spring and rocker arm spring for per· manent deformation, and the rocker arm and rocker pin for wear. If any of these components are defective, replace them with new ones. NOTE: When it becomes necessary to replace any of these parts, the entire fuel feed pump assembly should be replaced. Diaphragm 3-32 Printed in Japcm OOOOAOA1361 Chapter 3 Fuel System 6. Fuel Tank (Option) SM/GM(F)(C)-HM(F)(C) 6. Fuel Tank (Option) The fuel tank is optionally available. Its capacity is 30 litres for all engine models and is triangular to fit compactly into the engine room. As an accessory, a rubber hose of 2m length is attached to feed fuel oil from the fuel tank to the fuel pump. A connection to return fuel oil is provided at the top of the fuel tank, and by connecting a rubber hose from the fuel valve, the overflow oil can be returned to the tank. Oil filter Return connection Drain cock Fuel tank body Pipe joint Plug Rubber hose Cock Material Steel plate capacity 301 Thread of outlet cock PF 1/2 Size of rubber hose "7/"13 x 2000mm (0.2756/0.5118 x 78.74in.) 3-33 Printed in Japan OOOOAOAI361 Chapter 3 Fuel System 6. Fuel Tank (Option) SM/GM(F)(Cj-HM(F)(C) Dimension mm (in.) 250 (9 84) "' 15 (0 59) 362 (14 25) N 0 0 N "' "' .. 30 (1.18) 36 (1.42) PF 1/2 623 (24.53) 3-34 Printed in Japan OOOOAOA1361 CHAPTER 4 GOVERNOR 1. Governor . . . . . . . . . . . . . . . . . ..... 4-1 2. Injection Limiter .............. 4-9 3. No-Load Maximum Speed Limiter . . . ... 4-11 4. Idling Adjuster . . . . . . . . . . . . . . . . . . . . . 4-12 5. Engine Stop Lever.... . ............. 4-13 Prinlf'd in Japan OOOOAOA1361 Chapter 4 Governor I. Governor SM/GM(F)(C)·HM(F)(C) 1. Governor The governor serves to keep engine speed constant by automatically adjusting the amount of fuel supplied to the engine according to changes in the load. This protects the engine against sudden changes in the load, such as sud· den disengagement of the clutch, the propeller leaving the water in rough weather, or other cases where the engine is suddenly accelerated. 1·1 Construction (1) 1GM10(C) I adjuster bracket Idle adjuster lever Cam This engine employs an all-speed governor in which the centrifugal force of the governor weight, produced by rota· lion of the crankshaft, and the load of the regulator spring are balanced. The governor is remotely controlled by a wire. Refer to the "Control System" chapter for details. Regulator spring Regulator spring (main) Fuel injection pump Governor weight Fuel injection I Control Governor lever shaft Lever shall Governor steeve Governor lever 1 4-1 l'rinted w Japan OOOOAOAI361 Regulator Regulator lever Idle adjuster bracket spring (sub.) Regulator spring (main) t' "' Gear case side cover :§ "' Gl co§ 3;::"' 0 ..:! .. Sl .. ..c ;0 "' Gl I ;:: "' 0 3I? "' I 3;:: "' "' injection pump I? control rack lever Engine stop lever Governor weight Crankshaft Governor sleeve Cam ..'-l Governor lever 1 -;;; '-' g., .. o, .. '-' o;; >"­c::; ;;· .. ... -;;; Chapter 4 Governor /. Governor 1-1.1 1GM10(C) SM/GM(F)(C)·HM(F}(C) 1 Regulator lever 2 Crankshaft gear 3 No-load maximum speed limiter 4 Governor lever 2 5 Engine stop cam 6 Fuel injection limiter 7 Fuel control lever 8 Crankshaft 9 Governor sleeve 10 Idle adjuster 11 Regulator handle 12 Engine stop lever 13 Regulator spring (sub.) 14 Regulator spring (main) 15 Governor lever shaft 16 Governor lever shaft support 17 Start spring 18 Fuel control rack 19 Fuel injection pump 20 Camshaft gear 21 Governor lever 1 22 Governor weight 23 Lubricating oil driving gear 24 Engine stop spring 25 Thrust collar 26 Thrust needle bearing 4-3 Printed in Japan OOOOAOA1361 Chapter 4 Governor 1. Governor SM/GM(F)(C)-HM(F)(C) 1-1.2 2GM20(F)(C), 3GM30(F)(C), 3HM35(F){C) 1 Regulator lever 2 Regulator spring (sub.) 3 Regulator spring (main) 4 Crankshaft gear 5 Governor weight 6 Governor sleeve 7 Crankshaft 8 Governor lever 2 9 Fuel control lever 10 Fuel injection limiter 11 Locking screw 12 Engine stop cam 13 Regulator handle 14 Engine stop lever 15 Engine stop spring 16 Governor lever shaft 17 Governor lever shaft support 18 Start spring 19 No-load maximum speed limiter 20 Fuel injection pump 21 Fuel control rack 22 Camshaft gear 23 Lubricating oil pump 24 Governor lever 1 25 Thrust needle bearing 26 Thrust collar 4-4 Printed in Japan OOOOAOA136l Chapter 4 Governor I. Governor 1·2 Operation The position of the two governor weights (open and closed) is regulated by the speed of the engine. The centrifugal force of the governor weights pivots around the governor weight pin and is converted into an axial force that acts on the sleeve. This force is transmitted to governor lever 2 through governor lever 1,and lever 1 shifts the fuel control rack to increase or decrease the fuel supply. The governor SM/GM(F)(C)·HM(F)(C} lever is stabilized at the point at which the force produced by the governor weight is balanced with the load of the regulator spring connecting the rsgulator lever and fuel control lever. When the speed is reduced by application of a load, the force of the regulator spring pushes the governor sleeve in the "fuel increase" direction, stabilizing the engine speed by changing the position of the regulator lever. Regulator handle Regulator lever 1·3 Performance nr: Rated speed 3HM35(F)(C) ts: Stabilization time: The time it takes for engine to return to the set speed 3625±25 rpm No-load maximum speed alter a change. 850±25 rpm No-load minimum speed Instant speed regulation 15% or less (When load is suddenly changed from rated load to low load) Stabilization time 10 sec. or less Speed Stabilized speed 6.5% or less regulation 30 rpm or less Fluctuation of rotation Instant speed regulation Stabilized speed regulation ni: Instant maximum (minimum) speed: Time Fuel control rack Pivot point .. Idle adjuster No-load maximum speed limiter Regulator spring Governor lever 2 Fuel control lever Fuel injection limiter 1GM10(C), 2GM20(F)(C), 3GM30(F)(C) 382s·go rpm oi ts OS ds =] nr Jx 100 Fuel injection pump Crankshaft gear Governor lever 1 ----- ts The maximum or minimum engine speed which is ni: Instant maximum speed (rpm) momentarily reached immediately alter the load has ns: Stabilized speed (rpm) been suddenly changed from the rated load to another nr: Rated speed (rpm) ts: Stabilization time (sec.) load or from an arbitrary load to the rated load. ns: Stabilized speed: The speed which is set according to the lapse of time alter the load has been changed from a rated load to another load or from an arbitrary load to the rated load. 4-5 Printed in Japan OOOOA0Al36I Chapter 4 Governor I. Governor SM/GM(F)(C)·HM(F)(C) 1·4 Disassembly 1·4.1 Disassembly (1) Remove the injection limiter and no-load maximum speed limiter from the gear case. (2) Remove the idle adjuster and adjuster bracket. (3) Remove the cover at the gearcaseend(oil supply port in the case of model! GM10(C)] move the governor lever 2 to match the control rack to the pulled-out position of the fuel injection pump (indicated by a slot in the gear case to show the position); then take out the fuel injection pump. Remove the gear case from the cylinder block. (5) Pull the thrust collar, the thrust needle bearing and the governor sleeve from the crankshaft. (6) Loosen the end nut of crankshaft, and remove the governor weight assembly. (7) Remove the regulator spring (main.sub.) from the regulator lever 2 and fuel control lever. (8) Remove the circlip of the regulator lever, and remove the regulator lever and handle. [Without circlip in the case of modei 1GM10(C)J. (9) Remove the governor lever shaft support bolt from the rear of the gear case, and take out the governor lever shaft assembly. (10) Loosen the nut of engine stop lever, and pull the cam. (11) Draw out the locking screw from the rear of the gear case, and remove the taper pin for setting the return spring. (12) Remove the engine stop lever and the spring. 1·4.2 Reassembly and precautions Reassemble in the reverse order of disassembly, paying special attention to the folowing items. (1) Check the governor weight movement. (2) Check for the movement of the governor sleeve sliding on the crankshaft. (3) Since a common taper pin hole is drilled in the governor lever shaft and governor levers 1 and 2, they must be replaced as an ass 'y. (4) Since the movement and play of the governor lever have a direct effect on the governor's performance, they must be carefully checked. 1·5 Parts inspection and replacement 1·5.1 Regulator spring (1) Inspect the spring for coil damage, corrosion and hook defonmation, and replace if faulty. (2) Measure the spring's dimensions and spring constant. Since the spring constant detenmines the governor's perfonmance, it must be carefully checked. Spring specifications 1) Regulator spring (main) 1GM10(C) 2GM20(F)(C), 3GM30(F)(C), 3HM35(F)(C) Wire diameter ¢1 .8mm (0.0709in.) ¢2.3mm (0.0906in.) Coil outside diameter ¢13.Bmm (0.5433in.) ¢18.3mm (0.7205in.) Nmber of coils 8.5l7.5 Spring constant 0.715kf/mm (0.400 b/in.) 0.922kgf/mm (0.516 lb/in.) Free length Lo 18mm (0.7087in.) 20mm (0.7874in.) M, 76mm (2.992in.) 78mm (3.0709in.) 2) Regulator spring (sub) 1GM10(C) 2GM20(F)(C), 3GM30(F)(C), 3HM35(F)(C) Wire diameter rJ.11.8mm (0.0315in.) ¢1.2mm (0.0472in.) Coil outside diameter f/.16.8mm (0.2677in.) f/.19.2mm (0.3622in.) Nmber of coils 4..7 0.578k?f/mmSpring constant 0.474kf /mm (0.265 b/in.) (0.323 lb/in.) Free length Lo 5mm (0.1969in.) 10mm (0.3937in.) M, 26mm (1 .0236in.) 23mm (0.9055in.) 4-6 PTinted in Japan OOOOAOAI361 mm(in.) Maintenance standard Wear limit Thrust collar thickness 3(0.1181) 0.1 (0.0394) 1·5.4 Thrust needle bearing Replace the bearing when wear exceeds the specified limit. Fuel control lever 1·5.6 Governor lever shaft Support Pin contact Governor weight /Governor lever 2 Circlip Distance piece Spring pin Taper pin Chapter 4 Governor 1. Governor SM/GM(F}(C)·HM(F)(C) 1·5.2 Sleeve (1) Slide the sleeve on the crankshalt to check that it slides smoothly. (2) Measure the clearance between the crankshalt and the inside of the sleeve, check the contact between the governor weight. Governor weight contact mm(in) Maintenance standard Clearance when assembled Maximum allowable clearance Wear limit Crankshaft outside diameter 025=g.. (0.9831 .. 0.9840) 0.06 .. 0.1 11 -Governor sleeve inside diameter 025..g.. (0.9863 .. 0.9875) (0.0024 .. 0.0044) 02 (0.0079) -Governor sleeve overall length (1) 15 ±0.1 (0.5866 .. 0.5945) -14.8 (0.5827) 1·5.3 Thrust collar 1·5.5 Governor weight Check the contact between the governor lever 1 and (1) Check contact with the sleeve and for wear. replace the collar when wear exceeds the wear limit. 4-7 Printed in Japan OOOOAOAI361 Chapter 4 Governor 1. Governor (1) Replace the governor lever shaft if there is play between the shaft and needle bearing, play when the lever is moved, or if the shaft does not move smoothly. (2) Repair or replace the shaft if there is play between lever 1, lever 2, fuel control lever or support and the shaft, or if the taper pin is loose. (3) Inspect the contact between the governor lever 1 and the governor sleeve, replace it if it is too damaged. 1·5.7 Regulator lever and handle Nut ' Washer Regulatorhandle O·ring Circlip Regulator lever Hook (1) Check for play in the regulator lever and regulator han· die if faulty, replace them as a set. (2) Check forO-ring damage. Replace if faulty. SM/GM(F)(C)·HM(F)(C) 4-8 Printed in Japan OOOOA0Al361 Chapter 4 Governor 2. Injection Limiter SM/GM(F)(C)·HM(F)(C) 2. Injection Limiter 2·1 Construction Since surplus power is required from the standpoints of sudden overloads and durability, the engine is equipped with an injection control shaft that limits the amount of fuel injected into the precombustion chamber to a fixed amount. Since the injection control spring (torque spring) affects engine performance by adjusting engine torque, Yanmar has selected the best position for the operating conditions. Cap nut 2·2 Inspection (1) Hold the end of the spindle, and check it for smooth movement. (2) Replace the spring if it is damaged, corroded or permanently strained. 2-3 Adjustment In the case of models, 1GM10(C), 2GM20(F)(C), and 3GM30(F)(C) Reference face Rack mark Fuel control rack Pay close attention when handling the sealed-wire. If the engine does not accelerate smoothly (i.e. the speed is not well controlled), tum the limiter slightly counterclockwise. NOTE: If it is turned back too much, it will produce exhaust smoke. Lock nut Seal washer Spring Spring retainer (1) Set the governor lever to the free position and remove the injection pump adjustment cover [oil supply port in the case of modei 1GM10(C)] (2) Remove the injection control shaft cap nut, loosen the hexagonal lock nut, and loosen the injection control shaft (so that the spring inside the injection control shaft is disabled). (3) Move governor lever 2 slowly to the left until the rack and injection control shaft touch lightly. (4) Set the governor lever to the free position and push the rack by slowly turning the injection control shaft clockwise. (5) Align the center mark of the rack with the reference face. (6) Lock the injection control shaft with the hexagonal nut and cap nut. Reference face Fuel control rack fRefe•ence face Rack mark 4-9 Printrd in Japan OOOOAOA1361 Fuel control rack 0 Chapter 4 Governor 2. Injection Limiter SM/GM(F)(C)-HM(F)(C) In the case of model 3HM35(F)(C) Reference face Reference Rack mark NOTE: When the engine is stopped. the control rack will automatically stay at the position which allows the maximum fuel injection volume. Therefore, to match the rack mark, move the engine stop lever to the position where the mark is match· ed and fix the lever at that position, then adjust so that the fuel limiter comes into contact with the lever. 4-10 Printed in Japan OOOOAOA1361 Chapter 4 Governor 3. No-Load Maximum Speed Limiter SM/GM(F)(C)·HM(F)(C) 3. No-Load Maximum Speed Limiter 3-1 Construction A stopper is installed on the regulator lever so that the engine speed at no-load does not exceed a fixed speed. The fuel control rack is stopped when the regulator lever contacts the stopper. Regulator load maximum speed limiter Regulator lever 3-2 Handling precautions The no-load maximum speed is adjusted during bench testing at the factory, and is locked with wire and sealed with lead. Care must be taken to keep the seal from being accidentally broken. 4-11 Print('d in Japan OOOOAOA1361 Chapter 4 Governor 4. Idling Adjuster SM/GM(F)(C)-HM(F)(C) 4. Idling Adjuster When controlling the speed with the push-pull remote control, the idling adjustor operates so that the regulator han· die does not move beyond the idling position in order to keep the engine running. 4-1 1GM10(C} Regulator handle Adjuster bracket 4-2 2GM20(F)(C), 3GM30(F)(C), and 3HM35(F)(C) Joint Idle adjuster Adjuster bracket (1) When the control lever is in the neutral position, set the push-pull cable so that clearance C is 1 to 3mm (0.0397 .. 0.1181in.). (2) Take care not to fit the joint in the wrong direction. 4-12 Printed in Japan OOOOAOA1361 (1) 1GM10(C) (2) 2GM20(F)(C), 3GM30(F)(C). 3HM35(F)(C) 0-ring Engine stop lever Fuel I \ control rack Fuel control rack Adjuster bracket " 0-ring Cam Return spring Cam Governor lever 2 Governor lever 2 Locking screw Return spring 5-2 Inspection (1) Check for play in the Cam or Taper pin and the engine stop lever. If faulty, replace them as a set. (2) Check for O·ring damage. Replace if faulty. (3) Inspect the spring for coil damage and corrosion and replace if faulty. (4) Inspect the contact between the governor lever 2 and the dam. Replace the cam if it is too damaged. Chapter 4 Governor 5. Engine Stop Lever 5. Engine Stop Lever 5·1 Construction With this device, governor lever 2 is moved by the cam of the engine stop lever shaft, regardless of the position of the regulator lever, so as to adjust the fuel control rack and reduce the supply of fuel. This device can be remote·controlled. Taper pin (not provided on model 1 GM) Locking screw (not provided on model 1 GM) Pulled by remote control device Cam Engine stop lever 0-ring Return spring washer Nut SM/GM(F)(C)-HM(F)(C) 4-13 Prinlf'd in Japan OOOOAOA1361 CHAPTER 5 INTAKE AND EXHAUSTSYSTEM 1. Intake and Exhaust System ............................. 5-1 2. Intake Silencer ........................................ 5-3 3. Exhaust System ....................................... 5-4 4. Breather .............................................. 5-6 Printed in Japan OOOOAOAI361 Chapter 5 Intake and Exhaust System 1. Intake and Exhaust System SM/GM(F)(C)-HM(F)(C) 1. Intake and Exhaust System The intake air silencer is installed at the intake side for the purpose of reducing noise and cleaning the air. The exhaust system for model1 GM10(C) and 2GM20(F)(C) engines is so constructed that the mixing elbow is fitted directly to the cylinder head. The cooling water passs into this mixing elbow and is mixed with exhaust gas at the pipe outlet. 1-1 Intake and exhaust system of modei 1GM10(C). Cooling water (from thermostat case) Cylinder head 1-2 1nlake and exhaust system of modei 2GM20(F)(C) Cooling water (from thermostat case) Exhaust gas Rubber hose A water·cooled exhaust manifold is installed on engine models 3GM30(F)(C) and 3HM35(F)(C). and the mixing elbow is fitted to the outlet port of the exhaust manifold. The cooling water, after passing through the water jacket and cooling the exhaust gas, is mixed with the exhaust gas in the mixing elbow. Intake air air silencer To outside of boat Breather hose Element Intake air U-type mixing elbow (option) 5-1 Printed in Japan OOOOAOA1361 SM/GM(F)(C)·HM{F)(C) Chapter 5 Intake and Exhaust System I. Intake and Exhaust System 1-3 Intake and exhaust system of models 3GM30(F)(C) and 3HM35(F)(C) The intake and exhaust system for models 3GM30(F)(C) and 3HM35(F)(C) is the same except for the construction of the breather. / From Breather pipe Exhaust manifold Element Cylinder head Intake air Intake manifold / Breather of Model 3HM Breather U-type mixing elbow Rubber hose Elbow U-type mixing elbow [option for models 3GM30(F)(C) and 3HM35(F)(C)] 5-2 Printed in Japan OOOOAOA1361 Chapter 5 Intake and Exhaust System 2. Intake Silencer SM/GM(F)(C)-HM(F)(C) 2. Intake Silencer 2·1 Construction A round polyurethane sound absorbing type intake silencer is employed to silence the intake air sucked into the cylinder head from the inlake port. Besides providing a silencing effect, the silencer also acts as an air cleaner. 1GM10(C) 2GM20(F)(C) 3GM30(F)(C) 3HM3S(F)(C) Rated air volume (average) Draft resistance 150 !/min 150 mmAq 1560 !/min 100 mmAq 2800 !/min 150 mmAq 2·2 1nspection of the intake silencer Occasionally, disassemble the intake silencer, remove the polyurethane element and inspect it. Because the element filters the air, if it is used over a long period of time it will become clogged and this decreases the amount of intake air, and may also be a cause of decreased output. 2·3 Washing the intake silencer element Wash the air intake silencer element with a neutral detergent. Washing period Every 250 hours Element 5·3 Printed in Japan OOOOAOA1361 Chapter 5 Intake and Exhaust System 3. Exhaust System SM/GM(F)(C)·HM(F)(C) 3. Exhaust System The mixing elbow of models 1GM10(C) and 2GM20(F)(C) is fitted directly to the outlet port of the cylinder head instead of being fitted to the exhaust manifold. However, on models 3GM30(F)(C) and 3HM35(F)(C), an exhaust manifold is also installed and the mixing elbow is fitted to the manifold outlet port. 3·1 Exhaust manifold and mixing elbow The high temperature, high pressure exhaust gas inter mittently emitted from the cylinders at the speed of sound enters the exhaust manifold where it is muffled by expansion and water cooling. It is then mixed with the cooling water at the mixing elbow to lower its temperature and muffle it further, and is discharged. A water-cooled exhaust manifold is employed for a high muffling effect. 3-1.1 For models 1GM10(C) and 2GM20(F)(C) Cooling water Cooling water Outlet port of cylinder head from thermostat cover Cooling water Cylinder head As shown in the figure, the construction for models 1GM10(C) and 2GM20(F)(C) is such that there is no exhaust manifold and the mixing elbow is fitted to the exhaust gas outlet port. A double construction technique has been adopted for the mixing elbow; as ihe exhaust gas passes through it the cooling water passes round the outside to cool the exhaust gas and then the gas and water mix close to the outlet port. 5-4 3-1.2 For models 3GM30(F)(C) and 3HM35(F)(C) Both exhaust manifold and mixing elbow are installed. Outlet port of cylinder head from thermostat.cover Mixing elbow Exhaust manifold Inlet of cooling water Passage of cooling water Passage of exhaust gas The construction of the exhaust manifold is shown in the figure, and a water chamber is formed between the exhaust manifold and the cover to cool the exhaust gas. The con· struction of the mixing elbow is the same for models 1GM10(C) and 2GM20(F)(C) 3-1.3 U type mixing elbow (optional) For model 2GM20(F)(C) Rubber hose Printed in Japan OOOOAOAI361 Chapter 5 Intake and Exhaust System 3. Exhaust System For models 3GM30(F)(C) and 3HM35(F)(C) elbow Rubber U-type mixing hose 3·2 Exhaust manifold inspection Removing the exhaust manifold Exhaust manifold --Exhaust manifold Cover 5-5 Printed in Japan OOOOAOA1361 SM/GM(F)(C)·HM(F)(C) (1) Gasket packing Inspect the gasket packing and replace if damaged. (2) Carbon build-up in the exhaust passage Remove the exhaust manifold elbow and cover and check carbon build-up in the exhaust passage. Remove any carbon in the passage. If carbon build·up becomes heavy, the exhaust pressure will rise, causing overheating of the cylinders and difficult starting. (3) Corrosion and scale at the cooling water jacket Inspect the water passage for the build-up of scale and foreign matter and remove if found. Also check for corrosion of the anticorrosion zinc installed on the cylinder head and the cylinder head water jacket and replace if corrosion is severe. Also, replace the cylinder head if it has been cracked by local overheating. (4) Drain cock Inspect the drain cock for clogging and check its action. Repair or replace if faulty. 3·3 Mixing elbow Inspection Check for carbon build-up and for corrosion inside the pipe, and repair or replace the pipe if faulty. Also, inspect the mixing elbow mounting threads for cracking and corrosion. This section is affected by exhaust gas and vibration. NOTE: The part where high temperature gas and cooling water are mixed is especially likely to corrode, so it must be inspected with special care. Chapter 5 Intake and Exhaust System 4. Breather SM/GM(F)(C)·HM(F)(C) 4. Breather 4·1 Construction of breather 4·1.2 Breather tor models 2GM20(F)(C) and 3GM30(F)(C) The same construction is adopted for each model of engine in that the breather device is fitted to the bonnet Breather lid cover, and the vapor in the crank case is sucked into the intake port or intake manifold through the tappet hole and breather. However, the construction of the breather itself differs from model to model. NOTE: If trouble is experienced with the breather, take care that the engine does not jolt when running as the lubricating oil may enter from the inlet port and mix with the fuel oil. 4·1.1 Breather for modei 1GM1D(C) The vapor which lifts up the leaf spring fitted at the top of the bonnet then enters the other air chamber, and is sucked through the intake port. Breather lid Bonnet , Drilled hole for lubricating oil Intake air port Breather cover Packing Breather pipe Drilled hole for lubricating oil Breather cover Packing Breather l')ipe Cylinder head The deflector panel fitted to the breather lid enters the air chamber, and forces air circulation. Breather pipe 5-6 Printed in Japan OOOOAOAI36I Chapter 5 Intake and Exhaust System 4. Breather SM/GM(F)(C)·HM(F)(C) 4-1.3 Breather lor modei 3HM35(F)(C) Shelter plate pipe Breather pipe Breather cover Shelter plate I I 5-7 Printed in Japan OOOOAOAI361 CHAPTER 6 LUBRICATION SYSTEM 1. Lubrication System .. . .&-1 2. Oil Pump .... .. . . . . . &-5 3. Oil Filter .. . . &-9 4. Oil Pressure Regulator Valve . . . &-12 5. Oil Pressure Measurement . .&-14 Printed in Japan OOOOAOA1361 Chapter 6 Lubrication System I. Lubrication System SM/GM(F)(C)·HM(F)(C) 1. Lubrication System Engine parts are lubricated by a trochoid pump forced lubrication system. To keep the engine exterior uncluttered and to eliminate vibration damage to piping, exterior piping has been minimized by transporting the lubricating oil through passages drilled in the cylinders and timing gear case. Valve rocker arm 1-1 Lubricating oil passage of modei 1GM10(C) The lubrication oil filling port is located at the top of the timing gear case, and the lubrication oil poured into the filler is stored in the oil sump after passing through the casting hole in the cylinder wall. The lubricating oil in the oil sump is drawn up the suction pipe through the drilled hole in the cylinder by the action of the trochoid pump, and it is then fed to the lubricating oil filter after passing through the drilled hole in the filter mounting base. The lubricating oil which has passed through the filter is fed through a pipe to the main gallery of the cylinder, and then fed to the main bearing through the oil pressure regulator valve. Camshaft Camshaft gear Crankshaft gear Oil pressure switch 011regulator valve To oil pan Lubricating Oil filter oil suction pipe 6-1 Printed in Japan OOOOAOAI361 Chapter 6 Lubrication System 1. Lubrication System SM/GM(F)(C)·HM(F)(C) 1-2 Lubrication oil passage of modei 2GM20(F)(C) The lubricating oil supplied from the oil filter in the rocker arm cover is collected through the tappet holes in the oil pan at the bottom of the cylinder block. The lubricating oil is drawn back up through the lubricating oil suction pipe by the trochoid pump and fed to the oil filter, where impurities are filtered out. Then it is adjusted to the prescribed pressure by the oil pressure regulating valve and sent to the main bearing. The lubricating oil sent to the gear side main bearing flows in two paths: one from the main bearing to lubricate the crank pin through the hole drilled through the crankshaft. The lubricating oil sent to the flywheel side main bearing also flows in two paths: one from the main bearing to lubricate the crank pin through the hole drilled through the crankshaft, and the other to the rocker arm shaft through Valve rocker arm shaft Camshaft gear Crankshaft Crankshaft gear Oil pressure regulator valve the hole drilled through the cylinders and cylinder head. From the rocker arm shaft, the lubricating oil flows through the small hole in the rocker arm to lubricate the push rods and part of the valve head. The oil that has dropped to the push rod chamber from the rocker arm chamber lubricates the tappets, cam and cam bearing, and returns to the oil pan. The pistons, piston pins and contact faces of the cylinder liners are splash lubricated by the oil that has lubricated the crank pin. Moreover, an oil pressure switch is provided in the lubricating system to monitor normal circulation and the pressure of the lubricating oil. When the lubricating oil pressure drops 0.5kgflcnl (7.114 lb/in.'), the oil pressure switch illuminates the oil pressure lamp on the instrument panel to notify the operator. pipe Oil pressure switch. Lubricating oil pump drive gear Filter 6-2 Printed in Ja1'an OOOOAOA136l Chapter 6 Lubrication System I. Lubrication System SM/GM(F)(C)·HM(F)(C) 1-3 Lubrication oil passage of model 3GM30(F)(C) and 3HM35(F)(C) The camshaft does not have an oil center hole. Camshaft gear Crankshaft Pressure regulator valve Crankshaft Lubricating oil pump drive gear Lubricating oil pump pipe 6-3 Printed in Japan OOOOAOA136l Chapter 6 Lubrication System 1. Lubrication System SM/GM(F)(C)·HM(F)(C) 1·4 Table of capacity for lubricating oil system 1GM10(C) 2GM20(F)(C) 3GM30(F)(C) 3HM35(F)(C) Lubricating oil pump Pump speed rpm 2600 3600 3400 Discharge volume l/min lfh k..-cm' 3.9 234 12.5 760 12 720 Discharge pressure (I lin. 2) 3.5 ±0.5 (42.67 .. 56.89) lubricating oil filter Filter capacity kfJ:·cm'Discharge pressure (I /in.2 ) kff:-cm 2 1 (14.22) Oil pressure regulator valve Standard pressure (I /ln.') 3.5 ±0.5 (42.67 .. 56.89) Full open pressure (Max) kgf-cm' (lb/in.') 4 (56.89) Lubricating oil pressure alarm switch ON kgf-cm2(lb/in. 2) 0.2 ±0.1 (1 .422 .. 4.266) 0.5±0.1 (5.689 ..8.534) Lubricating oil tank Crankcase oil capacity, Total (effective) I 1.3 (0.6) 2.0 2.6 (1.3) (1.6) 5.4 (2.7) Printed in Japan OOOOAOA1361 Chapter 6 Lubrication System 2. Oil Pump SM/GM(F){C)·HM(F)(C) 2. Oil Pump 2·1 Construction The oil pump Is a compact, low pressure variation trochoid pump comprising trochoid curve inner and outer rotors. Pumping pressure is provided by the change in volume between the two rotors caused by rotation of the rotor shaft. Intake Outer rotor The lubricating oil pump is installed on the cylinder body at the timing gear case end, and its rotor shaft gear is driven by the crankshaft gear. The lubricating oil is drawn in and discharged through drill· ed holes in the cylinder body. 2·1.1 Lubricating oil pump on modei 1GM10(C) Rotor shaft Gear Inner rotor Packing cy''"""r Body Gear..--·..crankshafl gear 6·5 Printed in Japan OOOOAOA1361 Chapter 6 Lubrication System 2. Oil Pump SM/GM(F)(C)-HM(F)(C) 2-1.2 Lubricating oil pump on models 2GM20(F)(C), 3GM30 (F)(C) and 3HM35(F)(C) Packing Body Rotor shaft Gear--._ Shaped hole on pump cover Round hole incylinder block Body 2·1.3 Specifications of lubrication oil pump Engine speed Pump speed Discharge volume 1GM10(C) 3600 rpm 2600 rpm 3.9 !/min 234 1/h 2GM20(F)(C). 3GM30(F)(C) 3600 rpm 3600 rpm 12.5 llmln 760 llh 3HM35(F)(C) 3400 rpm 3400 rpm 12 llmin 720 l/h Discharge pressure --··3.5± 0.5 k..f/cm.. (42.67 6.89 lb/in. ') (42.67 8.89 ib/in.') 3.5±0.5 k"f/cm2 -3.5±0.5 k..f/cm2 (42.67 6.69 1b/in.') 6-6 Printed in Jo.pan OOOOAOA1361 Chapter 6 Lubrication System 2. Oil Pump 2·2 Disassembly 2-2.1 Modei 1GM10(C) (1) Remove the timing gear case (1') Remove gear case (2) Withdraw the governor sleeve and thrust bearing, and also take out the governor weight support after removing the hexagonal nut. NOTE: The lubricating oil pump drive gear cannot be removed without removing the governor weight support. (3) Remove the hexagonal nut of the lubricating oil pump rotor shall, then remove the pump drive gear. (4) Remove the pump body from the cylinder by removing the fixing bolt with a hexagonal bar spanner. (4') Remove the loosening bolt with a hexagonal bar spanner. (5) Remove the pump cover. (6) Take out the outer rotor and the assembly of the inner· rotor and rotor shaft. SM/GM{F)(C)·HM(F){C) 2-2.2 Models 2GM20(F)(C), 3GM30(F)(C) and 3HM35(F)(C) (1) Remove the liming gear case. (2) Remove the lubricating oil pump driving gear and pump assembly. NOTE: Do not separate the lubricating pump gear from the rotor shaft. If removed, it cannot be used again. When any part is unusable, replace it as a complete assembly. 6-7 Printed in Japan 0000AOAI36I Chapter 6 Lubrication System 2. Oil Pump SM/GM(F)(C)·HM(F)(C) 2·3 1nspection When the discharge pressure of the oil pump is extremely low, check the oil level. If it is within the prescribed range, the oil pump must be inspected. (1) Outer rotor and pump body clearance Measure the clearance by inserting a feeler gauge between the outside of the outer rotor and the pump Inner rotor body casing. If the clearance exceeds the wear limit, replace the outer rotor and pump body as a set. Outer rotor mm (in.) 0.050 .. 0.105 Maintenance standard (0.00197 .. 0.00413) Wear limit Outer rotor 0.15 Feeler gauge mm (in.) 0.050 .. 0.105 Maintenance standard (0.00197 .. 0.00413) 0.15 Wear limit (0.00591) (2) Outer rotor and inner rotor clearance Fit one of the teeth of the inner rotor to one of the grooves of the outer rotor and measure the clearance at the point where the teeth of both rotors are aligned. Replace the inner rotor and outer rotor ass'y if the wear limit is exceeded. (3) Pump body and inner rotor, outer rotor side clearance Install the inner rotor and outer rotor into the pump body casing so that they fit snugly. Check the clearance by placing a ruler against the end of the body and inserting a feeler gauge between the ruler and the end of the rotor. Replace as a set if the wear limit is exceeded. Straight scale Feeler gauge mm (in ) Outer rotor (4) Rotor shaft and body clearance Measure the outside diameter of the rotor shaft and the inside diameter of the body shaft hole, and replace the Feeler gauge rotor shaft and body as an ass'y if the clearance exceeds the wear limit. mm(in) 1GM10(C) 2GM20(F)(C). 3GM30(F)(C). 3HM35(F)(C) Maintenance standard 0.03-0.08 (0.0012--().0031) 0.03--().07(0.0012--().0031) Wear limit 0.13 (0.0051) 0.13 (0.0051) 1GM10(C) Maintenance standard Clearance when assembled Maximum allowable clearance Rotor shaft "14outside diameter (0.5512) 0.015..0.050 0.2 Rotor shaft hole inside diameter "14(0.5512) (0.0006..0.0020) (0.0079) 6-8 Printed in Japan OOOOAOAI36l Chapter 6 Lubrication System 3. Oil Filter SM/GM(F)(C)-HM(F)(C) 3. Oil Filter 3-1 Construction The oil filter removes the dirt and metal particles from the lubricating oil to minimize wear of moving parts. The con· struction of the oil filter is shown below. The lubricating oil from the oil pump is passed through the filter paper and distributed to each part as shown by arrow A in the figure. After extended use, the filter paper will become clogged and its filter performance will drop. When the pressure loss caused by the fi Iter paper exceeds 1 kgf /em 2 ( 14.22 lb/i n. 2 ) , the bypass valve inside the filter opens and the lubricating oil is sent to each part automatically as an emergency measure, without passing through the filter, as shown by arrow B. The oil filter is located at the fitted position of the oil pressure regulator valve on the side surface of the gear case together with the oil pressure valve for engine models 2GM20(F)(C), 3GM30(F)(C) and 3HM35(F)(C). However, in the case of engine modei 1GM10(C), the filter alone is fitted on its mounting base at the gear case end, cylinder end surface. Theoil pressure regulator valve is installed separately on the end surface of the cylinder, in the gear case. 1GM10(C) Oil pressure switch Oil filter Starter motor 6-9 Printed in Japan OOOOAOA1361 Chapter 6 Lubrication System 3. Oil Filter SM/GM(F)(C)"HM(F)(C) 1GM1 0(C) Oil pressure switch 2GM20(F)(C). 3GM30(F)(C) and 3HM35(F)(C) Oil pressure regulator valve Bypass valve Oilpump - --- Beanng : ----..----------Filter element 3-2 Replacement When the oil filter has been used for an extended period, the filter paper will become clogged, unfiltered lubricating oil will be sent directly to each part from the bypass circuit, and wear of moving parts will be accelerated. Therefore, it is important that the filter be periodically replaced. Because this is a cartridge type oil filter, it is replaced as a complete unit. Every 300 hours of engineOil filter replacement period operation 6-10 Printed in Japan OOOOAOA1361 Chapter 6 Lubrication System 3. Oil Filter SM/GM(F)(C)·HM(F){C) 1GM1D(C) Oil filter 2GM20(F)(C), 3GM30(F)(C) and 3HM35(F)(C) 3·2.1 Replacing the oll fllter (1) Clean the oil filter mounting face on the cylinder block. (2) Before installing the new filter, coat the rubber packing with a thin coat of lubricating oil. (3) Tum the filter gently until it contacts the rubber packing of the seal surface, then tighten another 2/3 tum. (4) Alter installation, run the engine and check the packing face for oil leakage. 3·2.2 1n case of oil leakage If there Is oil leakage, remove the oil filter and replace the packing. At the same time, inspect the cylinder block mounting face and repair the face with an oil stone if it is scored. 6-11 Printed in Japan OOOOAOA1361 Chapter 6 Lubrication System 4. Oil Pressure Regulator Valve SM/GM(F)(C)·HM(F)(C) 4. Oil Pressure Regulator Valve 4·1 Construction 4-1.1 Modei 1GM10(C) The oil pressure regulator valve serves to adjust the pressure of the lubricating oil to the prescribed pressure during operation. When the pressure of the lubricating oil from the oil filter exceeds the force of the spring, the metal ball is pushed away from the valve seat and the lubricating oil flows to the oil pan through the gap between the ball and seat. The spring's force is adjusted with a shim. In engine model tGMIO(C), the oil pressure regulator valve is located at the end surface of the cylinder in the gear case and the pressure is regulated at the intermediate section of Steel ball the oil passageway between the lubricating oil main gallery and the main bearing at the gear end . The regulator valve is located in the mounting position ofthe lubricating oil filter oft he timing gearcase forengine models ""'"V\Retainer 2GM20(F)(C), 3GM30(F)(C) and 3HM35(F)(C) Mounting position for model tGMIO(C) lOil filter Camshaft lubricatingoilpump Crankshaft .. Bearing When the pressure is lower than the regulated pressure Mounting position for model 2GM20(F)(C) ..Oil filter .. BearingOilflter iWhen the pressure is higher that the regulated pressure 6-12 Printed in Japan OOOOAOAl36l Chapter 6 Lubrication System 4. Oil Pressure Regulator Valve SM/GM(F)(C)-HM(F)(C) 4-1.2 Models 2GM20(F)(C), 3GM30(F)(C) and 3HM35(F)(C) 4·1.3 Specifications Steel ball ....··Spring retainer Spring Body Standard pressure 1GM10(C) 3.5±0.5 kgf/cm2(42.67 - 56.89 lb/in.') 2GM20(F)(C). 3GM30(F)(C). 3HM35(F)(C) 3.5±0.5 kgf/cm2lb/in. ..) As the lubricating oil pressure regulator valve has been calked during manufacture so that it cannot be dismantled, replace it as a unit if any replacement becomes necessary. Bearing When the pressure is lower that the regulated pessure Bearing When the pressure is higher that the regulated pressure 6-13 l'rin!Pd in Japan OOOOAOA136I Chapter 6 Lubrication System 5. Oil Pressure Measurement 5. Oil Pressure Measurement The lubricating oil pressure is monitored by a pilot lamp, but it must also be measured using a pressure gauge. Con· nect the oil pressure gauge to the pilot lamp unit for primary pressure and to the lubricating oil pipe connector for secondary pressure, as shown in the figure. Secondary oil pressure is especially important. Idle the engine at medium speed when measuring the oil pressure. Also check whether the oil pressure rises smoothly and to the standard value. Pressure gauge kgf/cm<(lb/1n ') 1GM10(C). 2GM20(F)(C), 3GM30(F)(C) 3HM35(F)(C) 850 rpm 3600 rpm 850 rpm 3400 rpm Secondary pressure standard value 0.5 (7.1 1) 3.5±0.5 (42.67-56.89) 0.5 (7.1 1) 3.5±0.5 (42.67-56.89) If the oil pressure is lower than the standard value, probable causes are: (1) Clearance of lubricated bearings in the lubricating oil cir· cuit is too large (Shaft or bearing is worn). (2) Excessive oil escaping from rocker arm support. Therefore, inspection and repair of the bearings and rocker arm support are required. SM/GM(F)(C)·HM(F)(C) 6-14 Printed in Japan OOOOAOAI361 CHAPTER 7 DIRECT SEA-WATER COOLING SYSTEM 5. Kingston Cock (Optional) .............................. 7-16 6. Bilge Pump and Bilge Strainer (Optional) ................. 7-17 1. Cooling System ....................................... 7-1 2. Water Pump .. . . . . . . . . . . . . . ......... ......... 7-5 3. Thermostat .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11 4. Anticorrosion Zinc......... ..................... 7-14 Printed in Japan OOOOAOA1361 Chapter 7Direct Sea-Water Cooling System /. Cooling System SM/GM(F)(C)·HM(F)(C) 1. Cooling System 1-1 Composition (1) A sea water direct cooling system incorporating a rub· ber impeller pump is employed. (2) A thermostat is installed and a bypass circuit is provided to keep the cooling water temperature constant at all times. This not only prevents overcooling at initial operation, but also improves the combustion performance and increases the durability of moving parts by keeping the temperature constant. (3) Anticorrosion zinc is provided at the cylinder and the cylinder head to prevent electrolytic corrosion of the cylinder jacket and cylinder head by the sea water. (4) A cooling water temperature sender is installed so that any abnormal rise in cooling water temperature is indicated by the lamp on the instrument panel. (5) A scoop strainer is provided at the water intake Kingston cock to remove dirt and vinyl from the water. (6) Rubber hoses are used for all interior piping. This eliminates pipe brazing damage due to engine vibration and simplifies the engine's vibration mounting. 1-2 Cooling water route The cooling water is sucked up by the water pump through a Kingston cock installed on the hull. The water delivered from the water pump branches in two directions at the cylinder intake coupling Some of the water enters the _ cylinder jacket and the rest bypasses the cylinder jacket and enters the mixing elbow or the exhaust manifold. The water that enters the cylinder jacket cools the cylinders and then rises to the cylinder head through the passage between the cylinder and cylinder head and to cool the cylinder head. The cooling water from the cylinder head, after passing the thermostat, enters the mixing elbow in models 1GM10(C) and 2GM20(C). However. in models 3GM30(C) and 3HM35(C). it first passes to the exhaust manifold to cool the exhaust gas and then enters the mixing elbow. After that, the water is discharged to the outside of the boat through the rubber hose from the mixing elbow. The thermostat is closed until the cooling water temperature reaches a fixed temperature (42'C), making theflow go to the cylinder head and then through the bypass circuit. When the cooling water temperature exceeds 42'C, the thermostat opens, and the cooling water begins to flow through the entire system. At 52°C, the thermostat valve is fully opened and the cooling water temperature is maintained at that level. 1·3 Piping To simplify the cooling system piping and eliminate cracking of the brazed parts by vibration, rubber or vinyl hoses connected with hose clips are adapted fort his engine. Therefore, the following items must be distorted when inspecting the cooling system: (1) There must be no extreme bends in the piping. (2) The cross section of the piping must not be changed by heavy objects on the piping. (3) There must be no fractures or cracks which allow water leakage. (4) Piping must not touch high temperature parts, and piping must be securely clamped. (5) Hose clips must be securely tightened and there must be no leakage from the insertion sections. 7-1 l'rinl!'rl in .lrq!fm OOOOJ\OA1361 Chapter 7 Direct Sea-Water Cooling System 1. Cooling System SM/GM(F)(C)·HM(F)(C) 1-2.1 Cooling water passage of engine modei 1GM10(C) Waterdrainpipefromcylinder cover -..Tooutsideofboat zinc Coolingwaterpump Mixingelbow Coolingwaterpump ...,_.WhenthecoolingwaterIsatthecorrecttemperature+••• Whenthecoolingwatertemperatureis lowerthanthecorrecttemperature 7-2 Printed in Japan OOOOAOA1361 Chapter 7 Direct Sea-Water Cooling System I. Cooling System SM/GM(F)(C)·HM(F)(C) 1-2.2 Cooling water passage of engine modei 2GM20(C) U-type mixing elbow U-type mixing elbow (option} Mixing elbow Anticorrosion zinc Rubber hose -To outside of boat Anticorrosion zinc Cylinder head -Cylinder block Thermostat cover -Mixing elbow : ! ' ' ' Kingston cock (except 2GM20C) ' ' ' ' ' ' ' ' Cooling water pump ....-When the cooling water is at the correct temperature +••• When the cooling water temperature Is lower than the correct temperature 7-3 Printed in Japan OOOOAOAI361 SM/GM(F}(C)·HM(F)(C) Temperatureswitch Chapter 7 Direct Sea-Water Cooling System 1. Cooling System 1-2.3 Cooling water passage of engine models 3GM30(C) and 3HM35(C) The construction of modei 3HM35(C) is almost the same as that of modei 3GM30(C). As well as the different shape of the thermostat cover, model 3HM35(C) has 2 thermostats. Thermostat \ Exhaustmanifold For model 3HM35(C) mixingelbow Cylinderhead U·lype U-type mixing elbow (option for models 3GM30(C) and 3HM35(C)} Drainplug Exhaustmanifold t t Coolingwaterpump , Kingston cock (except 3GM30C and 3HM35C) ..... Isatthecorrecttemperature +••• When WhenWhenthe thethecooling coolingcoolingwater waterwatertemperature islowerthanthecorrecttemperature 7-4 Printed in Japan OOOOAOA1361 Chapter 7 Direct Sea-Water Cooling System 2. Water Pump SM/GM(F)(C)·HM(F)(C) 2. Water Pump 2·1 Construction and operation The water pump is a rubber impeller type pump. The rubber impeller, which has ample elasticity, Is deformed by the off set plate inside the casing, causing the water to be Cam ged. This pump Is Ideal for small, high-speed Cooling wate1 ......:..bod.. The cooling water pump of engine model 1GM10(C) is driven by connecting the cooling water pump shalt to the slit Impeller on the end of the lubricating oil pump drive shaft. 2-1.1 Cooling water pump of engine modei 1GM10(C) Circlip Cooling water pump shaft Circllp Oil seal Outlet Oil seal Cooling water pump cover 7 6 5Outlet Direction of rotation 1. Cooling water pump shaft 2. Circlip 3. Circllp 4. Ball bearing 5. Oil seal 6. Impeller 7. Packing 8. Cam Inlet 7-5 Printed in Japan OOOOAOA1361 Chapter 7 Direct Sea-Water Cooling System 2. Water Pump 2-1.2 Cooling water pump of engine models 2GM20(C) and 3GM30(C) Water seal ring Spacer \Oil seal Bearing cover \Cooling water pump shaft Ball bearing pulleyCirclip 10 8 7 6 5 2 Direction of rotation Inlet 9 SM/GM(Fj(C)·HM(Fj(C) Packing CoolingImpellerwater pump cover Cooling water pump body 4 2.1. Cooling water pump shaft V·putley 3. Circlip 5.4. CollarBall bearing 6. Bearing cover 7. Water seal ring 8. Oil seal 109.. CamPacking 11. Impeller Printed in Japan OOOOAOA1361 Chapter 7 Direct Sea-Water Cooling System 2. Water Pump SM/GM(F){C)-HM(F)(C} 2-1.3 Cooling water pump of engine modei 3HM35(C) Cooling water pump cover Ball bearing Cooling water pump body Cooling water pump shaft \ Collar V-pulley 9 8 6 5 3 Direction of ratation 10 4 11 1. cooling water pump shaft 2. V-pulley 3. Circlip 4.5. CollarBall bearing 6. Bearing cover 7. Water seal ring Viewed from pulley side 8.9.Oil seal Cam I • h_J 10. Packing 11. Impeller 7-7 Printed in Japan OOOOAOA136l Ball beadng .lmpelle'Impeller shaft Ball bearing Ball bearing cover Circlip Collar Chapter 7 Direct Sea-Water Cooling System 2. Water Pump SM/GM(F)(C)·HM(F)(C) 2·1.4 Specifications 2-2.2 lor models 2GM20(C), 3GM30(C) and 3HM35(C) Rated speed Suction head 1GM10(C) 2600rpm 0.5m (1 .64 ft) 2GM20(C), 3GM30(C) 2720rpm l.Om (3.28 ft) 3HM35(C) 2660rpm l.Om (3.28 ft) Total head 3.0m (9.84 ft) 3.0m (9.84 ft) 4.0m (13.12 ft) Delivery capacity 300Uh 700 //h 1500 //h (1) After removing the V·belt by loosening the mounting bolts of the cooling water pump bracket, remove the cooling water pump assembly. 2·2 Disassembly 2-2.1 For modei 1GM10(C) (1) Loosen the water pump mounting bolts, remove the water pump ass'y from the timing gear case. (2) Remove the cooling water pump bracket. (3) Remove the V·pulley mounting bolt and V·pulley. (4) Remove the cooling water pump cover fixing screws, and then remove the cooling water pump cover and packing. (5) Pull the water pump impeller. Remove the set screw and remove the offset plate. (6) (2) Remove the cooling water pump cover and packing by (8) removing the 3 screws which secure the cooling water In engine model 3HM35(C), remove the key from the impeller shaft. Remove the bearing snap ring and remove the impeller shaft and bearing ass'y while tapping the impeller side of the impeller shaft lightly. At the same time, the bearing cover and seal ring can be removed together with the impeller shaft. pump cover. (3) Pull the water pump impeller. (4) Remove the set screw and remove the offset plate. (5) Remove the bearing snap ring and remove the impeller shaft and bearing ass'y while tapping the impeller side of the impeller shaft lightly. (6) Pull the oil seal from the pump body. (7) Pull the ball bearing and spacer from the impeller shaft. Body (9) Pull the oil seal from the pump body. (10) Pull the ball bearing and spacer from the impeller shaft. Body Printed in Japan 0000AOA1361 Chapter 7 Direct Sea-Water Cooling System 2. Water Pump SM/GM(F){C)·HM(F){C) 2·3 Reassembly precautions (1) Before inserting the rubber impeller into the casing, coat the sliding face, pump shaft and impeller fitting section with grease or Monton X. (2) Be sure that the direction of curving of the impeller is correct. The impeller is curved in the direction opposite the direction of rotation. Coat these parts with grease Modei 1GM10(C) Models 2GM20(C), 3GM30(C) and 3HM35(C) Direction of rotation " " (3)Adjust the V-belt tension. [for models 2GM20(C), 3GM30(C) and 3HM35(C)]If the V-belt tension is slack, the discharge of the cool· ing water will diminish; if it is too tight, the play of the pump bearings and the wear of the wear plate will be accelerated. Adjust the tension to the specified value. Check the deflection of the V-belt by pressing it in the center with your fingers. V-belt tension Type of V-ben V·belt part No. 2GM20(C) 3GM30(C) 3HM35(C) To be 5 .. 7mm (0.1964 .. 02756in.)deflection when pushed by the thumb with a force of 10kg (22.0 lb) M191n. 10<1511-78780 NOTE: Mount the belt in the direction of pump rotation. (4) If the sliding surface of the V-belt is cracked, worn or is stained with oil, etc., replace it with a new one. (5) Check after assembly After assembly, attach the belt and run the engine to ascertain whether or not it provides the specified discharge. 2-4 Handling precautions (1) Never operate the water pump dry as this will damage the rubber impeller. (2) Always tum the engine in the correct direction of rota· tion. Turning the engine in the opposite direction will damage the rubber impeller. (3) Inspect the pump after every 1,500 hours of operation and replace If faulty. 2-S inspection (1) Inspect the rubber impeller for fractures, cracks and other damage, and replace If faulty. 7-9 Printed in Japan OOOOAOA I361 Chapter 7 Direct Sea-Water Cooling System 2. Water Pump SM/GM(F)(C)·HM(F)(C) (2) Rubber impeller side wear (3) Water pump impeller shaft oil seal section wear. Impeller Packing 1) Modei 1GM10(C) mm (in.) 2) Models 2GM20(C) and 3GM30(C) mm (in ) mm (in.) Maintenance Clearance Maximum allowablestandard at assembly clearance Impeller 12 ±0.1 width .. 0.4764) Housing (without packing) 02 width 11.9 (0.4685) (0.0079) (0.0157) Wear plate -wear 3) Model 3HM35(C) Wear limit -- 0.2 (0.0079) Oil seal section shaft diameter Maintenance standard 10.0 (0.3937) mm (in ) Wear limit 9.9 (0.3898) If water leakage increases while the engine is running, or ifthe components are found to be defective when disas· sembled, replace them. (4) Inspect the bearing for play and check for seizing at the impeller shaft fitting section. Replace the bearing if there is any play. Maintenance standard Clearance at assembly Maximum allowable clearance Wear limit Impellerwidth 19 ±0.1 (0.744 .. 0.752) - Housingwidth 18.9 (0.7441) (without packing) 192 (0.7559) (With packing) 02 (0.0079) 0.4 (0.0157) - Wear platewear -02 (0.0079) Maintenance standard Clearance at assembly Maximum allowable clearance Wear limit Impellerwidth · 22.1 ±0.1 (0.8661.. 0.8740) - Housingwidth (without packing) 22 (0.8661) 02 (0.0079) 0.4 (0.0157) - Wear platewear -0.2 (0.0079) 7-10 Printed in Japan OOOOAOA136l Chapter 7 Direct Sea-Water Cooling System 3. Thermostat 3. Thermostat 3-1 Construction and operation The thermostat remains closed until the cooling water temperature reaches a fixed temperature. Until the cooling water reaches this fixed temperature, it collects at the cylinder head and the water flowing from the water pump is discharged through the bypass circuit. When the cooling water temperature exceeds the fixed temperature, the thermostat opens and the cooling water flows through the main circuit of the cylinder and cylinder head. The thermostat serves to prevent overcooling and improve combustion performance by maintaining the cooling water temperature at the specified level. In engine model 1 GM10(C), the thermostat is mounted on the cylinder head at the gear case end. In engine models 2GM20(C) 3GM30(C) and 3HM35(C), it is mounted on the thermostat housing which is combined with the generator mounting base on the cylinder head at the gear case end. Modei 1GM10(C) Thermostat Thermostat cover Cylinder head SM/GM(F)(C)-HM(F)(C) Models 2GM20(C) and 3GM30(C) Thermostat t Bonnet cover Thermostat cover Cylinder head Thermostat housing Model 3HM35(C) Thermostat housing 7-11 Printed in Japan OOOOAOAI36I Chapter 7 Direct Sea-Water Cooling System 3. Thermostat SM/GM(F)(C)·HM(F)(C) tThermostat housing head Thermostat When valve is t openedValve lift 3.0 "" 496in.) (0.1181 ""0 .13.8mm - A wax-pellet type thermostat is used for this engine. The "wax-pellet" type is the description given to a quantity of wax in the shape of a small pellet. When the temperature of the cooling water rises, the wax melts and its volume ex· pands. The valve is opened or closed by this variation of volume. Thermostat operating temperature mm mm Opening temperature Full open temperature Characteristic of Thermostat 10 20 30 40\ 50\ 60 oc Cooling water temperature (0C) Valveopening temperature 42±2°C Fully opened lift checking temperature 52±2°C 7-12 When the seawater temperature is below 42"C, the pumped-up seawater is discharged outside directly from the thermostat section, and circulation of the cooling water into the cylinder is stopped until the water temperature rises. When the water temperature reaches 52°C, the thermostat valve is fully opened. 3·2 1nspection (1) Remove the water outlet coupling at the top of cylinder body to remove and inspect the thermostat. Remove any dirt or foreign matter that has built up in the thermostat, and check the spring, etc. for damage and corrosion. Cooling water outlet connection (2) Testing the thermostat Place the thermostat in a container filled with water. Heat the container with an electric heater. If the thermostat valve begins to open when the watertemperature reaches about 42°C and becomes fully open at 52°C, the thermostat may be considered operational. If its behaviour differs much from the above, or if it is found to be broken, replace it. (3) In general, inspect the thermostat after every 300 hours of operation. However, always inspect it when the cool· ing water temperature rises abnormally and when white smoke is emitted over a long period of time after the engine starting. (4) Replace the thermostat when it has been in use for a year, or after every 2000 hours of operation. Part No. code of thermostat 105582-49200 Printed in Japan OOOOAOA1361 Chapter 7 Direct Sea-Water Cooling System 3. Thermostat SM/GM(F)(C)·HM(F)(C) (5) Attaching the thermostat to the cooling water system. Before attaching the thermostat to the system, be sure to check its packing and make sure there are no leaks. 3·3 Care must be taken when assembling the thennostat The thermostat cover must be assembled with the arrow mark kept upward. \ \ 7-13 Printed in Japan QOOOAOA136l Chapter 7 Direct Sea-Water Cooling System 4. Anticorrosion Zinc SM/GM(F)(C)·HM(F)(C) 4. Anticorrosion Zinc 4-1 Principles Anticorrosion zinc is Installed to prevent electrolytic corroagainst corrosion by being itself corroded in place of the sion by sea water. cylinder, cylinder liners and other iron parts. When different metals, i.e., iron and copper, are placed in The anticorrosion zinc is to be put in the following posi· a highly conductive liquid, such as sea water, the iron lions. gradually rusts. The anticorrosion zinc provides protection 1GM10(C) 2GM20(C) 3GM30(C). 3HM35(C) Set position At the side of the At exhaust side At exhaust side Cylinder block Number Cylinder head Set position Number Type·Size Part No. of anticorrosion zinc fuel valve 1 1 2 -At side cover of cylinder At side cover of cylinder head (rea.. head (rear) -1 1 Flange type Plug type 20mm dla x 20mm 20mm dia x 30mm (0.7874 x 0.7874in.) (0.7874 x 1.9811 in.) 27210-200200 27210-200300 Modei 1GM10(C) Models 2GM20(C). 3GM30(C) and 3HM35(C) Anticorrosion zinc Flange Anticorrosion zinc Packing 30mm 20mm Nut (1.9811in.) Packing Zinc mounting plug (0.7874in.) Mounting positon for modei 1GM10(C) Mounting position for model 2GM20(C) Nut Anticorrosion zinc (cylinder head) 7-14 Printed in Japan OOOOAOA1361 Chapter 7 Direct Sea-Water Cooling System 4. Anticorrosion Zinc SM/GM(F)(C)·HM(F)(C) 4·2 1nspectlon Generally, replace the anticorrosion zinc after every 500 hours of operation. However, since this period depends on the properties of the sea water and operating conditions, periodically inspect the anticorrosion zinc and remove the oxidized film on its surface. Replace the anticorrosion zinc after 50% corrosion. Replace the anticorrosion zinc by pulling the old zinc from the zinc mounting plug and screwing in the new zinc. Anticorrosion zinc (cylinder block) Mounting position for models 3GM30(C) and 3HM35(C) Anticorrosion zinc (cylinder head) Anticorrosion zinc (cylinder block) _)I 7-15 Printed in Japan OOOOAOAI361 Chapter 7 Direct Sea-Water Cooling System 5. Kingston Cock (Optional) SM/GM(F)(C)-HM(F)(C) 5. Kingston Cock (Optional) 5-1 Construction The Kingston cock, installed on the bottom of the hull, con· trois the intake of cooling water into the boat. The Kingston cock also serves to filter the water so that mud, sand, and other foreign matter in the water does not enter the water pump. Numerous holes are drilled in the water side of the Kingston cock, and a scoop strainer is installed to prevent the sucking in of vinyl, etc. Sunclion pipe Kingston cock cover /Kingston cock cover 5·2 Handling pnecautlons Caution the user always to close the Kingston cock after each day of use and to confirm that it is open before beginning operation. If the Kingston cock is left open, water will flow in reverse and the vessel will sink if trouble occurs with the water pump. On the other hand, if the engine is operated with the Kingston cock closed, cooling water will not be able to get in, resulting in engine and pump trouble. 5-3 Inspection When the cooling water volume has dropped and the pump is normal, remove the vessel from the water and check for clogging of the Kingston cock. Moreover, when water leaks from the cock, disassemble the cock and inspect it for wear, and repair or replace it. 7-16 Printed in Japan OOOOAOA1361 Chapter 7 Direct Sea-Water Cooling System 6. Bilge Pump and Bilge Strainer (OptionaQ SM/GM(F)(C)·HM(F)(C) 6. Bilge Pump and Bilge Strainer (Optional) Strainer mm (in. ) I 4-055 (2.1654) Holes Cooling water outlet Cooling water inlet Motor PumpI 017.5 (0.6890) .... 48 (1.8898) Cable connector 3-04.5 (0.1772) Holes Cable connecter 6·1 Bilge pump 6-2 Bilge strainer 6-1.1 Specifications Code No. 120345-46010 (with strainer) Model No. BP190-10 Rating 60min. Voltage 12V Output 90W Weight 3.0kg (6.6 lb) 6-1.2 Perfonnance of pump (in pure water) Self-suction performance Pumping lift performance Voltage Max. self-suction lift Self-suction time Voltage Current Total lift Lifting volume of water 11.5V 1.2m (3.94 ft) 4 sec. 11.5V SA 1m (3.28 ft) 17 1/min mm (in.) 1 169 (6.6535) 124 (4.8819) 7-17 Printed in Japan OOOOAOA1361 CHAPTER 8 FRESH WATER COOLING SYSTEM 1. Cooling System .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....... 8-1 2. Sea Water Pump .. . . . . . . . . . . . . ....................... 8-3 3. Fresh Water Pump ............. ...... ........ ..........8-4 4. Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . .......... 8-7 5. Filler Cap and Subtank ................................. 8-11 6. Thermostat ........................................... 8-13 7. Cooling Water Temperature Switch ...................... 8-16 8. Precautions ........................................... 8-17 PTinted in Japan OOOOAOAI361 Chapter 8 Fresh Water Cooling System I. Cooling System 1. Cooling System 1·1. System Diagrams Models 2GM20F, 3GM30F and 3HM35F are constructed from different parts but use the same water flow. The illustration below is of model 3HM35F. By-passflow To cylinder block 8·1 Printed in Japan OOOOAOA1361 SM/GM(F)(C)"HM(F)(C) U..type mixing Rubber hose U-type mixing elbow for option [except 1GM10(CI] To outside of boat Cylinder head .. Fresh water ¢:l Sea water <....:J Inlet and ouUet for water heater Chapter 8 Fresh Water Cooling System I. Cooling System SM/GM(F)(C)·HM(F)(C) 1·2. Cooling system diagram Filler cap Sub tank ----------, water reservoir Heat exchanger Fresh water pump Thermostat Cylinder head Mixing elbow Sea water pump Sea water Cylinder block Kingston cock Sea water 1-3. Cooling system configuration With fresh water cooled engines, fresh water from the heat exchanger is circulated around the cylinder block and cylinder head. The fresh water itself is cooled by sea water. The fresh water pump forces the fresh water through the cylinder block and cylinder head cooling passages and back to the heat exchanger. The fresh water is kept in constant circulation. The thermostat is installed at the cylinder head cooling water outlet (fresh water pump mounting bracket). As the thermostat is closed while the fresh water temperature is low-directly after engine starting or when the engine load is light-fresh water flows through the by-pass passage to the suction side of the fresh water pump, and circulates inside the engine without passing through the heat exchanger. Fresh water line As the fresh water temperature rises the thermostat is opened and fresh water flows into the heat exchanger. The fresh water is cooled in the heat exchanger by sea water in the tube, so the fresh water temperature is always kept at the proper level by the thermostat. Sea water is delivered by the sea water pump and fed through tubes located inside the cooling pipe to cool the fresh water. Sea water flows from the heat exchanger into the mixing elbow, and is discharged with the exhaust gas. 8-2 Print..>d in Japan OOOOAOA1361 Chapter 8 Fresh Water Cooling System 2. Sea Water Pump SM/GM(F)(C)·HM(F){C) 2. Sea Water Pump The sea water pump used for the fresh water-cooled engine is the rubber impeller pump; it is the same type as used for the sea water-cooled engine. The same sea water pumps are used for models 2GM20F, 3GM30F and 3HM35F; these are also the same types as used Cooling water pump cover for the modei 3HM35(C) sea water-cooled engine. However, in the 3HM35F model, the pulley ratio is changed to increase the discharge volume. 2GM20F. 3GM30F 3HM35F Engine speed (Max.) 3600rpm 3400rpm Pulley ratio Crank shaft/ PC065/PC085 PC073/PC085Pump shaft Pump shaft speed 2700rpm 2900rpm Suction head 1m (3.2Bft) 1m (3.2Bft) Total head 4m (13.12ft) 4m (13.12ft) Delivery capacity 16001/h 17001/h Circlip Cooling water pump body Ball bearing Cooling water pump shaft Ball bearing Collar V-pulley 9 8 7 6 5 3 2Directionofrotation ------10 4 1. Cooling water pump shaft 2.V-pulley 3. Circlip 4.Collar 5. Ball bearing Viewed from pulley side 6.Bearing cover 7. Water seat ring 8.Oil seal 9.Cam 10. Packing NOTE: For details on disassembly and reassembly, handling 11.Impeller precautions and inspection, refer to "Chapter 7, Section 2. Water pump (P.l-5)': 8-3 l'rmt('d in Jupan OOOOAOA1361 Chapter 8 Fresh Water Cooling System 3. Fresh Water Pump SM/GM(F)(C)·HM(F}(C) 3. Fresh Water Pump 3-1. Pump construction The fresh water pump is a centrifugal type pump and is used to move fresh water from the fresh water tank, through the cooling passages in the cylinder block and cylinder head, and then back to the fresh water tank. The fresh water pump is composed of a pump body, im· peller, pump shaft, bearing unit and seals. It is driven by a belt and pulley arrangement at the end of the pump fresh water shaft. outlet connection The packed bearing unit supports the shaft with roller bearings. It cannot be disassembled. The impeller is equipped with multiple blades and is mounted on the pump shaft. The mechanical seal prevents water entering from around Cooling water the pump shaft. The impeller seal is fixed to the impeller side with spring pressure applied from the pump body side. temperature switch Plug for water heater PT 3/8Mechanical seal\ Plug for water heater PT 3/8 OutletBearingunit\ Body bracket Pulley flange\ \ Impeller Pump body Impeller\Impeller sea\ . 1 To heat exchanger • Bearing unit\ \ Pump shaft From heat .. exchanger 1-By-pass passage Pulley flange- I'=- V·pulley Drain hole/ Mechanical seal/ Pump body \Body bracket 'To cylinder block 8-4 Printed in Japan OOOOAOA1361 Chapter 8 Fresh Water Cooling Sy.llem 3. Fresh Water Pump SM/GM(F)(C)-HM(F)(C) 3·2. Pump capacity and characteristic 3·3. Pump disassembly 2GM20F.3GM30F 3HM35F Crank shaft speed Pulley ratio Crankshaflf Pump shaft Pump shaft speed Delivery capacity Total head 3600rpm PCI1l127/PCI1l103 4400rpm 40001/h 3m (9.8411) 3400rpm PCi1l1381PCi1l103 4500rpm 42001/h 3m (9.84ft) Disassembly of the fresh water pump is difficult and should not be attempted. Faulty units should be replaced. The pump assembly should not be disassembled from the pump body brackets, unless absolutely necessary. kgf-cm(ft-lb) Tightening torque for pump setting bolts 40-80 (2.89 .. 5.79) NOTE: The same type of fresh water pump is used for models 2GM20F, 3GM30F and 3HM35F. Pump assembly H-0 diagram Water temperature 80:t2"C " "" E • > 0 Discharge0(llmin.) DischargeQ (1/min.) Pump body bracket Ls-0 diagram Water temperature 80I2"C 0.6 3-4. Inspection and measurement (1) Confirm smooth rotation by rotating the impeller by hand . "' ..•.. 0.4 ..• 0.. • .. 0.20.. .."' 0 3360rpfl' 2000rpm 50 100Discharge0 (1/min.) When the rotation is not smooth, due to bearing play or friction, or abnormal noise is heard, replace the entire pump assembly . (2) Impeller inspection Check impeller for damage, corrosion and water. Replace if required. (3) Check the holes drilled in the cooling water passage or by-pass passage, and clean or unblock where necessary. Printed in Japan OOOOAOA136I Chapter 8 Fresh Water Cooling System 3. Fresh Water Pump SM/GM(F)(Cj·HM(F)(C) By-pass passage (4) Where water leakage is heavy, due to wear or a damaged mechanical seal and impeller seal, replace the pump assembly with a new one. (5) Pump body and pump bracket inspection Clean deposits and rust from body and bracket. Replace if heavily worn or corroded. (6) Impeller clearances. mm (in) Maintenance standard Clearance between impeller and body 0.3 .. 1.1 (0.0118 .. 0.0433) Clearance between Impeller and bracket 0.5 (0.0197) To measure clearance between impeller and body, in· sert a thickness gauge between the two parts at an oblique angle between the two parts. To measure clearance between impeller and bracket, place a straightedge on the pump body surface and insert a thickness gauge between the straightedge and impeller. Measuring clearance between impeller and pump body Thickness gauge Measuring clearance between Impeller and pump body bracket Straightedge Thickness gauge 8-6 Printed in Japan OOOOAOAI361 Chapter 8 Fresh Water Cooling System 4. Heat Exchanger SM/GM(F)(C)·HM(F)(C) 4. Heat Exchanger Sea water outlet (to mixing elbow) 4·1. Construction Heat exchanger body Cooling tube cover Cooling tube assembly Fresh water outlet (to fresh water pump) Sea water inlet (from sea water pump) The heat exchanger uses sea water to cool the fresh water, which has reached a high temperature, while being circulated in the cylinder block. The heat exchanger is a cooling tube which consists of 24 slender tubes and baffle plates, and a cooling tube cover. Sea water passes through the slender tubes, and fresh Fresh water inlet (from cylinder head) water passes through the flow path formed between the tubes and baffle plates inside the cooling tube cover. The lower part of the heat exchanger stores the fresh water, acting as a fresh water tank. An exhaust gas passage, leading out of the storage position, is integrated with the water-cooled exhaust manifold. 8·7 l'rinlcd in Japan OOOOAOA1361 Seawater ..outlet Exhaust manifold Cooling pipe Baffle plate Drain plug Fresh water reservoir Heat exchanger body .. ¢::1SeawaterinletFresh water outlet Chapter 8 Fresh Water Cooling System 4. Heat Exchanger SM/GM(F)(C)-HM(F)(C) The filler cap on top oft he heat exchanger is equipped with a On the other hand, when the cooling system pressure pressure relief valve. When pressure exceeds the specified becomes negative in relation to the atmospheric pressure, limit, this valve opens to release pressure through the air enters from the overflow pipe. overflow pipe. Fresh water inlet Sea water outlet <;=:1 Sea water Inlet Filler cap (with pressure relief valve) 8-8 Printed in Japan OOOOAOA1361 Chapter 8 Fresh Water Cooling System 4. Heal Exchanger SM/GM(F)(C)·HM(F)(C) 4-2. Water flow in water cooling tube Fresh water enters the cooling tube from a hole drilled at one end of the tube. It then passes through the flow passage Sea water outlet formed by the baffle plates and the tube cover and into the water storage through a hole of the other end. Cooling tube Side cover Baffle plate Packing Fresh water outlet (to fresh water reservoir) Fre..m water inlet (from cylinder head) Packing Sea water inlet Side cover 4·3. Specifications Model of engine Output (DIN 6270 B rating) Pipe dia. X pieces Radiation area Radiation area/HP Fresh water capacity Sea water enters the side cover at the sea water inlet side, passes through 8 tubes guided by the side cover ribs and then leaves the side cover at the sea water outlet side. Here it passes through another 8 tubes guided by the side cover ribs, and returns to the side cover at the inlet side. At the inlet side, it is guided by the remaining 8 tubes as at the outlet side, and then flows out to the mixing elbow from the outlet connection via the side cover at the outlet side. 2GM20F kw/rpm 18.2/3600 mm 06/08 X 24 0.119 m1/HP 0.0066 1 (cu. in) 2.9 (1n.O) 3GM30F 3HM35F 27.3/3600 25.4/3400 06/08 X 24 06/08 X 24 0.163 0.208 0.0060 0.0061 4.9 (299.0) 8-9 Printed in Japan OOOOAOAI361 Chapter 8 Fresh Water Cooling System 4. Heat Exchanger SM/GM(F)(C)-HM(F)(C) 4-4. Disassembly 4-5.2 Heat exchanger body (1)Remove the side covers and pull out the cooling pipe and (1) Check for dirt and corrosion build-up inside body and on rubber packings. side covers. Replace if corroded, broken or otherwise NOTE: After the cooling pipe is removed, always replace the damaged. rubber packings on both side covers. (2) Check joints at sea water inlet and outlet ports and fresh (2) Remove filler cap and port. water inlet and outlet ports. Retighten any loose screws (3) Remove lower cover and packing. and clean pipes as required. (3) Check drain cock for clogging. If clogged, clean or repair as required. Retighten screws if necessary. (4) For inspection of filler cap, anticorrosion zinc, and thermostat, see below. Heat exchanger body 4·5.3 Leakage test (1) Test with compressed air and test tank. Seal fresh and sea water ports with rubber caps and immerse tank in a test tank filled with water. Inject compressed air through the overflow pipe and check for air bubbles. NOTE: Air pressure should be 0.5 .. 2.0kgflcm '(7.11 .. Cooling tube ass'y 28.45 /blin'). Pressure Air hose gauge Test tank 4·5. Inspection and cleaning Rubber cap 4·5.1 Cooling pipe (1) Inspect for dirt and deposits in the tubes. Clean as re Leakage test using compressed air and test tank quired. (2) Test using pressure tester Seal fresh and sea water ports with rubber caps and fill the tank completely with water. Replace the filter cap with a pressure tester and pressurize the tank. If there is a leak, the tank cannot be pressurized or it will only be able to retain pressure for a short time. Pressure tester Rubber cap Rubber cap 0 0 (2) Inspect caulked portions of tubes and flanges for damage. Repair or replace as required. 0 Rubber cap (3) Inspect the cooling pipe and tubes for leaks. Repair as required. Leakage test using apressure tester (4) Check for clogged water passages. Clean as required. 8·10 Pnntcd 111 Jupm! OOOOA0:\1361 Chapter 8 Fresh Water Cooling System 5. Filler Cap and Subtank SM/GM(F)(C)·HM(F)(C) 5. Filler Cap and Subtank 5·1. Filler cap construction The filler cap is placed on the fresh water inlet port and is equipped with a pressure control valve. To attach, place the rocking tab (extension on the attach· men! section) on the flyneck cam. Then, turn and tighten. The top seal touches the flyneck tap seat while the pres· sure valve touches the lower seat. Top Lower Overflow pipe Top seal 5·2. Filler cap pressure control Pressure valve spring Rubber seal Pressure valve operation Vacuum valve Vacuum valve spring Vacuum valve operation When the cooling system pressure is within the specified range 0.9kgf/crrt(12.80 lb/in.'), the pressure valve and vacuum valve are tightly closed on their valve seats. When pressure rises, the pressure valve opens and vapor is discharged from the overflow pipe. When the water cools down and the pressure in the system is lower than atmospheric pressure, the vacuum valve opens and air enters the system through the overflow pipe. To prevent the pressure valve from opening and resulting water loss, the cooling system can be equipped with a subtank, described below. Action of Pressure control Valve Pressure Valve Opens at 0.9kgf I em' G ( 12.80 lb/i n') Opens at 0.05kgf/cm 'G(0.71 lb/in') Vacuum Valve or below 5-3. Filler cap inspection (1) Remove all deposits and rust, check for damage and wear on the seat contacting surfaces, and check spring for proper functioning. Repair or replace as required. (2) Tester inspection Attach adaptor and filler cap to tester. Increase pressure and if pressure remains constant for six seconds, the cap is normal. If pressure does not inCrease or does not remain constant for six seconds, check for defects. Repair or replace as required. 5·4. Subtank function When the cooling system pressure rises above 0.9kgf/crrf (12.80 lb/in'.), the pressure valve opens and vapor is releas· ed, reducing the amount of water In the cooling system. The subtank collects this vapor where it condenses. Then, when cooling system pressure falls below atmospheric pressure, the water in the subtank is siphoned back to the main tank. Use of a subtank is highly recommended, since this allows the engine to be run for longer periods between water replenishment, and the need to open the filler cap is eliminated, thereby removing one possible cause of accidents. 8·,, Printed in Japan OOOOAOA1361 .. 61 (2.40) mm(in) 0120 (4.72) l(CU in) Subtank capacity Part No. Over all capacity 1.25 (76.28) Full scale position about 0.8 (48.82)Low scale position about 0.2 (12.20) 120445-44530 5·5. Installation of subtank Ove,flo•w pipe Chapter 8 Fresh Water Cooling System 5. Filler Cap and Subtank Filler cap SM/GM(F)(C)·HM(F)(C) Subtankmounting plate (attached to subtank) MB bolt 09mm hole (0.354in) (0.315in) (1) Mount the subtank at the same height as the fresh water tank. (2) Ensure that the length of the overflow pipe is no more than 1m (39.37 in.), and that it does not break. NOTE: If a subtank is not used, be careful not to immerse the overflow pipe in the bilge, since this can cause bilge water to be siphoned into the cooling system. 5·6. Maintenance during use (1) Check that when the cooling water is cold the level is within the specified range. (2) Check that the overflow pipe is not broken, and also that the holes are not blocked up. 8-12 Printed in Japan 0000AOA136l Chapter 8 Fresh Water Cooling System 6. Thermostat SM/GM(F)(C)·HM(F)(C) 6. Thermostat 6·1. Operation Cylinder head outlet connection (connected to heat exchanger) Fresh water mounting bracket By-pass valve By-pass passage Tosuction side of fresh water pump Cylinder head When valve isclosed (by-pass passage isopened) The thermostat opens and closes the by-pass valve and thermostat valve according to the temperature changes of the fresh water in the engine, adjusts the flow of fresh water to the heat exchanger and keeps the fresh water temperature in the engine at the correct level. The thermostat in the fresh water-cooled engine is a bottom-by-pass type, as shown in the figure, and is in· stalled inside the fresh water pump bracket which combines with the cylinder head cooling water outlet passage. The thermostat valve is closed while the fresh water To heat exchanger Thermostat valve By-pass valve Cylinder head When valve isopened (by-pass passage isclosed) temperature is low, and fresh water is fed to the fresh water pump inlet through the drilled hole in the by-pass passage. to be circulated inside the engine. When the fresh water temperature rises over the valve opening temperature, the thermostat valve opens, and fresh water is fed to the heat exchanger and where it is cooled and then fed to the fresh water pump. With the thermostat valve open, the by-pass passage is throttled. The by-pass passage is completely closed as the temperature rises. 8-13 Printed in Japan OOOOAOA1361 Chapter 8 Fresh Water Cooling System 6. Thermostat SM/GM(F)(C)·HM(F)(C) 6-2. Construction A wax-pellet type thermostat Is used for this engine. The the cooling water rises, the wax melts and its volume ex" wax-pellet" type is the description given to a quantity of pands. The valve is opened or closed by these variations in wax in the shape of a small pellet. When the temperature of volume. mm(ln) ..28 case rubber When valve isclosed When valve isopened Thermostat operating temperature Opening temperature Full open temperature (Temperature corresponding to Bmm or more valve lift) 71'(159.8) 85'(185) Characteristic of Thermostat mm Futty opened ttft checking Valve opening temperature 71 ±1.5°C temperature ssoc (185oF) (157.1 ""162.5°F) 8-14 Printed in Japan OOOOAOA1361 Chapter 8 Fresh Water Cooling System 6. Thermostat SM/GM(F)(C)'HM(F)(C) 6-3. Inspection (1) Remove the cooling water outlet connection at the top of the fresh water pump mounting bracket and take out the thermostat. Remove all deposits and rust, check functioning and inspect parts. Replace if performance has deteriorated or if the spring or other parts are excessively corroded, deformed or otherwise unsuitable. Cooling water outlet connection Thermostat Fresh water pump mounting bracket Place the thermostat In a container filled with water. Heat the container with an electric heater. If the thermostat valve begins to open when the water temperature reaches about 71°C and becomes fully open at as•c, the thermostat may be considered all right. If its behaviour differs much from the above, or if it is found to be broken, replace it. (2) Testing the thermostat (3) In general, inspect the thermostat after every 500 hours of operation. However, always Inspect It when the cooling water temperature has risen abnormally and when white smoke is emitted for a long period of time after the engine starts. (4) Replace the thermostat when it has been in use for a year, or after every 2000 hours of operation. Part No. code of thennostat 121750-49800 8-15 Printed in .Iapan OOOOAOA1361 Chapter 8 Fresh Water Cooling System 7. Cooling Water Temperature Switch SM/GM(F)(C)·HM(F)(C) 7. Cooling Water Temperature Switch The cooling water temperature switch Is identical to that for the sea water-cooled engine in shape and dimension, but care must be taken when parts are replaced as the operating temperature Is different. This can be checked by the seal color. 56mm (2.2in.) Brown for fresh water-cooled engine Yellow for sea water-cooled engine PT 318 Operating temperature ON 95°C(202-193°F) OFF 88°C(18JOF) or higher Current capacity DC 12V 1A Response time Within 60 sec. Indication colGreen or Parts code 12761D-91350 8-16 Printed in Japan OOOOAOA1361 Chapter 8 Fresh Water Cooling System 8. Precautions SM/GM(F)(C)-HM(F)(C) 8. Precautions 8·1. Ventilator The surface temperature of fresh water cooled eng>nes is higher than sea water cooled engines. Therefore, If the engine room is not well ventilated, engine room temperatures can rise to a point where they will adversely influence engine performance. 8-2. Cooling water (1) Fresh water Use clean soft water as cooling water. Hard water will cause calcium build-up, poor heat transmission and a drop in the cooling affect, resulting in overheating. Model 2GM20F 3GM30F 3HM35F Gapacity 2.9 (1n.O) 3.4 (207.5) 4.9 (299.0) (2) Fresh water tank capacity 1 (cu in) Remove the cap from the fresh water cooler, and check the water level. If the water level is below the top of the cooling pipe, add clean soft water up to the iron plate at the bottom of the filler. If water is added up to the mouth of the fresh water tank, about 50cc of water will overflow from the filler im mediately after the engine is started. This is normal, and is caused by the increase in the volume of the water as its temperature rises. If the water filler cap is removed after the engine has been stopped and allowed to cool, the water level will be 2-3cm from the top of the filler. This is also normal, and is caused by the overflow of the unnecessary water as the temperature of the water rises. (3) Cooling water (fresh water) level check Check the level of the cooling water (fresh water) before daily operation. A low cooling water level can cause in· sufficient pump discharge and the accumulation of scale in the heat exchanger. (4) Cooling water leakage check during operation Although checking for water and oil leakage during operation is generally necessary, check for fresh water leakage with special care. Fresh water leakage is directly related to seizing of the engine. (5) Fresh water replacement Replace water every 500 hours. Always use an anti-rust agent. To drain the water, open the cooling water drain cock and remove the water filler cap. If the filler cap is not removed, a vacuum will be created in the water jacket and not all the water will be drained. (6) Removing the filler cap Do not attempt to remove the water filler cap at the top of the fresh water tank while the engine is running, or while the engine is still hot after it has been stopped; steam will escape and may cause serious injury. If removal of the filler cap is unavoidable, place a piece of cloth over the cap and tum the cap slowly, making sure you are in a safe position even if steam escapes. 8-3. Antifreeze (1) Use permanent type antifreeze in the winter. Freezing of the fresh water will damage the heat exchanger, cylinder head and water jacket. (2) Antifreeze use1) Before adding antifreeze, clean the cooling system and check for leaks. 2) Select mixing ratio according to the following table. 1 (cu in) Temperature -5°C -10'C -15'C -2QOC -25°C -30oC Mixing ratio 12% 22% 29% 35% 40% 44% 2GM20F 0.35 21.40 0.64 39.10 0.64 51.30 1.02 62.20 1.16 70.80 1.26 78.10 3GM30F 0.41 25.00 0.75 45.80 0.99 60.40 1.19 72.60 1.35 83.00 1.50 91.50 3HM35F 0.59 35.00 1.06 65.90 1.42 86.70 1.72 105.00 1.96 119.60 2.21 129.40 NOTE: The temperature selected in the above table should be 5'C lower than the lowest expected temperature in the area. NO TE: Check the mixing ratio carefully, especially when using premixed coolant. 3) Tighten the drain cock and fill the cooling system. Then, run the engine for approx. 5 to 30 minutes to make sure the solution is well mixed. Filler Fresh water tank NOTE: Some antifreeze solutions will corrode aluminum. Check carefully before use. NOTE: When antifreeze protection is no longer necessary, drain water, flush cooling system and refill with fresh water. 8-17 Printed in Japan OOOOAOA1361 Chapter 8 Fresh Water Cooling System 8. Precautions SM/GM(F)(C)·HM(F)(C) 8-4. Rust inhibitor When the fresh water is changed, a rust inhibitor must be added to the new water to prevent rusting. Rust inhibitor : Fresh water 1 : 10 = Flush cooling system with fresh water, fill with proper rust inhibitor and then top-up cooling system with fresh water. Filler Fresh water tank RustInhibitor 8-5. Idling the engine when stopping Always idle the engine for ten minutes immediately after starting and prior to stopping. Be sure to idle the engine adequately, especially before stopping. Stop the engine only after its temperature has dropped sufficiently. If the engine is stopped while hot, the hot fresh water will cause the temperature of the water in the heat exchanger pipe to rise, causing a build-up of calcium deposits in the pipe and a drop in the cooling affect. 8·6. Cleaning the heat exchanger tube If the heat exchanger tube through which the fresh water flows becomes extremely dirty, the cooling effect will deteriorate. If the C.W. warning lamp lights periodically when the engine is run at the rated output, clean the tube in the fresh water tank with a cleaning agent and then flush the ac· cumulated scale produced by cooling the fresh water from the tube. 8-18 Printed in Japan OOOOAOA1361 CHAPTER 9 MODIFYING THE COOLING SYSTEM 1. General .............................................. 9-1 2. Disassembly of Sea Water-Cooled Engine ................ 9-2 3. Assembling modified parts to the Fresh Water-Goofed Engine ....................... 9-7 4. Cautions When the Engine is Installed Inboard ............ 9-12 Printed in Japan OOOOAOAI361 Chapter 9 Modifying The Cooling System 1. General 1. General 1·1. Direct sea water-cooled engine and fresh water· cooled engine Engine models 2GM20, 3GM30 and 3HM35 are sea watercooled. and models 2GM20F, 3GM30F and 3HM35F are fresh water-cooled. "The main parts of both sea water-cooled and fresh watercooled engines are the same; only the cooling systems are different. Sea water-cooled engines can therefore be modified into fresh water cooling by the special parts kit prepared by YANMAR for this modification. 1·2. Modification method When modifying a seawater-cooled engine into a fresh water-cooled engine, follow the sequence described in Section 2. 1·3. Testing a modified engine Any engine modified as a fresh water-cooled engine must be given an operating test (running) to check for leakage. This test shall be made before delivery. 1·4. Warranty Engines modified as fresh water-cooled engines are not covered by the general warranty. 1-5. Kit for modification into a fresh water-cooled engine The kits for modification into a fresh water-cooled engine differ according to the engine model. When ordering the modification kit state the following code number. NO TES: 0 parts marked are those included in the modification kit (necessary for modification). - parts marked are those not included in the kit (unnecessary for modification). ·o parts marked are those which differ according to the engine model (not interchangeable). SM/GM(F)(C)·HM(F)(C) Applicable Engine Model 2GM20 -2GM20F 3GM30 -3GM30F 3HM35 -3HM35F Fresh water cooling kit 728271-99510 728374-99510 728671-99510 Mixing elbow Ass'y 0 -- Fresh water pump Ass'y Sea water pump Ass'y Heat exchanger Ass'y Subtank Ass'y 0 ·o 0 -·o Thermostat Ass'y Cooling water pipe Ass'y Fuel oil pipe Ass'y Speed control cable bracket Ass'y 0 0 0 ·o - ·o ·o - V-belt and other parts Ass'y 0 · o 9-1 Printed in Japan OOOOAOA136l Chapter 9 Modifying The Cooling System Water-Cooled 2. Disassembly of sea water-cooled engine Note: CSW = Cooling Sea Water 2-1. Drain the cooling sea water CFW = Cooling Fresh Water Locations of Cooling Water Drain Plugs Exhaust manifold 2GM20 Cylinder block 0 (Intake side) Cooling water 0pump Exhaust manifold - 3GM30• 0 (Exhaust side) 0 0 3HM35 0 (Exhaust side) 0 0 2-2. Remove the cooling water pipe between the thermostat and exhaust manifold. Cooling water pipe 2-3. Remove the fuel oil pipe (1) Remove the fuel pipe between the oil filter and fuel pump. (2) Remove the fuel pipe between the fuel feed pump and fuel filter. Seawater pump Printed in Japan OOOOAOAI361 Chapter 9 Modifying The Cooling System 2. Disassembly of Sea Water-Cooled Engine SM/GM(F)(C)·HM(F)(C) 2-4. Remove the fuel filter (2GM20) For models 3GM30 and 3HM35, the filter may be removed as assembled to the exhaust manifold. 2-5. Remove the remote control bracket (2GM20) For models 3GM30 and 3HM35, the bracket may be removed as assebled on the exhaust manifold. 2-6. Remove the mixing elbow (2GM20) For models 3GM30 and 3HM35 the elbow may be removed as assembled on the exhaust manifold. 2.7 Remove the exhaust manifold (3GM30, 3HM35) (1) For models 3GM30 and 3HM35, the exhaust manifold may be removed with the fuel filter, remote control bracket and mixing elbow assembled on the exhaust manifold. (2)Remove the exhaust manifold fixing studs. Exhaust manifold 2·8. Remove the cooling water pipe Remove the CSW hose between the CSW pump and by· pass metal fitting. By-pass metal fitting Cooling water pump CSWhose 2·9. Remove the electrical wiring Remove the wiring connected to the alternator and cooling water temperature sender. 2·10. Remove the alternator Remove the alternator cover and V belt after loosening the alternator adjusting bolt. The alternator can be more easily removed when removed as assembled on the thermostat bracket. 9-3 Printt>d in Japan OOOOAOAI36I Chapter 9 Modifying The Cooling System 2. Disassembly of Sea Water-Cooled Engine 2-11. Remove the thennostat cover (1) Loosen the cramp of the cooling water hose between the by-pass metal fitting and thermostat at the by·pass metal fitting side. Thermostat cover CSWhose (2) Remove the thermostat cover. 2-12. Remove the high pressure pipe anti-swing metal fitting from the thennostat bracket. 2-13. Remove the thennostat bracket Remove the cooling water temperature sensor and alternator as assembled on the thermostat bracket. SM/GM(F)(C)·HM(F)(C) 2-14. Remove the cooling water by-pass connection (1) Remove the cooling water by-pass metal fitting (l·type joint). metal fitting (2) Extract the by·pass connection screwed into the cylinder block. By-pass connection 2-15. Remove the CSW pump 9-4 Printed in Japan OOOOAOA1361 2-17. Remove the fuel high pressure pipe Rear cylinder head cover Chapter 9 Modifying The Cooling System 2. Disassembly of Sea Water-Cooled Engine SM/GM(F)(C)·HM(F)(C) 2-16. Remove the intake silencer 2-19. Remove the lifting hook at the rear or the engine together with the rear cylinder head cover Intakesilencer 2-18. Remove the lifting hook at the front of the engine (3GM30, 3HM35) Lifting hook 9-5 Printed in Japan OOOOAOA1361 Chapter 9 Modifying The Cooling System 2. Disassembly of Sea Water-Cooled Engine SM/GM(F}(C)·HM(F)(C) The disassembly necessary to modify a sea water-cooled this step. The removed parts, and the appearance of the engine into a fresh water-cooled engine is completed with engine after disassembly are shown below: Removed parts Appearance of engine after disassembly (Example Model, 3GM30) Printed in Japan OOOOAOAI361 Chapter 9 Modifying The Cooling System 3. Assembling Modified Parts to the Fresh Water-Cooled Engine SM/GM(F)(C)-HM(F)(C) 3. Assembling modified parts to the fresh watercooled engine The parts required to modify a sea water-cooled engine to a fresh water-cooled engine are as shown below. 3-1. Assemble the rear cylinder head cover together 3-3. Assemble the fuel Injection tube with the rear lifting hook. High pressure pipe Rear cylinder head cover NOTE: Use the special high pressure pipe for a fresh waterNOTE: New packing should be used. cooled engine. The shape and dimensions are difApply Threebond No.4 on both surfaces of packing. ferent from those for a sea water-cooled engine. 3-2. Assemble the front lifting hook (3GM30, 3HM35) 3-4. Assemble the Intake silencer The hook on the modei 2GM20 is in a position not affected by the modification. NOTE: The intake silencer is the same for both the fresh water and sea water-cooled engines. NOTE: Use the special lifting hook for the fresh water· cooled engine. 9-7 }..rintcd in Japan OOOOAOA 1::161 Chapter 9 Modifying The Cooling System 3. Assembling Modified Parts to the Fresh Water-Cooled Engine SM/GM(F)(C)-HM(F)(C) 3-5. Assemble the CFW joint to the cylinder block Apply Threebond No.20 to the threads and screw. Tightening torque 2.5 -3.5 kgf-m(18 -25 ft-lb) 3-6. Assemble the CFW pump assembly Assemble after applying Threebond No.4 to both surfaces of the packing. Thermostat cover Tightening torque 2-2.5 kgf-m(14.5 -18 ft-lb) 3-7. Assemble the thermostat and thermostat cover NOTE: Apply Threebond No.4 to both surfaces of the packing. 3-8. Assemble the CFW hose (1) Connect the CFW hose between the CFW pump and cylinder block and tighten the hose clamp. Fresh water pump CFWhose 9-8 (2) Connect the CFW hose between the CFW pump and heat exchanger by connecting it to the CFW pump; tighten the hose clamp slightly. The hose clamp will be securely tightened after the heat exchanger is assembl· ed. Cooling water outlet connection 3-9. Assemble the CSW pump Sea water pump drive V-belt pulley V-belt tension 5 "' 7mm Pushed with a force of 10kg (22 lb.) (0.1969 .. 0.2756 in.) 3-10. Insert the stud bolt for fitting the heat exchanger Apply Three bond 203M to the threads. Stud bolt Cylinder head T ightening torque 1-1.5 kgf-m(7.3 -10.9 ft-lb) Printed in Japan OOOOAOA1361 Chapter 9 Modifying The Cooling System 3. Assembling Modified Parts to the Fresh Water-Cooled Engine SM/GM(F)(C)·HM(F)(C) 3·11. Assemble the heat exchanger Bolt forC.W. drain cock For modei 3GMD, connect the pipes after removing the CW drain cock bolt at the bottom of the heat exchanger to pre· vent the pipe from jamming against the fuel feed pump. NOTE: New gasket packing must be used. Tightening torque 2 .. 2.5 kgf-m( 14.5 .. 18 ft-lb) 3·12. Assemble the fuel filter 3-13. Assemble the fuel oil pipe (1) Connect the fuel oil pipe between the fuel feed pump and fuel Injection pump. (2) Connect the fuel oil pipe between the fuel filter and fuel injection pump. ..) Fuel oil pipe I..® @I I _B 0 - - \() 3-14. Assemble the CFW hose Connect the CFW hose between the CFW pump and heat exchanger and tighten the hose clamp. Fresh water pump Heat exchanger 3-15. Assemble the CSW hose Connect the CSW hose between the CSW pump and heat exchanger and tighten the hose clamp. Heat exchanger CSWhose NOTE: The same fuel filter is used as for a sea water· cooled engine. 9-9 Printed in Japan OOOOAOA1361 Chapter 9 Modifying The Cooling System 3. Assembling Modified Parts to the Fresh Water-Cooled Engine SM/GM(F)(C)·HM(F)(C) 3-16.Assemble the mixing elbow 3-19. Assemble the alternator Heat exchanger Mixing elbow NOTE: New gasket packing must be used. 3-17 Connect the CSW hose between the head exchanger and mixing elbow and tighten the hose clamp. 3-18. Assemble the CFW pump V-belt pulley Fresh water pump drive pulley V·belt tension Approx. 10mm Depressed with a force of 10kg (22 1b.) (Approx. 0.3937 ln.) 3-20. Assemble the cooling water temperature sensor First tit the cooling water temperature sender to the CFW pump and then assemble both units together. temperature sender NOTE: Apply Threebond No.4 to the threads. 3·21. Connect electrical wiring Connect the electrical wirings to the alternator and cooling water temperature sender. Cooling water temperature sender 9-10 Prinlt'd in Jupun OOOOAOA1361 Chapter 9 Modifying The Cooling System 3. Assembling Modified Parts to the Fresh Water-Cooled Engine SM/GM(F}(C)·HM(F){C) 3-22. Assemble the 111mote control bracket. Remote control bracket The sea water-cooled engine has now been modified as a fresh water-cooled engine. 9-11 Printed in Japan OOOOAOA1361 Chapter 9 Modifying The Cooling System 4. Cautions When the Engine is Installed Inboard SM/GM(F)(C)-HM(F)(C) 4. Cautions when the engine is installed inboard (1) In the case of a fresh water-cooled engine, a fresh water subtank must be installed. For the installation method, refer to the "Installation of the subtank" section. (2) A seawater drain cock and the fresh water drain plug are provided in the heat exchanger; a drain hose should befitted to each plug. Seawater drain cock (3) There is no problem when the engine is installed in a newly built ship, but when an engine in use is modified, care must be taken because the cooling water piping is different. 2GM20 -2GM20F 3GM30 -3GM30F 3HM35 -3HM35F Hose at CSW pump inlet (Kingston cock-CSW pump) outer dia/inner dia Kingston cock to be used <1>20/13 -<1>24/17 10A -15A .p20/13 -<1>24/17 10A -15A <1>24/17 = <1>24/17 15A NOTE: Kingston cocks are optional. 10A Part No.43662 -010030 1 GM10, 2GM20, 3GM30 15A Part No.43662 -015020 2GM20F, 3GM30F, 3HM35F Pin diameter of mixing elbow is different 2GM20 -2GM20F (44mm) (51mm) (1.7323in.) (2.0079in.) 9-12 Printed in Japan OOOOAOA136l CHAPTER 10 REDUCTION AND REVERSING GEAR {A] For Engine Models 1GM1 0, 2GM20(F) and 3GM30(F) 1. Construction. 2. Shifting Device 3. 4. 5. [B) 1. 2. 3. 4. 5. 6. Inspection and Servicing . Disassembly . Reassembly For Model 3GM35IFI Construction .. Installation Operation and Maintenance . Inspection and Servicing . Disassembly . Reassembly [C] Marine Gear Models KM2P, KM3P and KM3V for Engine Models 1GM10, 2GM20(F) and 3GM30(F) 1. Construction. 2. Shifting Device 3. Inspection and Servicing . 4. Disassembly . 5. Reassembly [D] V-drive Gear, Model KM3V 1. Construction. 2. Specifications . 3. Power Transmission System . 4. Cooling System (Sea-water Cooling Engine) . 5. Piping Diagrams . 6. Inspection and Servicing .. 7. Shim Adjustment for V-drive Gear Shaft, and Backlash Adjustment for V-rintcd in Jupun OOOOAOAI361 Chapter 10 Reduction and Reversing Gear 1. Construction SM/GM(F)(C)-HM(F)(C) 1·3.3 Power transmission routine-Forward Input shaft Clearance Output shaft shaft gear Drive cone Intermediate gear Reverse large gear Forward large gearDrive cone Reverse large gear Output shaft coupling 1·3.4 Power transmission routine-Reverse put shaft shaft cone Reverse large gear Forward large gear Reverse gearDrive cone Output shaft coupling 10-4 Printed in Japan OOOOAOA1361 Chapter 10 Reduction and Reversing Gear 1. Construction SM/GM(F)(C)·HM(F)(C) 1-4 Drawing D 0 c z .. "ii : • z .. • • 0 .. c 0 E !!! X E0 D0 • • "' ·c " 10-5 Printed in Japan OOOOAOA1361 Chapter 10 Reduction andReversing Gear I. Conslruction I I 5656-1 56-18---..56-19-....._ -20.. ..",:_....... 5656-19-.... , -2156-6- - 56-4---56-5----------53-16 532------53-15 53-lo---------------53-19 55-12----- ·,. --- , 52-4 ---------------53-20 - 56-10 56-9 54-5 NEEDLEBEARING-#K162213 54-6 WASHER 54-7 D-RING12- S - __ 55-1 OUTPUTSHAFT 55-2 DRIVECONE 55-3 FORWARD 55-4 REVERSE LARGE LARGELARGE GEAR GEARGEAR 55-5 BEARINGINNERRACE I .. w N .. .. w .. \ \ ,;, ,;, ,;, ,;, ,;, ,;, ,;, ,;, ,;, ,;, ,;, N ,;, .. .. .. .. .. .. .. .. .. .. .. .. "' .. ,;, 56-15----- - 56-16 56-12--56- - 56-171453 53-18/ -4,53-5 ('<) U"I ..(QI'-1,, j; ;;; j; j; ;;; I N .. 10-6 Printed m .larmu OOOOAOA1361 SM/GM(F)(C)·HM(F)(C) 52-1 MOUNTINGFLANGE 52-2 BOLTMB 52-3 WASHER8x 25 52-4 PARALLELPIN 10 52-5 DAMPERDISK 16 53-1 CLUTCHHOUSING 53-2 SIDECOVER 53-3 0-RING60-S 53-4 SOLTMB 53-653-5 WASHER8x 20 53-10SHIM SHIMSHIMSET SETSET 53-15DIPSTICK 53-16PACKING16 53-17 forward 53-18 53-19LABEL, LABEL,LABEL,LABEL,53-20RIVET clutch model reverse 53-21 SC25408 53-22 MHSA34448 53-23OIL OILOILOILSEAL SEALSEALSEALSC20305 5453-24PLUGM10 -1 ROLLERBEARING-#32005 54-2 INPUTSHAFT 54-3 INTERMEDIATESHAFT 54-4 GEAR 55-655-7 NEEDLEBEARING-#K303517 55-8 COLLAR COLLARCOLLAR 55-9 LOCKNUT 55-10OUTPUTSHAFTCOUPLING 55-11D-RING18-P 55-12ROLLERBEARING-#07087107204 55-13PIN 55-14COLLAR 56-1 SHIFTLEVER 56-2 BOLTM856-3 SHAFT >< 25 56-4 PIN 56-5 SPRING 56-6 SCREWM10>< 56-7 PLUGM10 10 56-8 PACKING10 56-9 SHIFTER 10NEEDLEBEARING-#HK3026 12REMOTECONTROLCONNECTOR 56- 56-56-56-13SPRING 56-14RETAINER 56-15CIRCLIP 56-16CIRCUP 56-17HOLDER 56-18CONNECTOR 56-19WASHER6 56-20LOCKNUTM6 56-21COTTERPIN2.5X 15 Chapter 10 Reduction and Reversing Gear 2. Shifting Device SM/GM(F)(C)-HM(F)(C) 2. Shifting Device 2-1 Construction of shifting device Remote control wire Shift lever Lock nut Shift lever shaft Shift levershalt Side cover On model KM3A, 6 mark is engraved on the opposite side ofthe shift lever. 10-7 Printed in Japan OOOOAOA1361 Chapter 10 Reduction andReversing Gear 2. Shifting Device SM/GM(F)(C)·HM(F)(C) Spring Springretainer Remotecontroljoint Circtip Notch Neutralslot /Reverseslot Forwardslot Shiftingshaft Neutralslot 0 000 Notch 0 000 The shift lever shaft is supported by the side cover in whichit rotates. Around the shift lever shaft, thereare slots which engage the notch in order to control transmission of rotary power either forward or reverse, or to keep it in neutral. Thenotch engages each slot by the force of the notch spring. The shifter is set at the end of the shift levershaft eccentric to the shaft center line and the angular movement of the shift shaft (i.e. rotation). The shifter is moved forward or backward along the line of the output shaft and this in turn movesthe drive cone forward or backward. The spring joint contains a spring and 2 spring retainers inthe holder, and the remote control joint is connected to thespring retainers so that it can slide a fixed distance. Bypushing or pulling the remote control joint with the holderfixed, the remote control joint moves to a position wherethe two spring retainers touch. 2·2 Action of the shifting device 2-2.1 Changing from neutral to fmward The relationship between the spring joint and the notch is as shown in the following figure, and the two spring re· tainers are the maximum distanceapart. 10·8 Shiftlever Springjoint 0 000 0 00g Notch(AJShift Shift levershaft levershaft Fitting positionof shifter Notch(B) 00 0 000 , , Shifter Drivecone , Neutral position The shift lever is kept securely in the neutral position bynotches(A)and (B). Changing the power transmitting direction to forward is ex· plalned below. When pushed forward, the remote control joint moves the spring retainers. The spring is compressed until the two spring retainers touch. L, position of remote operation stroke The spring in the spring joint is compressed, but the shift leverdoes not move. Printed in Japan OOOOAOA1361 Chapter 10 Reduction and Reversing Gear 2. Shifting Device By pushing the remote control joint the holder moves, and the shift lever and the shift lever shaft also move to disengage the notch from the neutral position. Totalstrokeofremotecontrol L, Forced moving position When the shift lever is forcibly moved through distance L,the shifter moves distance t,. In this position, the drive cone has not yet made contact. However, notches (A) and (B) are disengaged from the neutral notch slot, and notch (A) is positioned on the tapered surface. The shift lever shaft is turned by the movement of the remote control joint. When the notch touches the taperedpart of the forward setting slot, it is pushed by the notchspring force and turns the shift lever forward. At the sametime, as the remote control joint is fixed by the two re· tainers of the spring joint being in contact with each other, ,L L, SM/GM(F)(C)·HM(F)(C) the holder is moved by the spring reaction so that the shift lever is pushed forward. By the actions of the notch spring and spring joint, the shifter maintains pressure on the drive cone. Engaging position for forward By means of the shift lever shaft turning force which is caused by the spring in the joint and the notch (A), theshifter is moved distance L, and engagement is complete. Pressure is maintained on the drive cone after engagement. 2·2.2 Engagement from forward to neutral Engagement for reverse is the same as for forward, that is, return to the neutral position and move the remote controljoint forward. L L, (1) Wearamountofthecone, 0 00 0: (2) Increase playin controlwire, theremote (3) Fluctuationofremotecontrol wirelengthwhenconnecting, canbecompensatedfor. 0 00 • •• . . Engaging position for forward The drive cone, which is moved by the spring in the jointand notch (A), is kept under force until distance Lbecomes zero even when the cone is worn. l, (=2L,-L..) • . .0 00 0 10-9 Printed in Japan OOOOAOA136I Chapter /0 Reduction and Reversing Gear 2. Shifting Device SM/GM(F)(C)·HM(F)(C) Position of remote control stroke I, The shift lever does not move although the spring in the The shift lever is forcibly moved through distance 12, overcoming light friction due to the transmitting torque and the drive cone separates. Notch (A) diseng2ges and notch (B) engages. 2·3 Clutch shifting force (reference value) [Engine at 1000rpm] Remote control handle position at 170mm (cable length. 5m) 3 .. 4kg (6.6 .. 8.8 lbs) 6 rvBkg (13.2 .. 17.6 lbs) heavier then when joint is compressed. The cone is kept in contact due to the transmission of torque when idling. Remote control total stroke '· '· Forced moving position Notch {8) 0 0 0 0 0 0 Shift lever position at 60mm Engaging Approx. 3kg stroke (6.6 lbs) Disengaging -stroke Disengaging stroke: (1) At the initial stage of usage, the stroke may be heavierthan the above value, but the stroke gets light whenadopted. (2) It varies according to the idling speed of the engine. The lower the rotation becomes, the lighter the stroke becomes. (3) The longer the remote control cable. the more bent it becomes, and the smaller the bending radius, the heavier the disengaging stroke. [33-C minimum bending radius 203.2mm(8")] (4)When the spring joint is attached to the shift lever at 52mm distance from the center of the lever shaft. the disengaging stroke will be 15% attached at a distance of 60mm. 2-4 Adjustment When the clutch side cover is removed, make the following adjustments at the time of reassembly. Neutral position 0 00 0 0 : 0 00 00 0: 0 Shift lever Bolt Plug Clutch case side cover Clutch case The shift lever is returned to neutral by the turning force generated on the shift lever shalt by the spring in the joint and notch (B). 10-10 Printed in Japan OOOOAOAI361 Chapter 10 Reduction and Reversing Gear 2. Shifting Device SM/GM(F)(C)·HM(F)(C) (1 )Shift the slot into the drive cone so that it extends as far as the center of the two large gears. Slot Forward large gear (2) Set the shift lever at neutral position. (Note that the shift lever can be rotated 360' when it is removed from case.) The neutral position is the position where the shiftercomes downwards when the plug is below. When the plug is at the bottom, in the neutral position the shifter points downwards. Shift lever Shift lever shaft Shifter setting hole Direction of shifter setting Plug (3) Put the shifter of the side cover at bottom. and set the shifter to the ditch in the drive cone at the center of the forward and reverse gears. Do not move the drive cone from the center of the two gears at the time of the reassembly. (Note that 2mm diameter clearance is provided in the holes of the side cover, and the gear case.) This is for adjusting the difference between the engaging. and disengaging strokes.) Printed in Japan OOOOAOAI361 (4) Fit the shift lever locating jig into the holes of the side cover through the 15mm dia. holes as shown. HoleC ..5mmdia. (0.5906 in.) hole HoleA HoleB 15mm dia. (0.5906 in.) hole Shiftlever locating jig (optional) (5) Put the shift lever in neutral and check that the tip of the lever is aligned with hole A of the jig. It is not, loosen the fixing bolt on the shift lever, align it, then tighten the bolt. Take care to leaveapproximatelyO.Smm (0.0197in.) clearance between the shift lever and the side cover. t::. mark (KM-3A) !::.. mark (KM·2A) Clearance approx. 0.5mm (0.0197 in.) Plug 10-11 Chapter 10 Reduction and Reversing Gear 2. Shifting Device SM/GM(F)(C)·HM(F)(C) (6) Move the shift lever forward or back. and visually check the respective distances between the tip of the shift lever and holes Band C. Also check the difference between these distances. (7) When these two distances are not equal, slightly loosen the four setting bolts of the side cover so that it can be moved a little in the shaft direction. (8) When the distance is larger than normal in the forward setting, move the side cover slightly to the engine side. Distance is smaller than normal Distance is larger than normal - Moving direction of the side cover (9) When the distance is larger than normal in the reverse setting, move the side cover slightly to the propeller side. Moving direction of side cover (10) When the distances are equal between neutral and forward and neutral and reverse tighten the setting bolts of the side cover. 10-12 (1 1) Although these distances may be equal both for forward and reverse, there might be some discrepancy between holes Band C due to difference in machining. However, if the discrepancy is the same for forward and reverse there is no problem. Oiscrepance (12) Install the spring joint on the shift lever. (Only when it is dismantled in the boat). NOTE: When the shift device is removed in the boat, the engine must always be stopped. l'rinled in Japan OOOOAOA1361 Chapter 10 Reduction and Reversing Gear 2. Shifting Device SM/GM(F)(C)-HM(F)(C) 2-5 Inspect for the following points (to be inspected every 2-3 months) (1) Looseness at the connection of the spring joint and the remote control cable. (2) Looseness of the attaching nut of the spring joint and the shift lever. (3) To make sure that the value of A, and B is not "Zero" at the engaging position of the remote control lever. If the value is "Zero", untighten the bolt of the side cover, and adjust according to the steps described in 2-4. When the cone for the forward side gets worn, the value of B is decreased, and for reverse side, the value of A is decreased. When the play in the remote control system is increased, both values of A and Bare decreased. 2·6 Cautions (1) Always stop the engine when attaching, adjusting, and inspecting. (2) When conducting inspection immediately alter stopping the engine, do not touch the clutch. The oil temperature is often raised to around oo•c (194°F). (3) Half-clutch operation is not possible with this design and construction. Do not use with the shift lever halfway to the engaged position. (4) Set the idling engine speed at between 750and 800 rpm. NOTE: The dual (Two) lever remote control device cannot be used. To speeGI control To speed control 10-13 Prin/('rl in Japan OOOOAOA1361 Chapter 10 Reduction and Reversing Gear 3. Inspection and Servicing SM/GM(F)(C)·HM(F)(C) 3. Inspection and Servicing 3·1 Clutch case (1) Check the clutch case with a test hammer for cracking. Perform a color check when required. If the case is cracked, replace it. (2) Check for staining on the inside surface of the bearing section. Also, measure the inside diameter of the case. Replace the case if it is worn beyond the wear limit. 3·2 Bearing (1) Rusting and damage. If the bearing is rusted or the taper roller retainer is damaged, replace the bearing. (2) Make sure that the baarings rotate smoothly. If rotation is not smooth, if there is any binding, or if any abnormal sound is evident, replace the bearing. 3-3 Gear Check the surface, tooth face conditions and backlash of each gear. Replace any defective part. (1) Tooth surface wear. Check the tooth surface for pitching, abnormal wear, dents, and cracks. Repair lightly damaged gears and replace heavily damaged gears. (2) Tooth surface contact. Check the tooth surface contact. The amount of tooth surface contact between the tooth crest and tooth flank must be at least 70% of the tooth width. (3) Backlash. Measure the backlash of each gear, and replace the gear when it is worn beyond the wear limit. mm(in) Maintenance standard Wear limit Input shaft forward gear and output shaft forward gear 0.06 .. 0.12 (0.0024 .. 0.0047) 02 (0.0079) Input shaft reverse gear and intermediate gear 0.06 .. 0.12 (0.0024 .. 0.0047) 02 (0.0079) Intermediate gear and output shaft reverse gear 0.06 .. 0.12 (0.0024 .. 0.0047) 0.2 (0.0079) (The same dimens1ons apply to both KM2-C and KM3-A) 3·4 Forward and reverse large gears (1) Contact surface with drive cone. Visually inspect the tapered surface of the forward and reverse large gears where they make contact with the drive cone to check if any abnormal condition or sign of overheating exists. If any defect is found, replace the gear. (2) Forward/reverse gear needle bearing. When an abnormal sound is produced at the needle bearing, visually inspect the rollers; replace the bearing if the rollers are faulty. 3·5 Drive cone (1)Visually inspect that part of the surface that comes into contact with the circumferential triangular slot to check for signs of scoring, overheating or wear. If deep scoring or signs of overheating are found, replace the cone. contact surface (2) Check the helical involute spline tor any abnormal condition on the tooth surface, and repair or replace the part should any be found. (3) Measure the amount of wear on the tapered contact surface of the drive cone, and replace the cone when the wear exceeds the specified limit. Reversegear Drive cone Forward large gear 10-14 Printed in Japan OOOOAOAI361 Chapter 10 Reduction and Reversing Gear 3. Inspection and Servicing SM/GM(F)(C)·HM(F)(C) mm (in ) Dimensions l KM2-C KM3·A Standard dimensions 24.4 .. 24.7 (0.9606 .. 0.9724) 29.9 .. 30.2 (1.1n2 .. 1.1890) Limited dimensions 24.1 (0.9488) 29.6 (1.1654) NOTE: When dismantled, the forward or reverse direction of the drive cone must be clearly identified. (4) Measure the dimension of the slot width of the drive cone, and replace the cone when the dimension is over the specified limit. width mm (in.) Standard dimensions Standard clearance Allowable clearance Limited clearance Slot width of drive cone a+g., (0.3150 .. 0.3189) 0.15 .. 0.3 0.6 8.3 (0.3268) Shifter width 8-o.1s-0.20 (0.3071 .. 0.3090) (!J.0059 .. O.Q118) (0.0236) 7.7 (0.3031) 3-6 Thrust collar Thrust collar A /Thrust collar B Forward large collar8 Reverse large gear Drive 10-15 Printed in Ja1wn OOOOAOAI36l Chapter 10 Reduction and Reversing Gear 3. Inspection and Servicing SM/GM(F)(C)·HM(F)(C) (1) Visually inspect the sliding surface of thrust collar A or B to check for signs of overheating, scoring, or cracks. Replace the collar if any abnonnal condition is found. (2) Measure the thickness of thrust collar A or B, and replace it when the dimension exceeds the specified limit. t, Sliding surface Sliding surface------. Thrust collar B Stepped wear Thrust collar A, t, Thrust collar 8, t2 mm(in)Limit for use 0.05 {0.0020) 020 (0.0079) 3·7 Oil seal of output shaft Visually inspect the oil seal of the output shaft to check if there is any damage or oil leakage; replace the seal when any abnonnai condition is found. 3·8 Input shalt Oil seal Aollar bearing Roller bearing (1) Spline part. Whenever uneven wear and/or scratches are found, replace with a new part. (2) Surface of oil seal. If the sealing surface of the oil seal is worn or scratched, replace. 10-16 3·9 Output shaft Key I Helical involute spline slot (1) Visually inspect the spline and the helical involute spline, and repair or replace a part when any abnormal condition is found on its surface. 3·10 Intermediate shalt Intermediate shaft Needle bearing Thrust washer (1) Needle bearing dimensions, staining. Check the surface of the roller to see whether the needle bearing sticks or is damaged. Replace if necessary. 3·11 Shifting device 3·11.1 Shifter Sliding surface Shift lever shaft Printed in Japan OOOOAOAI361 Chapter 10 Reduction and Reversing Gear 3. Inspection and Servicing SM/GM(F)(C)-HM(F)(C) (1) Visually inspect the surface in contact with the drive cone, and replace the shifter when signs of overheating, damage or wear are found. (2) Measure the width of the shifter, and replace it when the wear exceeds the specified limit. Also measure the diameter of the shifter shalt, and replace it when the wear exceeds the specified limit. mm (in ) Standard dimensions Clearance Allowable clearance Specified limit Slot width of drive cone a +g. 1 (0.3150 .. 0.3189) 0.15 .. 0.3 0.6 8.3 (0.3268) Shifter width 8-Q.15-0.20 (0.3070 .. 0.3091) (0.0059 .. 0.0118) (0.0236) 7.7 (0.3031) Shifter shaft diameter 10=8.. (0.3931 .. 0.3935) 0.005 .. 0.029 0.05 9.95 (0.3917) Shift lever shaft diameter 10 +g. o15 (0.3937 .. 0.3943) (0.0002 .. 0.0011) (0.0020) 10.05 (0.3957) 3·11.2 Notch slot of shift lever shaft Visually inspect the notch slot of the shift lever shaft to check for any abnormal wear or cracking, replace any defective part if found . Shift lever shaft Notch slot Notch slot 3·11.3 Notch Visually inspect the tip of the notch to check for wear, damage or deformation. Replace the notch if it is found to be defective in any way. 3·11.4 Notch spring Visually inspect the notch spring to check for any damage, corrosion or permanent set; replace the spring when it Is found to be defective. Free length 34mm (1 .3366in.) Spring coefficient 0.459kg (0.992 lb) Set length 25.5mm (1 .0039in.) Set load 3.90kg (8.598 lb) 10-1 7 Printed in Japan OOOOAOA1361 3. Inspection and Servicing SM/GM(FXC)·HM(FXC) 3·12 Spring joint 3·13 Damper disc Remote control Chapter 10 Reduction and Reversing Gear Spring (1) Check each part for abnormal play, and replace if play is excessive. (2) When the movement of each part is not smooth, measure the tension and replace as a complete unit when it exceeds the specified limit. (1) Spline part. Whenever uneven wear and/or scratches are found, replace with a new part. (2) Spring. Whenever uneven wear and/or scratches are found, replace with a new part. (3) Pin wear. Whenever uneven wear and/or scratches are found, replace with a new part . (4) Whenever a crack or damage to the spring slot is found replace the defective part with a new one. Utilize the M5 threaded hole of the remote control joint. Tension (at the position of 5mm stroke) kg (lb) Standard value limit value 2.8(6.17) 2.5 (5.51) 10-18 Printed in Japan OOOOAOAI361 Chapter 10 Reduction and Reversing Gear 4. Disassembly 4. Disassembly 4-1 Dismantling the clutch (1) Remove the remote control cable. (2) Remove the clutch assembly from the engine mounting flange. Engine mounting flange (3) Drain the lubricating oil. Drain the lubricating oil by loosening the plug at the bottom of the clutch case. SM/GM(FXC)-HM(FXC) (4) Remove the end nut and output shaft coupling. Torque wrench NOTE: Take care as it has a /eft-handed thread. (5) Remove the oil dip stick and packing. (6) Remove the fixing bolts on the side cover, and also remove the shift lever shaft, shift lever and shifter. 10-19 Printed in Japan OOOOAOAI361 Chapter 10 Reduction and Reversing Gear 4. Disassembly SM/GM(F)(C)·HM(F)(C) (7) Remove the bolts which secure the mounting flange to the case body, give light taps to the left and right with a plastic headed hammer while supporting the clutch case with your hand, then remove the mounting flange. (9) Take out the intermediate shaft and input shaft. When taking out the intermediate shaft, place a bolt or spacer on the shaft hole of the case, and drive the shaft out by tapping it lightly. Mounting Clutch housing Bolt or spacer (8) Withdraw the output shaft assembly. Output shaft shaft assemblyshaft Input shaft 10-20 Printed in Japan OOOOAOA1361 Chapter 10 Reduction and Reversing Gear 4. Disassembly (10) Remove the oil seal of the output shaft from the case body. (11) Remove the outer bearing race from the case body by using the special tool. Stick Outer bearing race Case body Outer bearing race SM/GM(FXC)'HM(FXC) (12) Remove the oil seal of the input shaft from the mounting flange. (13) Remove the outer bearing race from the mounting flange in the same way as with the case body. (14) Remove each adjusting plate from the input or output shaft. NOTE: The same adjusting plates can be reused when the following parts are not replaced. When any part is replaced however, re-adjustment is necessary. 4-2 Removal of the output shaft (1) Take out the reverse large gear, thrust collar A and inner bearing race. The reverse large gear must be withdrawn using a pulley extracter, by fixing the nut at the forward end in a vice. Reverse large I (2) Loosen the calking of the forward nut and remove the nut and spacer. Remove the nut by using a torque wrench after setting the output shaft coupling and fixing the coupling bolt in a vice. Cold 10-21 1-'rintf'd in Japan OOOOAOAI361 Chapter 10 Reduction and Reversing Gear 4. Disassembly SM/GM(F)(C}-HM(F)(C) (3) Place the pulley extractor against the end surface of the forward large gear, and withdraw the forward large gear, thrust collar A and inner bearing race. Forward large Pin (4) While gripping the drive cone, tap the end of the shaft with a plastic beaded hammer, and withdraw the thrust collar Band inner needle bearing race. A pulley extractor may be used. Output shaft 4-3 Removal of the intermediate shaft (1) Remove the "0" ring. (2) Remove the thrust washer. (3) Remove the intermediate gear and needle bearing. Intermediate shaft lnto,moediate gear Thrust washer NOTE: Take care as the nut has /eft-handed thread. 10-22 Printed in Japan OOOOAOAI361 Chapter /0 Reduction and Reversing Gear 4. Disassembly SM/GM(FXC)-HM(F)(C) 4·4 Dismantling the side cover assembly (4) Withdraw the shift lever shaft. (Shifting device) (1) Loosen the bolt of the shift lever, and remove the shift lever from the shaft. cover (5) Remove the oil seal. (6) After removing the calking for locking, heat the needle bearing portion up to about 100°C, and extract the (2) Remove the stop screw for the notch and plug, and take needle bearing from the side cover. out the notch and spring. Calking for tacking Nee die bearing ....m...... Shift lever shaft Plug (3) Take out the shifter. 10·23 Printed in Japan OOOOAOA1361 Thrust collar A Chapter 10 Reduction and Reversing Gear 5. Reassembly SM/GM(FXC)-HM(FXC) 5. Reassembly 5·1 Reassembly of output shaft (1) Fit the forward side thrust collar B onto the shalt. (2) Drive in the forward end inner needle bearing race using a jig. Inner needle bearing I (3) Assemble the needle bearing and forward large gear. NOTE: Check that the forward large gear rotates smoothly. (4) Fit the thrust collar A and pin, and drive in the inner bear ing race using a jig. Stepped surface NOTES: 1) Drive in with a plastic headed hammer. Do not hit it hard. 2) When fitting the thrust collar A, note the fitting direction. Fit it keeping the stepped surface toward the bearing side. 3) Note that the pin cannot be fitted after the inner bearing race has been driven in. (5) Assemble the collar and pin so that the pin is in thegroove of the collar. (6) Set and tighten the forward end nut. Insert the bolt into the coupling, and fix it in a vice, keeping the spline part upward. Insert the shaft into the spline of the coupling, fit the spacer, and tighten the nut with a torque wrench. 10± 1.5 kgf-m Ti ghtening torque (61.5 .. 83.2 ft-lb) (The same torque applies to both models KM2-C and KM3-A). NOTES: 1) Take care as it is a lett-handed thread. 2) Use the reverse side nut used before dis· mantling as the forward end nut. This is so as not to match the calked portion to the same point. Printed in Japan OOOOAOAI36I 10-24 Chapter 10 Reduction and Reversing Gear 5. Reassembly SM/GM(F)(C)·HM(F)(C) 5·2 Reassembly of the clutch (1) Fit the oil seal and bearing outer race in the clutch case. (2) Insert the input shaft into the clutch case. (3) Drive the intermediate shaft into the clutch case. Intermediate shaft (7) Insert the drive cone while keeping the output shaft set for reverse. NOTES: 1) If the output shaft is not fitted into the clutch case before driving-in the intermediate shalt, it cannot be assembled. 2) Note the assembly direction of the thrust washer. (4) Insert the output shaft into the clutch case. Input shaft (8) Apply procedures 1 through 4 to the forward end. (5) Check the thickness of shims for both input and out· put shafts. When the component parts are not replaced after dismantling, the same shims can be reused. When the clutch case flange or any one of the follow· ing parts is replaced, the thickness of shim must be determined in the following manner. For input shaft parts: input shaft, bearing. For output shaft parts: output shaft, thrust collar A, thrust collar B, gear, bearing. NOTE: Fit thrust collar A so that the stepped surface faces 1) Measure the distance between the clutch case body the bearing side. and the mounting flange, A or D for each shaft. 2) Fit the outer bearing race to each shaft, and meas· ure the distance (B or C) between bearings. 10-25 Printed in Japan OOOOAOA1361 Chapter /0 Reduction and Reversing Gear 5. R eassemb/y SM/GM(F)(C)·HM(F)(C) .. ..··__J--f._ _,.-- _ Input shaft 1 j I ! L___ .._r-.l__ A KM2-C 116.40 .. 116.75 (4.5627 .. 4.5964) 1152 .. 116.1 (4.5354 .. 4.5709) 121.46 .. 122.53 (4.7827 .. 4.8240) KM3-A 127.4 .. 127.75 (5.0157 .. 5.0295) 126.2 .. 127.1 (4.9685 .. 5.0039) 134.56 .. 136.0 (5.2976 .. 5.3543) 3) Determine the thickness of shim so that the values of clearance and interference after fitting comply with the values in the following table. Clearance (or interference) for each shaft mm (ln.) +0.05 (+0.0020) Output shaft 0 .. -0.1 (0 .. -0.0039) NOTE: Negative value shows interference. Adjusting plate Part No. Thickness mm (in.) No. of shims Input shaft 1n068-02350 0.5 (0.0197) 0.4 (0.0157) 1 1 0.3 (0.0118) 2 1.0 (0.0394) 1 Output shaft 1 nooo-o2260 0.5 (0.0197) 0.3 (0.0118) 1 1 0.1 (0.0039) 2 (6) Fit the adjusting plate to the mounting flange, and drive in the outer bearing race. NOTE: The outer bearing race can be easily driven in by heating the mounting flange to about too•c, or by cooling the outer race with liquid hydrogen. (7) Apply non-drying liquid packing around the outer surface of the oil seal, and insert the oil seal into the mounting flange while keeping the spring part of the oil seal facing the inside of the case. (8) Apply non-drying liquid packing to the matching surfaces of the mounting flange and the case body. mm(in) 122.60 .. 122.95 (4.8268 .. 4.8406) 136.0 .. 136.35 (5.3543 .. 5.3681) Non-drying liquid packing (9) Insert the input shaft and output shaft into the shaft holes of the mounting flange, assemble the mounting flange on the case body, and tighten the bolt. Output s 10-26 Printed in Japan OOOOAOA1361 Chapter 10 Reduction and Reversing Gear 5. Reassembly SM/GM(F)(C)·HM(FXC) NOTE: Apply non-drying liquid packing to either the mounting flange or the case body. (10) Assemble the output shaft coupling on the output shaft, and fit the 0-ring. (11) Tighten the end nut by using a torque wrench, then calk it. Torque wrench NOTE: Take care as it is a left-handed thread. 10± 1.5 kgf-m Tightening torque (61.5 -83.2 ft-lb) (The same torque applies to both models KM2-Cand KM3-A). 5·3 Reassembly of the shifting device (1) Fit the oil seal and needle bearing to the side cover. Side cover Shift lever shaft Needle bearing 0-ring (2) Fit the shift lever. cover Shift lever shaft Needle bearing (3) Fit the notch and spring, and screw in the plug and stop screw. (4) Fit the shift lever and set the bolt. t:.mar1< (KM2-C) Plug 10·27 Printed in Japan 0000AOAI361 SM/ GM(F)(C)·HM(F)(C) Chapter 10 Reduction and Reversing Gear 5. Reassembly NOTE: The clearance between the surface of the side cover and the operation lever is to be 0 rv O.Smm (0 .. 0.0197in.) (5) Fit the shifter to the shift lever shaft. (6) Fit the side cover to the clutch case. Ensure that the shifter engages the groove of the drive cone. (7) Check that the lever turns smoothly. NOTE: The lever may not turn smoothly if the housing is not filled with lubricating oil. (8) Fit the spring joint, and set the remote control cable after adjusting. For fitting and adjustment refer to the detailed explana· lion in the appropriate section. 10-28 Printed in Japan OOOOAOA1361 Chapter 10 Reduction and Reversing Gear 1. Construction SM/GM(FXC)-HM(FXCJ For modei 3GM35(F) 1. Construction 1·1 Construction The Kanzaki-Carl Hurth KBW10 reduction reversing gear was developed jointly by Kanzaki Precision Machine Co., Ltd., a subsidiary of Yanmar and one of Japan's leading gear manufacturers, and Carl Hurth Co. The KBWtO consists of a multi-disc clutch and reduction gear housed in a single case. It is small, light, simply constructed and extremely reliable. •The force required to shift between forward and reverse can be controlled by a cable type remote control system 1-2 Specifications much smaller and simpler than other types of reduction reversing gears. •The friction discs are durable sinter plates, and the surface of the steel plates are corrugated in a sine curve shape to ensure positive engagem.ent and c!'sengagement and minimum loss of transmission force. •secause of the special construction of this gear, the optimum pressure is automatically applied to the clutch plate in direct proportion to the input shaft torque. Engine model Nomenclature Reduction system Reversing system Clutch Reduction ratio Direction of rotation Lubricating oil Lubricating oil capacity Forward Reverse Input shaft Forward Output shaft Reverse 3HM35(F) ,KBWIOE One-stage recluctton, helical gear Constant mesh gear Wet type multi-disc, mechanically operated 2.14 2.B3 2.50 Counterclockwise as viewed from stern Clockwise as viewed from stern Counterclockwise as viewed from stern DEXRON·ATF 0.71 10·29 Printed in Japan OOOOAOAI361 Chapter 10 Reduction and Reversing Gear I. Construction SM/GM(F)(C)·HM(F)(C) 1-3 Power transmission system Forward small gear of input shaft Reverse small gear Reverse small gear of Forward small gear Input shaft of Input shaft Idle gear Forward large gear of input shaft Reverse large gear Reverse large gear FOrward large gear---- Viewed from stern Output shaft Idle gear Input ForwardNumberof teeth Reverse Forward small ..ear Forward of input sha t large gear Reduction ratio Number of teeth Reduction ratio Reverse small gear of input shaft Idle gear Reverse large gear 22 47 18 51 47/22 = 51/18 = 2.14 2.83 18 25 45 45/18 = 2.50 Forward Reverse Forward small gear Input shaft Forward small gear Idle Reverse small gear Reverse small gear Idle gear large gear Reverse large gear ..Driving Reverse large gear Output shaft coupling ...... ,.. Idling Output shaft coupling 10-30 Printed in Japan OOOOAOAI361 I . Construction Chapter 10 R eduction an d Reversing Gear 1·4 Drawing \\ SM/GM(FJ(C)"HM(FXCJ 10-31 Printed in J apan OOOOAOA1361 Chapter /0 Reduction and Reversing Gear I. Construction SM/GM(F)(C)·HM(F)(C) KBW10-E 23-4 -- 23-5 23-35,23-36 23·2ll 26-6 HOUSING, clutch FLANGE, mounting PARALLELPIN x 30 23-223-1 23-323- 4 23-5 24-1 DISC,damper 24-2 INPUTSHAFT 24-31 ROLLERBEARING LM67048/LM67010 25-3 IDLEGEAR SHAFT, idlegear 25-5 0-RING S-15 25-6 WASHER, thrust 26-1 NEEDLEBEARING OUTPUTSHAFT 26-3 0-RINGS-30 COUPLING,output 26-5 LOCKNUT 26-6 ROLLER BEARING BOLTM10 LOCKWASHER10 COVER(side) PACKING, cover STUDMBX 22 NUTM8 23-13 23-14 23-15 23-16 23-17 23-20 23·20--- 23-2 8 23·44 ..23-4523-41.23-42 LOCKWASHER SHIMSET. output & inputshaft DIPSTICK w/BREATHEA, lubeoil 23-23 LM67048/LM67010 assembly driving(inc.26·9...., 26-9 PLATE, PLATE,PLATE,driving 26-11 PARALLEL PARALLELPARALLELPIN PINPIN 26-12 KEY 23-24 PACKING16 23-25 LABEL 23-26 RIVET 23-28 11) 26-8 26-10 26-1826-14 OILSEAL(TC30528), inputshaft OILSEAL(TC40528), outputshaft ), OILSEAL(SO20264 23-29 23-30 23-31 23-32 23-33 23-34 23-35 23-36 26-13 PIN 26-14 SPRING 23 -1 25·325· 6 cover PLUGM16 PACKING 16 26-15 RING,shifting 26-16 PLATE,pressure 26-17 STEELBALL(8mm) 26-1826-19 SPRING, return 26-20 GEAR GEARGEAR 26-21 RETAINER 26-22 CIRCLIP 26-23 SPRING 26-24 DISC, friction 26-25 PLATE, steel 26·26 SPACER BRACKET BRACKETBRACKET(B)(A) BOLTM10X 30 LOCKWASHER10 FORWARD LABEL, LABEL,LABEL, REVERSE FORKAssembly, shift(inc.23·40) DAYBEARING SHAFT, shift CAM, shift PIN - --24-2 23-37 23-38 23-39 23-40 23-41 23-42 23-43 23-44 23-45 25-425-725·5 26-27 WASHER, thrust 26-28 SHIMSET, output,shaft 26-29 NEEDLEBEARING 26-30 RACE, inner 23-4623-47 CIACLIPSPRING SPRINGSPRING(B)(A) 23-48 LEVER, shift 23-49 BOLTM8X 25 10-32 Printr>d in Japan OOOOAOAI361 Chapter 10 Reduction and Reversing Gear 2. Installation 2. Installation SM/GM(F)(C)-HM(F)(C) 2·1 Installation angle During operation the angular inclination of the gearbox in the longitudinal direction must be less than 20' relative to the water line. 2·2 Remote control unit This marine gearbox is designed for single lever control to permit reversing at full engine speed (e.g. to avoid danger. etc.). Normally, Morse or Teleflex single lever control is employed. During installation, make sure that the remote control lever and shift lever on the marine gearbox are coordinated. Shifting the lever toward the propeller side produces forward movement, while moving the lever toward the engine side causes the vessel to move in the reverse direction. To connect the linkage, the operating cable must be positioned at right angles to the shift lever when the shift lever is in the neutral position. The shift play, measured at the pivot point of the shift lever, must be at least 35mm on each side (reverse and forward) of the neutral position. Greater shift play has no adverse ef· feet on the marine gearbox. After connecting the linkage, confirm that the remote control and the shift lever on the marine gearbox work properly. A typical linkage arrangement is illustrated in the figure below. When the cable is attached to the hole 52mm (2.0472in.) from the center of the rotation of the shift fever, these strokes must be 30mm (1.1811in.) mm(in.) Engine side Propeller side Clamp Clevis Cross section of the Clevis (Arrow A-A) Split pin Clevis Sh;ft le'e' Pin NOTE: Since the cable stroke may be insufficient, two holes are drilled in the shift fever. When the cable is attached to the hole 60mm (2.3622in.) from the center of the rotation of the shift fever, the strokes from the center to the forward and reverse sides must both be 35mm (1.3780in.). 10·33 Pnntf'd in Japan OOOOAOAI361 Chapter 10 Reduction and Reversing Gear 3. Operation and Maintenance SM/GM(FXC)-HM(FXC) 3. Operation and Maintenance 3-1 Lube oil (1) Oil level The oil level should be checked each month and must be maintained between the groove and the end of the dipstick. The groove indicates the maximum oil level and the end of the dipstick is the minimum oil level. When checking the oil level with the dipstick, do not screw in the oil filler screw; it should rest on top of the oil filler hole. Oil filler screw Maximum oil level Minimum oil level (2) Oil change Change the oil after the first 100 hours of operation, and every 300 hours of operation thereafter. When adding oil between oil changes, always use the same type of oil that is in the marine gearbox. (3) Recommended brands of lube oil Supplier Brand name SHELL SHELL DEXRON CALTEX TEXAMATIC FLUID (DEXRON) ESSO ESSO ATF MOBIL MOBIL ATF220 B.P. (British Petroleum) B.P. AUTRAN DX 3·2 Precautions Do not stop the shift lever halfway between the neutral and forward or reverse positions. The lever must be set to the neutral position or shifted into forward or reverse in a single motion. 3-3 Side cover The internal shifting mechanism has been carefully aligned at the factory. Improper removal of the side cover can cause misalignment. If the side cover must be removed, proceed as follows: -Before removing the cover, put alignment marks on the side cover and the case to facilitate accurate installation. -When installing the side cover, put the shift lever in neutral so that the cam lobe on the shift lever engages the groove on the internal shift mechanism. When the cam lobe and groove are engaged properly there will be no clearance between the body and the side cover. Do not use packing or gaskets when installing the side cover. -After making sure that the cam lobe and notches are aligned properly, securely tighten all the bolts. After tightening the bolts, move the lever back and forth. Positive contact should be felt and a click should be clearly audible as the gears shift; otherwise, the cam and notch are not properly engaged, and the cover must be loosened and readjusted until proper engagement is achieved. Notch ShiftCam Clearance Side cover Case body 6Mark Notch Groove Cam 10-34 Printed in Japan OOOOAOA1361 Chapter 10 Reduction and Reversing Gear 4. Inspection and Servicing SM/GM(FXC)-HM(FXC) 4. 1nspection and Servicing 4·1 Clutch case (1) Check the clutch case with a test hammer for cracking. Perform a color check when required. If the case is cracked, replace it. (2) Check for staining on the inside surface of the bearing section. Also, measure the inside diameter of the case. Replace the case if it is worn beyond the wear limit. 4·2 Bearing (1) Rusting and damage If the bearing is rusted or the taper roller retainer is damaged, replace the bearing. (2) Make sure that the bearings rotate smoothly. If rotation is not smooth, if there is any binding, or if an abnormal sound is heard, replace the bearing. 4·3 Gear (1) Tooth surface wear Check the tooth surface for pitching, abnormal wear, dents, and cracks. Repair lightly damaged gears and replace heavily damaged gears. (2) Tooth surface contact Check the tooth surface contact. The amount of tooth surface contact between the tooth crest and tooth flank must be at least 70% of the tooth width. (3) Backlash Measure the backlash of each gear, and replace the gear when it is worn beyond the wear limit. mm (in) Maintenance standard Wear limit Input shaft forward gear and output shaft forward gear 0.1 "'0.2 (0.0040 .. 0.0079) 0.3 (0.0118) Input shaft reverse gear and intermediate gear 0.1 rv 0.2 (0.0040 .. 0.0079) 0.3 (0.0118) Intermediate gear and output shaft reverse gear 0.1 "'0.2 (0.0040 .. 0.0079) 0.3 (0.0118) (4) Forward/reverse gear spline 1) Check the spline for damage and cracking. 2) Step wear of spline Step wear depth limit: 0.1mm (0.0040in.) wearofspline (5) Forward/reverse gear needle bearing When an abnormal sound is produced at the needle bearing, visually inspect the rollers; replace the bearing if the rollers are faulty. 10·35 Printed in Japan OOOOAOA1361 4·4 Steel plate (1) Burning, scratching, cracking Replace any steel plates that are discolored or cracked. (2) Warping measurement mm (in.) Maintenance standard Wear limit 1.6 ..g:.... (0.05870 .. 0.087) (0.0851) Warping (3) Steel plate pawl width measurement Measure the width of the steel plate pawl and the width of the pressure plate; replace the plate when the clearance exceeds the wear limit. Steel plate width Wear must be under 0.2mm (0.0079 in.) Pressure plate groove width Wear must be under 0.1mm (0.0039 in.) mm (in) Maintenance standard Wear limit Steel plate width 12 _g.2(0.4646 .. 0.4724) Wom 0.2 (0.0079) Pressure plate groove 12 +g.,(0.4724 .. 0.4764) Worn 0.1 (0.0039) Clearance o ..o.3 (0 .. 0.01 18) 0.3 ..o.s (0.0118 .. 0.0236) Chapter 10 Reduction and Reversing Gear 4. Inspection and Servicing SM/GM(FXC)·HM(FXCJ 4·5 Friction plate (1) Check the friction plate for burning, scoring, or cracking. Repair the plate when the damage is light and replace the plate if the damage is heavy. (2) Friction surface wear Measure the thickness of the friction plate, and replace the plate when it is worn beyond the wear limit. Friction plate Steel plate plate (Pressed until there is and then measured) no warping, 10mm (0.40in.) Maintenance standard Friction plate thickness 1.7 g.os_(0.0650 .. 0.0670) Wear limit 1.5 (0.0591) mm(in) The assembled friction plate and steel plate dimensions must be over 1 Omm (0.0040in.). Both sides of the friction plate have a 0.35mm copper sintered layer. Replace the friction plate when this layer is worn more than 0.2mm on one side (standard thickness 1.7 .8.os mm). However, the sum of the wear of the four friction plates must not exceed O.Smm. When this value is exceeded, replace all friction plates. In unavoidable circumstances, it is permissible to replace only the friction plate with the greatest amount of wear. (3) Friction plate and gear spline back clearance Measure the clearance between the friction plate spline collar and the output shalt gear spline, and replace the plate or spline when they are worn beyond the wear limit. Standard backlash Maintenance standard Wear limit 0.20 .. 0.61 (0.0079 .. 0.0240) (0.0354) mm(in) 4·6 Pressure plate Shifting plate contact surface Friction plate contact surface Steel ball Shifting plate contact surface Driving plate (1) Steel ball groove Check the steel ball groove for stains and wear. Replace the pressure plate if the groove is noticeably worn. (2) Friction plate contact surface Check the contact face for stains and damage. (3) Shifting plate contact surface (4) Worn parts measurement Thickness: t Maintenance standard 6.6 g_2_(0.2520 .. 02598) Wear limit 6.3 (0.2480) mm(in) (5) Return spring permanent strain. Make sure the length (free length) is within the values specified in the figure. 17 ±0.5mm (0.6496"'0.6890in.) 10·36 Printed in Japan OOOOAOA1361 Chapter 10 Reduction and Reversing Gear 4. Inspection and Servicing SM/GM(FXC)·HM(FXC) 4·7 Driving plate Steel ball groove Steel ball Parallel pin hole Parallel pin (1) Check the key groove for scoring and cracking, and the output shaft fitting section for burning. Repair if the damage is light and replace the driving plate if the damage is heavy. (2) Outside diameter of pressure plate sliding part; others D mm (in) Outside diameter: D Maintenance standard Wear limit 059 =8:.... (2.3176 .. 2.3205) 058.8 (2.3150) (3) Steel ball groove wear and stains. (4) Determine the amount of wear and play of both the axial and circumferential direction pins. (5) Permanent spring strain. mm(in) Spring free length Maintenance standard Wear limit 32.85 (12933) 32 (1.2598) (6) Pin end wear. 4·8 Retainer (1) Check for stains and damage on the friction plate contact surface. (2) Check for wear and cracking on the plate spring contact surface. (3) Measurement of dimensions d D Maintenance standard Wear limit d 057.5 !8:..gg(22661 .. 2.2660) 057.8 (22758) D 066 _g_ , (2.5945 .. 2.5984) 065.7 (2.5866) t 2.8 _g_os (0.1071 .. 0.1 102) 2.6 (0. 1024) mm{in) 4·9 Plate spring (1) Permanent strain mm (in) 4·1 0 Thrust collar The gear side of the thrust washer has a 0.3mm copper sintered layer. Replace the thrust collar when the thickness is less than 4.75mm (standard thickness: 5 -8.1 mm). H: when plate spring is free Maintenance standard wear limit 6.25 :t0.1 6.0 (0.2421 .. 0.2500) (02362) 10-37 Printed in Japan OOOOAOA136l Knock pin Chapter 10 Reduction and Reversing Gear 4. Inspection and Servicing SM/GM(F)(Cj·HM(F)(Cj ircumferential groove 4·11 Shift ring Pin contact part (1) Circumferential groove wear. mm (in.) Shifting groove :w Maintenance standard 6 +g.1(0.2362 .. 0.2402) Wear limit 6.3 (0.2480) (2) Pressure plate groove wear. Whenever uneven wear and/or scratches are found, replace with a new part. (3) Parallel pin contact part wear. Whenever uneven wear and/or scratches are found, replace with a new part. 4·12 Shill fork and shift lever Knock pin contact face (1) End wear. The shift ring contact surface of the shift fork is plated with molybdenum (thickness: 0.04-0.05mm). If this plating is peeled or worn to such an extent that the base metal of the shift fork is exposed, replace the shift fork. (2) Cam surface wear and stains. Whenever uneven wear and/or scratches are found, replace with a new part. (3) Pin part play. Whenever uneven wear and/or scratches are found, replace with a new part. (4) Notch end wear. Whenever uneven wear and/or scratches are found, replace with a new part. 4-13 Output shaft (1) Key groove. Whenever are found, 4-14 Damper disc uneven cracks andfor stains replace with a new part. (1) Spline part Whenever uneven wear and/or scratches are found, replace with a new part. (2) Spring. Whenever uneven wear and/or scratches are found, replace with a new part. (3) Pin wear. Whenever uneven wear and/or scratches are found, replace with a new part. 10-38 Printed in Japan OOOOAOA1361 Chapter 10 Reduction and Reversing Gear 4. ln.•pection and Servicing SM/GM(F)(Cj·HM(Fj(Cj 4 ·15 Input shaft Oil seal Spline Oil seal (1) Spline part Whenever uneven wear and/or scratches are found, replace with a new part. (2) Surface of oi I seal. If the sealing surface of the oil seal is worn or scratched, replace. 4·16 1ntermediate shaft (1) Needle bearing dime(lsions, staining. Check the surface of the roller to see whether the needle bearing sticks or is damaged. Replace if necessary. 10-39 Printed in Japan OOOOAOAI361 Chapter 10 Reduction and Reversing Gear 5. Disassembly SM/GM(FXC)·HM(FXC) (7) Remove the shift fork. 5. Disassembly 5·1 Disassembling the clutch and accessories (1) Remove the drain plug and packing, and drain the oil from the clutch. (2) Uncaulk the output shaft lock nut, and remove the nut using a disassembly tool. Output shaft nut wrench (177099-09010) Shift bar Output shaft coupling lock (177099-09020) Pulling bolt Output shaft coupling ( ( ,r--··--- i (8) Remove the M10 bolt and super lock washer on the mounting flange. (9) Screw the M10 bolt into the M10 pulling bolt hole of the mounting flange, and remove the mounting flange. Do not remove the parallel pin. I shaft Output shaft Intermediate shaft Output shaft coupling (3) Remove the output coupling. (4) Remove the dipstick and packing. (5) Remove the case cover MB nut super lock washer; (10) Remove the output shaft, intermediate shaft, and input remove the case cover, with the operating lever, shift shaft from the case, in that order. cam, etc. in position. (6) Remove the shift bar plug with a hexagonal bar spanner (width across flats: Bmm (0.0394in.), and pull the shift bar from the case, using the M10 pulling bolt at the end of the shift bar. Output shaft assembly Input shaft assembly Intermediate shaft assembly 10-40 Printed in Japan OOOOAOA1361 L.., --! When using c::-1.:1 cradleCL.. Chapter 10 Reduction and Reversing Gear 5. Disassembly SM/GM(F)(C)-HM(F){C) (11) Heat the case body to about 100'C and remove the outer race of the input shaft and output shaft bearings. If the outer races are difficult to remove, tap them out with a plastic hammer from the rear of the case, or pull them by using the pulling groove in the case at the rear of the races. (12) Remove the outer race of the bearing from the mounting flange as described in step (11) above. (13) Remove the input shaft and output shaft adjusting plates. NOTE: If the following parts are not replaced, the adjusting plates may be reused without readjustment. However, if even one part is replaced, readjustment is necessary. Input shaft part: 24-2, 24-31 Output shaft part: 26-6, 26-9, 26-26, 26-27, 26-28, 26·30 (14) Pull the oil seal from the case. (15) Pull the oil seal from the mounting flange. 5·2 Disassembling the input shalt Pull the bearing from the input shaft. NOTE: Do not disassemble unless the input shaft parts are damaged. 5·3 Disassembling the output shalt (1) Remove the O·ring. (2) Remove the output shaft by pressing the threaded end of the output shaft with a press, or tapping it with a hammer. l Press or hammer apuller, place the puller (177095-09170) against the end 1 of the shaft. Work bench Pulley puller NOTE 1: When removing the shaft, place spacers between the shaft and the press to prevent damage. NOTE 2: Make sure that the forward large gear parts and reverse large gear parts are not mixed together once they are removed. (3) Remove the adjusting plate. NOTE: Record the thickness of the adjusting plate to facilitate reassembly. !I the parts are not replaced. the adjusting plate may be reused without readjustment. However, if even one part is replaced, readjustment is required. (4) Remove the key. To facilitate removal, clamp the key with a vice. (5) Remove the adjusting plate. NOTE: Record the thickness of the adjusting plate to facilitate reassembly. If the parts are not replaced, the adjusting plate may be reused without adjustment. However, if even one part is replaced, readjustment is required. (6) Remove the spacer and needle bearing. (7) Cover the outer race of the forward bearing, and pull lPress or hammer out the output shaft about 10mm (0.3937in.) by pres· a Bearing inner race Thrust collar .) Spacer sing the threaded end of the output shaft with press, or tapping it with a hammer. NOTE: Do not pull it out more than 10mm (0.3937in.); otherwise damage may result. Workbench 10mm (0.3937 in 10-41 Printed in Japan OOOOAOAI361 Plate spring retainer (177095-09070) spring retainer Intermediate shaft Bolt or spacer Chapter 10 Reduction and Reversing Gear 5. Disassembly SM/GM(FXC)-HM(F)(C) (8) Insert the disassembly tool between the collar of the output shaft and the bearing; next remove the bearing inner race, thrust collar, and bearing from the output shaft with a press or hammer. Press or hammer Spacer Pulling support (177099·09030) Plate for spring retainer (17095-09070) (9) Remove the friction plates and steel plates from the forward large gear. (10) Using a disassembly tool, compress the plate spring and remove the circlip from the forward large gear. ! Press [approx. .. metric ton (2200 lb)) (11) Remove the retainer and plate spring. (12) Remove the parts from the reverse large gear as described in steps (9)-(11) above. (13) Remove the pressure plate return spring; remove the pressure plate and steel ball. Pressure plate Shift ring (14) Remove the shift ring. To disassemble, remove the three knock pins. When disassembling the shift ring, cover it with a cloth to prevent it being lost. (15) Remove the knock pin and spring from the driving plate. 5·4 Disassembling the intemediate shaft (1) Place a spacer against the case side end of the in· termediate shaft and remove the shaft from the case by tapping the spacer with a hammer. l Press or hammer Spacer 10-42 Printed in Japan OOOOAOAI361 SM/GM(F)(C}-HM(F)(C) Chapter 10 Reduction and Reversing Gear 5. Disassembly (2) Remove the 0-ring. (3) Remove the idle gear, needle bearing, and thrust washer. 5·5 Disassembling the operating system (1) Loosen the MS bolt of the shift lever; remove the shift lever. (2) Pull the shift cam. (3) Push in the knock pin and remove the circlip. (4) Remove the knock pin and spring. (5) Pull the oil seal from the case side cover. 10-43 Printed in Japan OOOOAOAI361 toolInserting(177095-09020) . Chapter 10 Reduction and Reversing Gear 6. Reassembly SM/GM(F)(C)-HM(FXC) 6. Reassembly 6·1 Reassembly precautions (1) Before reassembling, clean all parts in washing oil, and replace any damaged or worn parts. Remove non·dry packing agent from the mating surface with a blunt knife. (2) Pack the oil seal and Q.ring parts with grease. (3) Coat the mating surfaces of the case with wet packing. 6·2 Reassembling the output shaft (1) Reassembling forward large gear and plate spring 1) Insert the two plate springs of the forward large gear so that their large diameter sides are opposite each other. 2) Insert the retainer and Install the circlip. 3) Compress the plate spring, using the disassembly tool, and snap the circllp into the groove on the outside of the spline of the forward large gear. l Press [approx. 1 metric ton (2200 lb)] Plate spring retainer (177095·09070) Circlip (2) Reassemble the reverse large gear and plate spring, retainer, and clrcllp as described In step (1) above. (3) Determining the forward adjusting plate thickness gauge spacer NOTE: As mentioned in section 5·3. (5), if no parts need to be replaced, the adjusting plate can be reused without adjustment. 10-44 1) Position the assembled large gear on the assembly tool so that the spline part Is on the bottom; insert the spacer and bearing inner race into the gear. 2) Adjust the thickness of the adjusting plate until it conforms to the dimension shown in the figure. 3) Two adjustment plates of 0.5mm (0.0197in.) ana 0.3mm (0.01 18in.) are available. Combine these plates to obtain the "t" dimension. (4) Determine the thickness of the reverse adjusting plate by following the procedure described in step(3)above. (5) First, insert a friction plate Into the spline part of the forward large gear, next insert steel plates and friction plates alternately. Finally, insert a friction plate (lour friction plates and three steel plates). (6) Insert the friction plates and steel plates into the spline part of the reverse large gear in the same manner as described in step (5) above (four friction plates and three steel plates). (7) Press the inner race of the bearing onto the output shaft up to the collar, using an assembly tool. NOTE: The inner race can be installed easily by preheating it to approximately 100'C. ' Press or hammer Bear Printed in Japan OOOOAOAI36I 6. Reassembly SM/GM(F)(C}-HM(F)(C) (8) Insert the thrust collar, with the-slntered surface (brown surface) facing the gear side. (9) Press the bearing Inner race onto the output shaft, using an assembly tool. l Press or hammer Chapter 10 Reduction and Reversing Gear Inserting tool (177095-09020) Bearing inner race Thrust collar (10) Insert the needle bearing. (11) Insert the spacer and adjusting plate. (12) Fit the key so that the fillet side is facing the threaded part ol the output shaft. Key plate (13) Insert the forward large gear, together with the friction plates and steel plates. At this time, align the three pawls on the outside of the steel plates. plate Pawls of steel plate large gear (14) Cover the friction plates and steel plates with the pressure plate so that the pawls of the steel plate fit into the three notches on the pressure plate. (15) Insert the three steel balls into the three grooves in the pressure plate. 10-45 Printed in Japan OOOOAOA1361 (16) Insert the drive plate into the output shaft so that the side with the identification groove faces the forward large gear side. NOTE: Make sure that the three steel balls are in the three grooves of the driving plate. At the same time, make sure that the pin lor the driving plate fits into the groove of the torque limit· ter lor the pressure plate. Driving plate lndenttftcatlon grooves tool large gear Chapter /0 Reduction and Reversing Gear 6. Reassembly SM/GM(FXC)·HM(FXC) (17) Insert the adjusting plate and spacer. (18) Press the bearing Inner race, using an assembly tool. ! Press or hammer Inserting (177095-09020) Bearing toot Pressure plate Forward large gear (19) Insert the knock pins and springs Into the three holes around the circumference of the driving plate. (20) Cover the driving plate with the shift ring so that the side with the identification groove faces the forward large gear side; Install the ring so that the knock pins are pushed in. Shift ring Identification groove 10-46 (21) Insert the three steel balls into the three grooves in the driving plate. (22) Place the pressure plate onto the driving plate so that the steel balls enter the three grooves of the pressure plate. (23) Insert the three pressure plate return springs between the shift ring and the driving plate, and attach them to the small holes in the side of the pressure plate. (24) Insert the reverse large gear [see step (6)] so that the three pawls of the steel plates enter the notches around the circumference of the pressure plate. (25) Insert the needle bearing. (26) Insert the thrust washer so that the slntered side (brown side) faces the gear side. (27) Press the inner race of the bearing, using an assembly tool. Make sure that the direction of the bearing is corret. NOTE: The bearing inner race can be installed easily by preheating it to approximately too•c. l Press or hammer Bearing Thrust collar Forward large (28) Insert the 0-rlng. (29) With the shift ring In the reverse position, check the forward large gear to make sure It rotates smoothly. Next, with the shift ring In the forward position, check the reverse large gear to make sure It rotates smoothly. Printed in Japan OOOOAOA1361 Chapter 10 Reduction and Reversing Gear 6. Reassembly SM/GM(F)(C)-HM(F){C) 6·3 Reassembling the Input shaft Press the inner race of the bearing onto the Input shaft. Make sure that the direction of the bearing is correct. NOTE: The bearing inner race can be easily installed by preheating it to approximately 100°C. 6·4 Reassembling the lntennedlate shalt NOTE: Assemble the intermediate shaft as described in section 6·5. (5). (1) Insert the needle bearing and idle gear on the intermediate shaft. Then Insert the thrust washer. 6·5 Installing the Input shaft and output shaft (1) Determining the thickness of the Input shaft adjusting plate and output shaft adjusting plate NOTE: As mentioned in section 5·1. (13}, when none of the parts are replaced, the adjusting plate can be reus· ed without readjustment. 1) Measure length "A" "0" between the cases of each shaft of the case body and mounting flange. 2) Cover each bearing with the bearing outer race, and measure length "8" "C" between the bearings. A D NOTE: Pay careful attention to the assembling direction of the thrust washer. Shim Intermediate I F-... - +·-Output shaft Viewed from stern I (2) Insert the O·ring. Shim (3) Press the assembled intermediate shaft into the case with a press or hammer. c n. . .nfTL} · --· __ .. ..-· ' · Bolt • that the clearance or tightening allowance Is less than 0.05mm (0.0020in.). 4) Adjust the output shaft adjusting plate thickness so · · ...:4J.. U 3) Adjust the input shaft adjusting plate thickness so shaft Intermediate (4) Make su1·e that the idle gear rotates smoothly. that the tightening allowance is within 0"' 0.1mm (0"-'0.0040in.). 5) Four adjusting plates of 1 mm (0.0394in.), 0.5mm (0.0197in.), 0.3mm (0.0118in.) and 0.1 mm (0.0040in.)are available. Combine these plates to obtain the desired adjusting plate measurement. (2) Insert the adjusting plate Into the mounting flange, and press the outer race of the bearing. Also, press the outer race of the bearing Into the case. NOTE: The outer race can be installed easily by heating the mounting flange and case to approximately 100'C, or by cooling the bearing outer race with liquid nitrogen, etc. (3) Coat the circumference of the oil seal with a non. dry packing agent, and press it onto the mounting flange and case so that the spring part of the oil seal is inside the case. 10-47 Prin!ed in Japan OOOOAOAI361 Chapter 10 Reduction and Reversing Gear 6. Reassembly SM/GM(FXC)"HM(FXC) (4) Coat the mating surfaces of the mounting flange and case with a non-dry packing agent. Wipe off oil and dirt on the mating surface of the case and coat with a thin film of non-dry packing agent. Mating surface Non-dry packing agent Insert the input shaft into the case, assemble the (5) intermediate shalt as described in section 6-4 and then insert the output shaft into the case. (6) Align the mounting flange with the case, and insert the parallel pin by tapping the mounting flange with a plastic hammer. (7) Insert the super lock washer and tighten the M10 bolt. (8) Install the dipstick and packing. (9) Install the drain plug and packing. 6-6 Reassembling and Installing the operating system (1) Insert the shift fork Into the case from the side, Insert the shift bar. NOTE: Insert the shift bar with the threaded end towards the outside (output shaft coupling side). Shift fork (2) Coat the threaded part of the shift bar plug with a nondry packing agent and secure it to the case with a hexagonal bar spanner (width across flats: 8mm (0.3150in.). NOTE: Put the shift fork into neutral before installing. (3) Coat the circumference of the oil seal with a nondry packing agent and press the seal to the case cover. (4) Insert the spring into the shift cam. (5) Insert the knock pin Into the shift cam from the front end, and lock with the circllp. (6) Insert the assembled shift cam Into the case cover. (7) Fit the shift lever to the shift cam, and tighten the M8 bolt. NOTE: The shift cam must rotate smoothly. (8) Replace the packing if it is damaged. (9) Attach the case side cover together with the operating system to the case body. At this time, make sure that the shift cam is fitted to the shift fork, and that the shift lever is in neutral. NOTE: Put the shift fork into neutral before installing. (10) Insert the super lock washer, and tighten the MB nut. (11) Shift the shift lever to forward and reverse to make sure that the lever operates normally. If the lever does not operate normally, loosen the MB nut, slide the case side cover forv.:ard, backward, and to the left and right, then re-tighten with the MB nut in the position at which the lever operates normally. NOTE: If the lever operates normally a click will be heard when it is put into forward and reverse. 10-48 Printed in Japan 0000AOA1361 Chapter /0 Reduction and Reversing Gear 6. R eassemb/y 6-7 Installing the output shaft coupling (1) Install the output shaft coupling on the output shaft. (2) Tighten and caulk the output shaft lock nut, using the assembly tool. Tightening torque . .. ....... 9.5kgf-m(68.7ft-lb) Output shaft coupling lock Output shaft nut wrench (177099-09010) .." .. ·" -"''"" i( Clutch -.. --Output shaft nut wrench Output shaft coupling lock Cold chisel.. (3) Shift the shift lever to the neutral position and make sure the clutch engages when the shift lever is put into forward and reverse. The input/output shafts will not rotate smoothly if the side goiiJ of the bearing is too small in relation to the thickness of the adjusting plate. SM/GM(F)(C)-HM(F)(C) 10-49 Printed in Japan OOOOAOAI361 Chapter /0 Reduction and Re..•ersing Gear I. Construction SM/GM(F)(C)·HM(F)(C) [C] Marine Gear Models KM2P, KM3P and KM3V for Engine Models 1GM10, 2GM20(F) and 3GM30(F) Applicable Engine Models & Serial Nos. (Effective from:) KM2P 1GM10 E/# 03413 and after Aug. 1985 KM2P 2GM20(F) E/# 03567 and after Aug. 1985 KM3P 3GM30(F) E/# 01888 1 . Construction 1 ·1 Construction This clutch is a cone-type, mechanically operated clutch. When the drive cone (which is connected to the output shaft by the lead spline) is moved forward or backward, its taper contacts with the large gear and transfers power to the output shaft. The construe ton is simple when compared with other types of clutch and it serves to reduce the number of components, making for a lighter, more compact unit which can be operated smoothly. Although it is small, the power transmission efficiency is high even under a heavy load. Its durability is high and it is reliable as high grade materials are used for the shaft and gear, and a taper roller bearing is incorporated. Power transmission is smooth as connection with the engine is made through the damper disc. • The drive cone is made from special aluminum bronze which has both higher wear-resistance and durability. The drive cone is connected with the output shaft through the thread spline. The taper angle, diameter of the drive cone, twist angle, and diameter of the thread spline, are designed to give the greatest efficiency, thus ensuring that the drive cone can be readily engaged or disengaged. • Helical gears are used for greater strength. The intermediate shaft is supported at 2 points to reduce deflection and gear noise. • The clutch case and mounting flange are made from an aluminum alloy of special composition to reduce weight. It is also anticorrosive against seawater. • As the damper disc is fitted to the output shaft, power can be transmitted smoothly. For the damper disc, springs of different strengths are used so that two stages of torque and twist angle are applied. That is, in the first stage, only the weak spring is used, and the strong spring comes into action for a torque higher than a predetermined value. and after Aug. 1985 This prevents gear noise due to torsional vibration as well as absorbing shock when engaging. Stage arrangement Absorbs shock when engaging Normal condition Twist angle 0 •There is a small clearance between the dipstick and the inside of the dipstick tube. A small hole in the dipstick works as a breather. •When the load on the propeller is removed, the engagement of the drive cone and the large gear is maintained by the shifter and V-groove of the drive cone. Even when the drive cone's tapered area and V-groove are worn, this engagement is maintained by the shift lever device and accordingly no adjustment of the remote control cable is required. •The cup spring on the rear of the larger gear absorbs rotational fluctuations and stabilizes the engagement of the drive cone and the larger gear. Thus, the durability of the cone against wear is enhanced. l'rinll'd m Japan 10-50 OOOOAOA 1361 I. Construction SM/GM(F)(C)-HM(F)(C) 1·2 Specifications Chapter 10 Reduction and Reversing Gear Model For engine models Clutch Forward Reduction ratio Reverse Propeller shaft rpm (Forward) Input shaft Direction of rotation Output shaft Control head Gab<> Remote control Clamp Cable connector Outer diameter Forward Reverse Output shaft coupling Pitch circle diameter Connecting bolt holes Position of shift lever Lubricating oil Lubricating oil capacity Dry weight KM2P KM3P 1GM10. 2GM20(F) 3GM30(F) Constant mesh gear with servo cone clutch (wet type) 2.21 3.06 1540 2.62 3.22 2.36 2.61 3.20 3.06 3.06 3.16 3.16 3.16 1298 1055 1441 1303 1063 Counter-clockwise, viewed from stern Clockwise, viewed from stern Counter-clockwise, viewed from stern Single lever control Morse, 33-C (cable travel 76.2mm or YANMAR made, standard accessory YANMAR made, standard accessory 0100mm (3.93") 078mm (3.07) 4-010.5mm (4-00.41') Left side, viewed from stern SAE #10W·30, CC class 0.32 0.35 2 10.3 kg (22.7 lbs) 11 .5 kg (25.4 lbs) Models KM2P and KM3P reduction and reverse gear boxes, shafts and gears are the same except for the following items: • No. of gear teeth • Distance between bearings for input and output shafts. • Clutch case, mounting flange. 10·51 ?Tinted in Japan 0000AOA 1361 Chapter 10 Reduction and Reversing Gear I. Construction SM/GM(F)(C)·HM(F)(C) 1·3 Power transmission system 1·3.1 Arrangement of shafts and gears Forward small gear of input shaft Idle gear Reverse small gear of input shaft Inputshaft Intermediate shaft Large gear of output shaft Output shaft Forward small gear with input shaft Reverse small gear with input shaft Shaft arrangement viewedfrom the stern Intermediate shaft Forward large gear Idle gear Reverse large gear 1·3.2 Reduction ratio Forward Model No. of teeth of forward small gear Zif No. of teeth of forward large gear Zof Reduction ratio ZOf/Zif 24 53 53/24 -2.21 KM2P 21 55 55/21 = 2.62 18 58 58118 = 3.22 25 59 59/25 = 2.36 KM3P 23 60 60/23 = 2.61 20 64 64/20 = 3.20 Reverse No. of teeth No. of teeth Model of reverse small gear Zir of intermediate shaft gear Zi KM2P KM3P 18 26 26 No. of teeth of reverse targe gear Zdr 55 60 10-52 Printed in Japan OOOOAOA 1361 Reduction ratio Zi/Zir•Zdr/Zi 55118 -3.06 60/19 -3.16 Chapter /0 Reduction and Reversing Gear /. Construction 1·3.3 Power transmission routine-Forward Contact Clearance gear Drtve cone 1-3.4 Power transmission routine-Reverse gear Forward large gear Reverse gear Drive cone SM/GM(F)(C)-HM(F}(C) Input shaft Or1ye cone Intermediate gear Reverse large gear Output shaft coupling shaft Output shaft 0 cone Reverse large gear shall couplmg 10-53 Printed in Japan 0000 A 0 A 1361 u ' • Chapter 10 Reduction and Reversing Gear I. Construction SM/GM(F)(Cj·HM(F)(C) 1-4 Drawing ' ! • .. g ' 10·54 Prinlf'd in Japan OOOOAOA I36I Chapter 10 Reduction and Reversing Gear .. "' "' .... .. .. "' "' .."' "' .."'"'"'"'"'.."'"'"' 1. Construction SM/GM(F)(C)-HM(F)(C) Sectional view 1 Mounting flange 2 Bolt M8 x 25 Bearing Clutch case Input shaft 6 Bearing Oil seal 8 Dumper disk MS X11 Bolt 14 12 Lock nut 13 Collar 14 Bearing 15 Thrust collar A Spring retainer Idle gear 36 Thrust washer D-ring Shift lever Lock nut 40 Washer 41 Holder 42 Connector 43 Side cover Bolt MS X 25 Oil seal Shift lever shaft 47 Location pin 48 Stopper bolt Spring pin Bolt MS X 50 25 51 Spring 52 Shifter 53 Washer 54 Dipstick Parallel pin Lock nut Washer 17 18 19 20 21 22 23 24 25 Cup spring Forward gear Thrust collar 8 Drive cone Output shaft Thrust collar 8 Inner rase Reverse gear Cup spring Spring retainer 27 28 29 30 31 32 33 34 Thrust collar A Bearing Oil seal D-ring Lock nut Coupling Idle gear shaft Bearing 10-55 Printed in Japan OOOO AOA 1361 SM/GM(F)(C)-HM(F)(C) Chapter /0 Reduction and Reversing Gear 2. Shifting Device 2. Shifting Device 2-1 Construction of shifting mechanism Spring pin Location pin --(j Washer Holder 01l seal Side cover .. Shims Bolt 1MB x 251 Bolt Bolt (M8 x 25) The shift lever shaft is installed on the side cover with neutral, forward and reverse positions provided on this cover. The neutral, forward and reverse location pins of the shift lever shaft are constantly inserted into their respective grooves on the shift lever by the tension of the shifter spring. The shifter is set on the eccentric hole of the shift lever shaft and moves the drive cone in the neutral position either to the forward or reverse positions, and then back to the neutral position. (The shift lever shaft moves slightly to the shift lever or drive cone side when the shift lever is placed in the forward or reverse positions.) Spring Shift lever shah Spring Large gear Cone Shifter l'rm!cd 111 Jap1w 0000 A 0 A 1361 Chapter /0 Reduction and Reversing Gear 2. Shifting Device SM/GM(F)(C)·HM(F)(C) 2-2 Forward and reverse clutch operation (Neutral ::::} Forward; Neutral => Reverse) When the shift lever is moved to the forward position from the neutral position, the shift liver shaft starts to revolve, and the location pin disengages from the neutral V-groove position of the side cover. (Shift lever moves approx. 0.5mm to the drive cone side.) At this time the shifter which is set on the eccentric hole of the shift lever shaft, moves the drive cone's V-groove to the forward large gear. When the location pin of the shift lever shaft falls in the forward position groove of the side cover, (the shift lever shaft moves to the shift lever side approx. 3mm), and the shifter starts to press the drive cone V-groove to the forward large gear side through the spring force. 2-3 Engagement and disengagement of clutch (Forward .. Neutral; Reverse => Neutral) When the shift lever is moved to the forward position from the neutral position, the shift lever shaft starts to revolve, and the location pin disengages from the forward position groove of the side cover. (The shift lever shaft moves approx. 3mm to the drive cone side.) At this time, the shifter which is set on the eccentric hole of the shift lever shaft is moved to the neutral side (reverse large gear side). The drive cone, however, is engaged with the forward large gear through the torque force produced by the revolving centrifugal force. Further, when the shift lever shaft starts to revolve, and the positioning pin falls in to the neutral V-groove position of the side cover (the shift lever shaft travels approx. 5mm to the shift lever side), the shifter moves to the shift lever side (to the spring side) while moving the V-groove of the drive cone to the reverse large gear side. The movement of the shifter to the shift lever side, however, is stopped when the shifter end contacts the stopper bolt. The shifter only works to press the V -groove of the drive cone to the reverse large gear side. Thus, the drive cone is disengaged from the forward large gear. After this disengagement, the transmission torque of the drive cone is decreased to zero and the shift lever is returned to the neutral position by the spring force. Shifter center Cone center Shift lever center Forward side Side cover shaft moves approx. O.Smm) neutral position (V-groove) Shtfter Foewaed "de Shoft levee Cone center • Shift lever shaft Reverse side moves approx. 3mm) .. At forward engagement position Shifter center Forward side Sh;ft levee Cone center Reve"e ,;de moves approx. 3mm) Shifter center Cone center Shih lever shaft Forward side IShift lever shaft Shift lever center Side cover shaft moves approx. 0.5mm) neutral position (V·groove) 10·57 Printed in Japan 0000 A 0 A 1361 Chapter 10 Reduction and Reversing Gear 2. Shifting Device SM/GM(F)(C)·HM(F)(C) 24 Clutch shifting force M5, thread, Depth 16mm Reverse Remote control handle Shifting position Shift lever posi- Shifting direction tion at 56mm position at 170mm (Cable length, 4m) Engaging force 3-4 kg 4-5 kg at 1000 rpm 16.6 -8.8 lbs) (8.8 -11.0 fbs) Disengaging force 3.5 -5 kg 4-6 kg at 1000 rpm (7.7 -11.0 lbs) (8.8 -13.2 lbs) 2-5 Adjustment of shifting device Whenever the side cover, shift lever shaft, shifter, stopper bolt or drive cone is replaced, be sure to adjust the clearance between the shifter end and the stopper bolt by using shims. When the adjustment of this clearance is not proper the drive cone may not be properly fitted when the shift lever is moved to the neutral position either from the forward or reverse position. Forward side Reverse side Shifter top clearance 10·58 }'rinted in Japan 0000 A 0 A 1361 Chapter /0 Reduction and Reversing Gear 2. Shifting Device SM/GM(F)(C)·HM(F)(C) 2-5.1 Measurement and adjustment Of clearance {a)Assemble the shifting mechanism (without installing the stopper bolt of the shifter) to the marine gear case. NOTE:Ensure the correct direction of the shifter before assembly. Bottom side (b)Turn the shift lever 10 '"""' 15 degrees either to the forward or reverse position from the neutral position. (c)Measure the L-distance between the shift lever shaft end surface and the shifter's end. (d)Measure the H-distance (the distance from the neck of the stopper bolt to its end). (e)Obtain the shim thickness "T" by the following formula. T =I H-L + 1.25 ) ± O.lmm (0.004in.) NOTE:Shim set includes one piece each of 1mm, 0.4mm, 0.3mm, 0.25mm shims. (YANMAR Part No. 177088-06380) (f)lnsert shim (s) of proper thickness to the stopper bolt side and tighten it to the shift lever shaft. NO TE:When tightening the stopper bolt, apply either a non-drying type liquid packing (TREE BONO No. 1215), or a seal tape around the bolt threads. App rox. 5mm (0.1968in.) Do not apply liquid packing or seal tape to this area. 2-5.2 Inspect for the following points (to be inspected every 2·3 months) (1)Looseness at the connection of the cable connector and the remote control cable. (2)Looseness of the attaching nut of the cable connector and the shift lever. NOTE. Shift lever must be installed in the direction of the I::J.-mark ensuring the specified installation angle reJ. KM2P KM3P e= 10-59 Pn11/t'd in Jal'an OOOOAOA I361 Chapter 10 Reduction and Reversing Gear 2. Shifting Device SM/GM(F)(C)·HM(F)(C} 2.{; Adjustment of the remote control head Marine gearbox control side (1 )Equal distribution of the control lever stroke. Neutral Sl S2 Reverse Remote Control Head Forward The stroke between the neutral position --+ forward position (S2). and the neutral position --+ reverse positon (SlI must be equalized. When either stroke is too short, clutch engagement becomes faulty. (2)Equalizing the travel distance of the control cable. After ensuring the equal distribution of the stroke described in ( 1 ) , connect the cable to the control head. Adjust that the cable shift travel of the S1 and S2 control lever strokes becomes identical. Neutral S1 S2 Reverse Remote Control Head Note; (•) Cable shift travel 51 = More than 36mm (1.42") S2 = More than 36mm ( 1.42") Clamp To engine speed 10-60 Printed in Japan OOOOAOA1361 KM2P & KM3P M5, thread, Depth 16 mm Neutral 2·7 Cautions (1) Always stop the engine when attaching, adjusting, and inspecting. (2)When conducting inspection immediately after stopping the engine, do not touch the clutch. The oil temper ° ature is often raised to around 90 °C (194 F). (3)Half-clutch operation is not possible with this design and construction. Do not use with the shift lever halfway to the engaged position. (4)Set the idling engine speed at between 750 and 800 rpm. NOTE: The duai(Two) lever remote control device cannot be used. Chapter /0 Reduction and Reversing Gear 3. Inspection and Servicing SM/GM(F)(C)'HM(F)(C) 3. Inspection and Servicing 3-1 Clutch case (1) Check the clutch case with a test hammer for cracking. Perform a color check when required. If the case is cracked, replace it. (2) Check for staining on the inside surface of the bearing section. Also, measure the inside diameter of the case. Replace the case if it is worn beyond the wear limit. 3-2 Bearing (1) Rusting and damage. If the bearing is rusted or the taper roller retainer is damaged, replace the bearing. (2) Make sure that the baarings rotate smoothly. If rotation is not smooth, if there is any binding, or if any abnormal sound is evident, replace the bearing. 3-3 Gear Check the surface, tooth face conditions and backlash of each gear. Replace any defective part. (l)Tooth surface wear. Check the tooth surface for pitting, abnormal wear, dents, and cracks. Repair the lightly damaged gears and replace heavily damaged gears. (2)Tooth surface contact. Check the tooth surface contact. The amount of tooth surface contact between the tooth crest and tooth flank must be at least 70% of the tooth width. (3)8acklash. Measure the backlash of each gear, and replace the gear when it is worn beyond the wear limit. mm(in) (2) Forward/reverse gear needle bearing. When an abnormal sound is produced at the needle bearing, visually inspect the rollers; replace the bearing if the rollers are faulty. 3-5 Drive cone (1)Visually inspect that part of the surface that comes into contact with the circumferential triangular slot to check for signs of scoring, overheating or wear. If deep scoring or signs of overheating are found, replace the cone. contact surface Helical involute spline (2)Check the helical involute spline for any abnormal condition on the tooth surface, and repair or replace the part should any defect be found. (3)Measure the amount of wear on the tapered contact surface of the drive cone, and replace the cone when the wear exceeds the specified limit. Maintenance Wear limit standard Input shaft forward gear 0.06 .. 0.12 0.2and output shaft forward (0.0024 .. 0.0047) (0.0079)gear Input shaft reverse gear 0.06 .. 0.12 0.2 and intermediate gear (0.0024 .. 0.0047) (0.0079) Intermediate gear and 0.06 .. 0.12 0.2 output shaft reverse gear (0.0024 .. 0.0047) (0.0079) (The samed1mens1ons applyto both KM2P and KM3P) 3·4 Forward and reverse large gears (1) Contact surface with drive cone. Visually inspect the tapered surface of the forward and reverse large gears where they make contact with the drive cone to check if any abnormal condition or sign of overheating exists. If any defect is found, replace the gear. Forward large gear Reversegear 10-61 Printed in Japan OOOO AOA 1361 Chapter 10 Reduction and Reversing Gear 3. Inspection and Servicing SM/GM(F)(C)·HM(F)(C) mm (in ) Standard dimensions Limited dimensions Dimensions l KM2P KM3P 29.2 -29.8 (1.1496 -1.1 732) 32.7 -33.3 (1.2874 -1.31 101 28.1 (1 .1063) 32 .4 I 1 .27561 NOTE: When dismantled, the forward or reverse direction of the drive cone must be clearly identified. (4)1f the wear of the V-groove of the drive cone is exces· sive, replace the part. 3-6 Thrust collar Thrust collar A Forward large gear collarB Thrust collar A Cup spring Spring retainer 10-62 Printed in Japan OOOOAOA I361 Chapter 10 Reduction and Reversing Gear 3. Inspection and Servicing SM/GM(F)(C)·HM(F)(C) (1) Visually inspect the sliding surface of thrust collar A or 8 to check for signs of overheating, scoring, or cracks. Replace the collar if any abnormal condition is found. (2) Measure the thickness of thrust collar A or 8, and replace it when the dimension exceeds the specified limit. t, Sliding surface-. Thrust collarA Thrust collar8 mm(in.) Stepped wear Limit for use Thrust collar A, t, 0.05 (0.0020) Thrust collar 8, t2 0.20 (0.0079) 3-7 Cup spring and spring retainer (1)Check for cracks and damage to the cup spring and spring retainer. Replace the part if defective. (2)Measure the free length of the cup spring and the thick· ness of the spring retainer. If the length or the thickness deviates from the standard size, replace the part. Cup spring Spring retainer t T Cup spring, TSpring retainer, TSpringretainer,t Standard 2.8 -3.1 (0.1 102 -0.1220) 2.92 -3.08 (0.1 150-0.1213) mm{in.)Limit 2.6 (0.1 024) 2.8 (0.1 102) 0.1 (0.00401 3-8 Oil seal of output shaft Visually inspect the oil seal of the output shaft to check if there is any damage or oil leakage; replace the seal when any abnormal condition is found. 3-9 Input shaft Oil seal Rollar bearing Roller bearing (1) Spline part. Whenever uneven wear replace with a new part. (2) Surface of oil seal. and/or scratches are found, If the sealing surface of the oil seal is worn or scratched, replace. 3-1 0 Output shaft Key involute spline slot (1) Visually inspect the spline and the helical involute spline, and repair or replace a part when any abnormal condition is found on its surface. 10-63 Printed in Japan OOOO AOA1361 3. Inspection and Servicing 3-11 Intermediate shaft SM/GM(F)(C)·HM(F)(C) Chapter 10 Reduction and Reversing Gear Intermediate shaft Needle bearing Thrust 02 01 mm Standard Limit 01 66.9 -67.0 65 12.6338 -2.6378) 12.5591) 02 11 .966 -1 1.984 11.95 10.4711 -0.4718) 10.4705) Shift lever shaft, 12.0 -12.018 12.05 Shifter insert hole 10.4724 -0.47311 10.4744) (1) Needle bearing dimensions, staining. Check the surface of the roller to see whether the needle bearing sticks or is damaged. Replace if necessary. 3-12 Shifting device 3-12.1 Shifter 3-12.2 Shift lever shaft and location pin (1)Check the shift lever shaft and location pin for damage or distortion, and replace defective parts. If the location pin must be replaced, replace it together with the shift lever shaft. (2)Measure the diameter of the shift lever shaft and the shifter insertion hole. Replace the part if the size deviates from the standard value. ¢5, Location pin Location pin.. Spring pin Sliding •urface of •hlftec Spring Shift lever shaft (l)Visually inspect the surface in contact with the drive cone, and replace the shifter when signs of overheating, damage or wear are found. (2)Measure the shaft diameter of the shifter. Replace the shaft if the size deviates from the standard. mm (ln ) Standard Limit 27.959 -27.98 27.90 01 (1.1001 -1.1016) 11 .0984) 12.0 -12.018 12.05 02 10.4724 -0.473 1) 10.4744) Side cover, 28.0 -28.021 28.08 Shift insert hole 11.1024 -1.1032) 11.1 055) 10·64 Printrd in Japan OOOOAOA 1361 Chapter 10 Reduction and Reversing Gear 3. Inspection and Servicing 3-12.3 Shifter spring (1 )Check the spring for scratches or corrosion. (2)Measure the free length of the spring. SM/GM(FXC)-HM(FXC) Shifter spring Standard Limit Free length 22.6 mm (0.890in.) 19.8 mm (0.780in.) Spring constant 0.854 kgf/mm(1.88 1bs/0.04in .) -Length when attached 14.35 mm 10.5650 in .I -Load when attached 7.046 kg (15.54 lbsl 6.08 kg (13.41 lbsl 3-12.4 Stopper bolt Check the stopper bolt. If it is worn or stepped, replace. Check point Top 3·13 Damper disc 3-12.!:' Side cover and oil seal ( 1 )Check the neutral, forward and reverse position grooves. Replace if the grooves are worn. (2)Measure the insertion hole of the shift lever shaft. Replace if the size deviates from the standard value. (3)Check the oil seal and the 0-ring for damage. Replace if the part is defective. -Neutcal -Foreard (1) Spline part. Whenever uneven wear and/or scratches are found, replace with a new part. (2) Spring. Whenever uneven wear and/or scratches are found, replace with a new part. (3) Pin wear. Whenever uneven wear and/or scratches are found, replace with a new part. (4) Whenever a crack or damage to the spring slot is found replace the defeclive part with a new one. 3-14 Shim adjustment for output and input shafts Check the thickness of shims for both input and output shafts. When the component parts are not replaced after dismantling, the same shims can be reused. When the clutch case and flange or any one of the following parts is replaced the thickness of shim must be determined in the following manner. For input shaft parts: input shaft, bearing. For output shaft parts: output shaft, thrust collar A, thrust collar B, gear, bearing. 1 0-65 Printed in Japan OOOOAOA I361 Chapter 10 Reduction and Reversing Gear 3. Inspection and Servicing SM/GM(FXC)-HM(FXC) (1 )Shim thickness (T1 ) measurement of input shaft (a)Measure the bearing insertion hole depth (A) of the mounting flange, and the bearing insertion hole depth (A' ) of the clutch case. (b)Measure the length (B) between the bearing outer racesof the input shaft assembly. (c)Obtain the (Tl ) thickness by the following formula: T1 =A+A'-8 (Tl : Clearance ± 0.05mm) T1 Mounting -l--1. I I iL Clutch case Mounting flange Clutch case A A' B Input shaft ass'y {2)Shim thickness (T2, T3) measurement of output shaft (a)Measure the bearing insertion hole depth (C) of the mounting flange, and the bearing insertion hole depth (C') of the clutch case. (b)Measure the length (0) between the bearing outer races. NOTE: Tighten the mounting flange nut of the output shaft assembly with the specified torque. Press-fit the inner race of the clutch case roller bearing to the large gear side. Prinll'd in Japan OOOOAOA 1361 10·66 (c)Measure the (F) and (E) length from the outer race end of the clutch case bearing included in the output shaft assembly. NOTE. Before measuring the (F) and (E) length, press the forward large gear and the reverse large gear to the drive cone until there is no clearance among them. (d)Obtain the (T2) and (T3) thickness by the following formulas: T2 = C + C' -D-T3 (Clearance ±g· 1 mm ) T3 (KM2P) C' -48.3 -+ -F (Clearance ±0.05mm) = T3 (KM3PI C' -47.3 -+ -F (Clearance ±0.05mml = Clutch case Drive cone neutral position center KM3P-.. --47.3 mm KM2P--"48.3 mm Output shaft ass'v E D Chapter 10 Reduction and Reversing Gear 3. Inspection and Servicing (3)Standard size of parts SM/GM(F)(C)-HM(F)(C) mm {m ) A+ A' B C + C' D E F Drive corn neutral center position KM2P 123.40 -123.75 (4.8583 -4.87201 122.20 -123.10 (4.8110 -4.84651 129.80 -130.1 5 5.1 102 -5.12401 128.o7 -129.53 5.0421 -5.09961 20.50 -21.10 0.8071 -0.83071 53.59 -54.41 2.1098 -2.1421 1 48.3 (1.90161 KM3P 132.40 -132.75 5.2126 -5.22641 131.20 -132.10 5.1654 -5.20081 141.20 -141.55 5.5591 -5.57281 139.56 -141.00 5.4945 -5.55121 23.50 -24.10 0.9252 -0.94881 57.83 -58.65 12.2768 -2.3091 1 47.3 (1 .86221 NOTE:Compare your measurements with the above standard size. If your measurements largely differ from the standard sizes, measurements may not be correct. Check and measure again. (4) Adjusting shim set Part No. Thickness.mm(in.) No. of shims 0.5 (0.01971 1 Input shaft 177088.()2350 0.4 (0.01571 1 0.3 (0.01181 2 1.0 (0.03941 1 Output shaft 177088-02300 0.5 (0.01971 0.3 (0.01 181 1 2 0.1 10.00391 3 10-67 Pr inf('d in Japan OOOO AOA 1361 Chapter 10 Reduction and Reversing Gear 4. Disassembly SM/GM(F)(C)-HM(F)(C) 4. Disassembly 4·1 Dismantling the clutch (1) Remove the remote control cable. (2) Remove the clutch assembly from the engine mounting flange. -..... I \ "' _ (3) Drain the lubricating oil. Drain the lubricating oil by loosening the plug at the bottom of the clutch case. (4) Remove the end nut and output shaft coupling. Torque wrench NOTE: Take care as it has a left-handed thread. (5)Remove the oil dip stick and 0-ring. (6)Aemove the fixing bolts on the side cover, and also remove the shift lever shaft, shift lever and shifter. 10·68 Printed in Japan OOOO AOA 1361 Chapter 10 Reduction and Reversing Gear 4. Disassembly SM/GM(FXC)-HM(F)(C) (7) Remove the bolts which secure the mounting flange to the case body, give light taps to the left and right with a plastic headed hammer while supporting the clutch Input shall case with your hand, then remove the mounting flange. (9) Take out the Intermediate shaft and input shaft. When taking out the Intermediate shaft, place a bolt or spacer on the shaft hole of the case, and drive the shaft out by tapping it lightly. Mounting Plastic headed hammer Bolt or spacer (8) Withdraw the output shaft assembly. shaft Output shaft shaft 10-69 Printed in Japan OOOOAOA 136I Chapter 10 Reduction and Reversing Gear 4. Disassembly SM/GM(F)(C)·HM(F)(C) (10) Remove the oil seal of the output shaft from the case body. (11) Remove the outer bearing race from the case body by using the special tool. Outer bearing race Case body Outer bearing race (12) Remove the oil seal of the input shaft from the mounting flange. (13) Remove the outer bearing race from the mounting flange in the same way as with the case body. (14) Remove each adjusting plate from the input or output shaft. NOTE: The same adjusting plates can be reused when the following parts are not replaced. When any part is replaced however, re-adjustment is necessary. 4·2 Removal of the output shaft (l)Take out the reverse large gear, thrust collar A, cup spring, spring retainer and inner bearing race. The reverse large gear must be withdrawn using a pulley extracter, by fixing the nut at the forward end ·In a vice. Calking chisel 10·70 Printed in Japan OOOOA OA 1361 Chapter 10 Reduction and Reversing Gear 4. Disassembly SM/GM(FXC)-HM(FXCJ (3)Piace the pulley extractor against the end surface of the forward large gear, and withdraw the forward large gear, thrust collar A, cup spring, spring retainer and inner bearing race. (4)While gripping the drive cone, tap the end of the shaft with a plastic headed hammer, and withdraw the thrust collar Band inner needle bearing race. A pulley extractor may be used. Output shaft 4·3 Removal of the lntennediate shaft (1) Remove the "0" ring. (2) Remove the thrust washer. (3) Remove the intermediate gear and needle bearing. Intermediate shaft Q__0-ringThrust washer NOTE: Take care as the nut has left-handed thread. 10-71 Printed in Japan OOOOAOA1361 Chapter 10 Reduction and Reversing Gear 4. Disassembly SM/GM(F)(C)·HM(F)(C} 4-4 Dismantling the shifting device (1 )Take out the shifter and shifter spring. (4)Remove the shift lever to the anti-shift lever side. (2)Remove the stopper bolt of the shifter and shim. (5) Remove the oil-seal and 0-ring. (3)Loosen the bolt of the shift lever and remove the shift lever from the shift lever shaft. 10·72 Printed in Japan OOOOAOA 1361 Chapter 10 Reduction and Re••ersing Gear 5. Reassembly SM/GM(FXC)·HM(FXC) 5. Reassembly 5·1 Reassembly of output shalt (1) Fit the forward side thrust collar 8 onto the shaft. (2) Drive in the forward end inner needle bearing race using a jig. (3) Assemble the needle bearing and forward large gear. I NOTE: Check that the forward large gear rotates smoothly. (4)Fit the cup spring, spring retainer, thrust collar A and pin, and drive in the inner bearing race using a jig. Stepped surface Thrustcollar A NOTE: 1 )Drive in with a plastic headed hammer. Do not hit it hard. 2)When fitting the thrust collar A, note the fitting direction. Fit it keeping the stepped surface toward the roller bearing side. 3)Note that the pin cannot be fitted after the inner bearing race has been driven in. 4)Check that the forward large gear rotates smoothly. (5) Assemble the collar and pin so that the pin is in the groove of the collar. (6) Set and tighten the forward end nut. Insert the bolt into the coupling, and fix it in a vice, keeping the spline part upward. Insert the shaft into the spline of the coupling, fit the spacer, and tighten the nut with a torque wrench. Tightening torque (The same torque applies to both models KM2P and KM3P ) NOTES: 1) Take care as it is a left-handed thread. 2) Use the reverse side nut used before dismantling as the forward end nut. This is so as not to match the calked portion to the same point. Prmted in Japan 0000AOA I36l 10-73 5. Reassembly SM/GM(F)(C)-HM(F)(C) 5-2 Reassembly of the clutch (1 )Fit the oil seal, bearing outer races and shim(output shaft side) in the clutch case. (2)1nsert the input shaft into the clutch case. (3)Drive the intermediate shaft into the clutch case. for reverse. NO TE: 1) Fit thrust collar A so that the stepped surface faces the roller bearing side. 2) Check that the reverse large gear rotates smoothly. NOTES: 1) If the output shaft is not fitted into the clutch case before driving-in the intermediate shaft. it cannot be assembled. 2) Note the assembly direction of the thrust washer. (4) Insert the output shaft into the clutch case. 10-74 Printed in Japan OOOOAOA 1361 Chapter 10 Reduction and Reversing Gear (7) Insert the drive cone while keeping the output shaft set Drive (8) Apply procedures 1 through 4 to the forward end.Stepped surface Output Chapter 10 Reduction and Reversing Gear 5. Reassembly SM/GM(FXC)-HM(FXC) (5) Fit the adjusting plate to the mounting flange, and drive in the outer bearing race. NOTE: The outer bearing race can be easily driven in by heating the mounting flange to about too•c, or by cooling the outer race with liquid hydrogen. (6) Apply non-drying liquid packing around the outer surface of the oil seal, and insert the oil seal into the mounting flange while keeping the spring part of the oil seal facing the Inside of thfl case. (7) Apply non-drying liquid packing to the matching surfaces of the mounting flange and the case body. ,N<>n-di'Y"'9 liquid packing (8) Insert the input shaft and output shaft into the shaft holes of the mounting flange, assemble the mounting flange on the case body, and tighten the bolt. -lntermediale shalt NOTE: Apply non-drying liquid packing to either the mounting flange or the case body. (9) Assemble the output shaft coupling on the output shaft, and fit the 0-ring. (10) Tighten the end nut by using a torque wrench, then calk it. Torque wrench NOTE: Take care as it is a left-handed thread. Tightening torque 10±1.5 kgf-m (61.5 -83.2 ft-lb) (The same torque applies to both models KM2P and KMJP ). Prml Lube oil cooler => Engine side 3-way joint (for 1GM 10VI, L-type joint (for 2GM20V, 3GM30V), or Heat exchanger (for 2GM20FV, 3GM30FV). In order to prevent cracking by freezing, the oil cooler is equipped with a drain cock which facilitates easy water draining_ 10-77 Prin/('d i11 Japan OOOOAOA 1361 Chapter 0Reduction and Reversing Gear 1 1-1.1 KM3V Sectional View 1 2 3 4 5 6 7 8 9 10 , 12 13 14 15 16 17 18 19 20 21 22 Mounting flange Bolt MS x 25 Clutch case Input shaft Bearing Bush V "' -==-===::::> To valve rocker arm V-drive oil cooler V-drive system (for local installation) Exh. gas c.w. •.. •' 0 O"o 8.. t >' 0:; Fuel inlet --w'. Mixing elbow Fuel feed pump .. ... • L.O. filter (outlet side) L.O. pump L.O. filter (inlet side) C.W. pump (sea water) c.w. Kingston cock Thermostat Fuel filter Fuel injection pump ---Cock RH Rubber hose STP Steel pipe U1 "' "' 0 G) o-,g.. s: >' Fuel injection nozzle Water temp, switch Oil press. switch "' o'C 0 < W :::i .. ... L.O. filter outlet side - V-drive oil cooler - l1 --j.. -r.-=--- _ IL=---- " II To main -ij- L.O. press. control valve 'U'. '\1' bearing To ma1n bearing - "'Q .. .... t;:,· s "' a .. "' i ::., "' Thermostat 0 4 do =- "' C.W. pump V -drive system - (for local installation) ... ...... Exh. gas c.w. -" Fuel inlet L.O. pump Fuel oil pipe L.O. pipe C.W. pipe Drilled hole Spherical pipe joint Screwed joint Spigot joint -cr- Cock Rubber hose STP RH Steel pipe D Mixing elbow Fuel feed pump Fuel filter L.O. filter inlet side Fuel injection pump D 0 .," 0o-,g..>!oo>.. .. .. Ul w"' ' - Fuel return pipe V-drive oil cooler V-drive system """ "''""" """" ' " """'"'.. - L.O. filter outlet side L.O. press. control valve .p24..3-5t A >i ----...J L--------..-------,r ---:--,r------rl To marn 11\Y bearing 'V' reeker arm - L.O. filter inlet side L.O. pump Fuel injection pump C.W. (sea water) pump (for local installation) _'"'" 'H. Mixing elbow Heat exchanger Exh. gas c.w. Exhaust manifold Fuel inlet pipe (fresh water) pump -... \fll3•.1t A H Kingston cock Fuel feed pump Fuel fi Iter ----- --- ---- - --- - -- -RH STP Gls:"' 0 ..,< Fuel oil pipe LO. pipe C.W. pipe(Sea waterl C W · (Fresh · · p1pe water) Drilled hole Spherical pipe 1 joint Screwed joint Spigot joint Cock Rubber hose Steel pipe ;..r. g .. .._ l::: <:> s · '!:l ):," .. ft § "" ::.. " · '?5.. .:o> .Q..;1:: .:o> .Q ..g "6' .. tlc .. " il " .. I;5· " (11 c..> 0 G'l :5 '<:: :s: 0' c.> Thermostat Oil press. switch Fuel return pipe Fuel injection nozzle Accessories Water temp. switch 0 < ,.. (for local installation) oo w" -'- V-20•3 St A H. -<;')ill filter outlet side _j{_ ------- -1r -----,r-----,r 'if 'if 'if L.O. press. control valve ¢tlh2 25t STP 0 ;(t... To armA 0> = =! .. _J l::_-=-----=-.!J C.W. pump "' (for local installation) ----- ------ ------ Fuel oil pipe L.O. pipe C.W. pipe Kingstor1 cock Drilled hole Spherical pipe joint Cock Fuel inlet _,. ¢1l•::S• R H RH Rubber hose Mixing elbow Fuel feed pump Fuel filter L.O. filter inlet side Fuel injection pump STP Steel pipe ;:;; D ..;i:: D Screwed joint · L.O. pump Spigot joint 0 lo "' 0 o-, g :::. ,..o'< ,.._ Fuel return pipe V-drive system (for local installation) V-drive oil cooler ... Exh. gas c.w. Mixing elbow Heat exchanger Fuel injection nozzle Accessories {for local installation) L.O. pressure switch L.O. filter outlet side - ..4•3.5! A·H. -L.O. press. control valve ---_-.J.__ ___ ----..--- ---..r------,r-----,r L.O. filter inlet side ,, II 11 1l.u. " " "' To main bearing -L.O. pump Fuel injection pump C.W. (sea water) pump 4>38•!>1 A·H , <,04.7e.0:7tST.. : Thermostat ' Exh. manifold __C.W ..fresh water) pump Sea water of>6•1t STF' Kingston cock Fuel inlet pipe Fuel feed pump Fuel filter U1 ./.."' Cl s: "' 0 ,< --Fuel pipe L.O. pipe ------- C. W. pipeiSeawater)..C.W.pipeiFreater ------------ Drilled hole Spherical pipe joint Screwed joint Spigot joint Cock RH Rubber hose STP Steel pipe ..g · s· .... .. .... I::> <:> s· " "­ :il .. .. i ::. 3s .. · .. l;'l a .Q .Q Chapter 10 Reduction and Reversing Gear 6. Inspection and Servicing SM/GM(F)(C)·HM(F)(C) 6. Inspection and Servicing The KM3V V-Drive Gear is the combination of the V-drive system with the KM3P parallel drive gear. Accordingly, the explanation of this section is limited only to the V-drive system. Explanations for other parts excluding the V-drive system are identical to those described under the secf1ons for model KM3P. 6·1 V -drive case (1)Check the V-drive case with a test hammer for cracking. Perform a color check when required. If the case is cracked, replace it. (2)Check for staining on the inside surface of the bearing section. Also measure the inside diameter of the case. Repl..ce the case if it is worn beyond the wear limit. V-drive case 8 6-2 Bearing (1)Rusting and damage. If the bearing is rusted or the taper roller retainer is damaged, replace the bearing. (2)Make sure that the bearings rotate smoothly. If rotation is not smooth, if there is any binding, or if any abnormal sound is evident, replace the bearing. Bearing of V-drive gear shaft 6-3 Gear Check the surface, tooth face conditions and backlash of each gear. Replace any defective part. (1)Tooth surface wear. Check the tooth surface for pitting, abnormal wear, dents and cracks. Repair both the lightly damaged gears and replace heavily damaged gears. (2)Tooth surface aontact. Check the tooth surface contact. The amount of tooth surface contact between the tooth crest and tooth flank must be at least 70% of the tooth width. (3)Backlash. Measure the backlash of each gear, and replace the gear when it is worn beyond the wear limit. V-drive gear shaft Backlash Drive gear and V·drive gear Maintenance standard 0.08-0.16 (0.0031 -0.0063) mm Wear limit 0.3 (0.0118) 6-4 Oil seal and 0-ring Check the sealing surface of the oil seals and O·ring. If worn and/or scratched, replace. 10·90 Printed tn Japan OOOOAOA 1361 Packing . Chapter 0 Reductwn a nd Reversing Gear 1 6. /nspectt.on and Servicing SM/GM(F)(C)·HM(F)(C) 6-5 Pac k·lng Check the oil coo ler packings. lf there are cracks, and/or . scratches, repa ir. V-drive case B 10-91 Printed in Japan OOOO AOA 136l Chapter I 0 Reduction and Reversing Gear 7. Shim Adjustment for V-drive Gear Shaft, etc. SM/GM(F)(C)-HM(F)(C) 7.Shim adjustment for V -drive gear shaft, and backlash adjustment for V-drive gear shaft and drive gear Check the thickness of shims for V·drive gear shaft. When the components are not replaced after dismantling, the same shims can be reused. When the clutch case, flange, V-drive case A and 8 or any of the following parts is replaced, the thickness of shim must be determined in the following manner. For input shaft parts : input shaft, bearing For output shaft parts: output shaft, thrust collar A, thrust collar B. gear, bearing For V-drive gear shaft parts : V-drive gear shaft, cover A, cover B, bearing 7·1 Measuring method of shim thickness(Tl, T2) of V -drive gear shaft V-drive gear shaft (1) Install the cover A to the V-drive case A, and measure the bearing insertion hole depth A. Cover A V-drive case A (2) Install the cover B to the V-drive case B, and measure the bearing insertion hole depth A'. (3) Insert bearings into the V-drive gear shaft, and measure the 8-length between the bearing outer races. 10·92 Printed in Japan OOOOAOA 1361 Chapter I 0 Reduction and Reversing Gear 7. Shim Adjustment for V-drive Gear Shaft, etc. SM/GM(F)(C)-HM(F)(C) (4) Obtain the thickness T1. and T2 by the following formulas: Where: T = T1 + T2 Tolerance ofT-dimension ±0o 1 T1 standard dimension 0.8 mm (5) Standard dimensions A+ A' -B T-T1 (0.8 mm) A A' B T T1 KM3V 49.8 -50.2 ( 1.937 -1.976) 20.8-21.2 (0.819-0.835) 68.7 -69.3 (2.705-2.728) 1.3-2.7 (0.051 -0.106) 0.8 (0.0315) NO TE. !f the measured values differ largely from the above values, your measurements may be incorrect. Measure again correctly. (6) Adjusting shim set Part No. Thickness. mm(in.) No. of shim 1.0 (0.0039) 1 177070-02860 0.3 (0.0118) 3 0.2 (0.0079) 2 7-2 Backlash adjustment for V-drive gear shaft and drive gear (1) Insert the fuse wire into the interval between the Drive gear and the V-drive gear from the cooler installation window. Turn the gear, and pull out the fuse wire. Measure the pressed thickness of the fuse wire with a micrometer. Backlash standard:O.OB ,......, 0.16 mm (0.0032 -0.0063 in.) (2) When the backlash is larger than the standard value, move the T2 shim to the T1 side. When the backlash is smaller than the standard value, move the T1 shim to the T2 side. NO TE: By moving the Tt, or T2 shim by O. lmm, the backlash is varied by about 0.016 mm (0.0006 in.). V-drive gear shaft Fuse wire 10-93 Printed in Japan OOOOAOA I361 Chapter 10 Reduction and Reversing Gear 8. Disassembly SM/GM(F)(C)-HM(F)(C) 8. Disassembly 8·1 Dismantling the V-drive assembly 8-4 Remove the engine feet, lube oil dipstick, and 0-ring. (1) Remove the remote control cable. (2) Remove the cooling water hose of lube oil cooler. (3) Remove the V-drive assembly from the engine mounting flange. 8-2 Drain the cooling water from the lube oil cooler. 8-5 Remove the lube oil cooler fixing bolts, and then remove the lube oil cooler body, packings, and plate. 8-3 Loosen the plug at the bottom of the V-drive case, and drain the lube oil. 8-6 Loosen the V-drive shaft end nut. Drain plug 10·94 Printed in Japan OOOOAOA 1361 Chapter I 0 Reduction and Reversing Gear 8. Disassembly SM/GM(F)(C)-HM(F)(C) 8..7 Remove the end nut, output shaft coupling, and 0-ring. 8-9 Remove the V-drive shaft. NO TE: T) Use the special tool to remove the end nut from the V-drive shaft. 2)Special tool (option part) Part No. 117010-09010 Dimension: mm Material: Carbon steel Hardness: HB 203 -258 HS 31-38 8-10 Remove the end nut, and drive gear from the output (Hardening) shaft. 12 16 30 8-8 Remove the fixing bolts on the V-drive case 8, and also remove the V-drive case B. NOTE: Note that the end nut has a /eft-handed thread. 10-95 Printed in Japan OOOOAOA I361 Chapter I 0 Reduction and Reversing Gear 8. Disassembly SM/GM(F)(C)·HM(F)(C) 8-11 Remove the V-drive case A fixing bolts, and remove 8-14 Remove the bearing outer races from the V-drive the V -drive case A. cases A and B. V-drive case A 8-12 Disassembly of clutch assembly. Follow to the same procedures described for model KM3P. (Refer to the sections under KM3P) S.13 Remove the covers, 0-rings, and oil-seals from the V-drive cases A and B. 8-15 Remove the bearing inner races from the V-drive gear shaft. V-drive case B Oil-seal 10·96 Prinll'd in Japan OOOOAOA 1361 Chapter I 0 Reduction and Reversing Gear 9. Reassembly SM/GM(F)(C)·HM(F)(C) 9. Reassembly 9-1 Reassembly of the clutch unit 94 Insert the center bush and location pin to the clutch Follow to the same procedures described for model case end holes. KM3P. (Refer to sections under KM3P) 9-2 Fit the bearing inner races in the V-drive gear shaft. 9-3 Fit the bearing outer races in the V-drive cases A and B. 9-5 Fit the V-drive case A to the clutch case. NOTE:Apply a non-drying type liquid packing to the matching surfaces of the case A and the clutch case. Printed in Japan 0000 AOA1361 10·97 Chapter 10 Reduction and Reversing Gear 9. Reassembly SMfGM(F)(C)-HM(F)(C) 9-6 Fit the covers, 0-rings, oil seals and shims into the 9-9 Fit the V-drive case 8 to the V-drive case A. V-drive cases A and B. NOTES: 1) Apply a non-drying type liquid packing to the matching surfaces of the V-drive cases A and B. 2) Measure the backlash of the drive gear and 0,1 seal V-drive gear. (Refer to the procedures under the foregoing 6-2.) 9-7 Insert the V-drive shaft into the V-drive case A, and insert the V-drive gear into the output shaft. 9-10 Insert the 0-ring and output shaft coupling. Tighten the lock nut. Use the special tool and the torque wrench. 9-8 Tighten the end nut with a torque wrench 18 -22 kgf-m Tightning torque (130.2 -159.1 ft-lb) 8.5 -11.5 kgf.m Tightening torque (61.5 -83.2 ft-lb) NO TE.· Check that the output shaft coupling turns NO TE: Note that the end nut has a left-handed thread. smoothly at the neutral position of the shift lever. 10-98 Printed in Japan OOOO AOA 1361 9. Reassembly SM/GM(F)(C)-HM(F)(C) 9-14 Fit the lube oil drain plug Chapter 10 Reduction and Reversing Gear 9-11 Caulk the lock nut 9-12 Fit the oil cooler 9-13 Fit the engine feet, lube oil dipstick and O..ring. 10-99 Printed in Japan OOOO AOA1361 CHAPTER 11 REMOTE CONTROL SYSTEM 1. Construction ......................................... 11-1 2. Clutch and Speed Regulator Remote Control ....•.•..••• 11-3 3. Engine Stop Remote Control . .....................•.... 11-7 Priated in Japan OOOOAOA1361 Chapter 11 Remote Control System 1. Construction SM/GM(F)(C)·HM(F)(C) 1. Construction This engine is designed primarily for remote control opera· lion. A remote control cable bracket can be installed by merely adding a remote control lever and link to the engine. Engine stop control and decompression remote control may also be installed, in addition to one·handle remote control, which permits engine speed adjustment and onehandle forward·astern switching. For this engine, two·handle control cannot be used to replace one·handle control. 1-1 Modei 1GM10, 2GM20(F) and 3GM30(F) Model KM2-C reduction and reversing gear is used in model 1GM10 and 2GM20(F), 3GM30(F)(C) engines, therefore the forward and reverse lever is on the left when viewed from the stern. The construction for models 1GM10 and 2GM20(F) 3GM30(F) is the same except for the shape and mounting position of the bracket. Top mounted Side mounted Cable (Push-pull) No. 33·C Morse one handle MV type Engine stop remote control cable 11-1 Printed in Japan OOOOAOA1361 Chapter II Remate Control System I. Construction SM!GM(F)(C)-HM(F)(C) 1-2 Modei 3HM35(F) Model 3HM35(F) is built the same except lor the shape and mounting position of the bracket. The reduction and reversing gear tor engine model Side mounted 3HM35(F) is model KBW10E, therefore, the clutch lever is on the right when viewed from the stem. Topmounted Morse one handle MV type control cable (push-pu!f} No.-33C stop remote control 11-2 Printed in Japm1 GOOOA0Al36l 2. Clutch and Remote Control SM/GM(F)(C)·HM(F)(C) Chapter II Remote Control System 2. Clutch And Speed Regulator Remote Control 2-1 Construction Both models of MT2 and MV morse one handle remote control can be used. They are optionally available. 2-1.1 MT2type 2·2. 2 MV type Newly expanded MV series controls include right and left 2-2 One-handle remote control composition Speed control Clutch control (1) Control cable Morse Type "33·C" push-pull control cables. Remote control cable Clamp Remote contorl cable Clamp Spring joint Clevis Use only Super-Responsive Morse Control Cables. They are designed specifically for use with Morse control heads. This engineered system of Morse cables, control head and engine connection kits ensures dependable, smooth operation with an absolute minimum of backlash. The thread size on cable ends is 10-32. Travel 11-3 hand models designed for easier installation and servicing. The MV control can be preassembled and installed without removing side panels. Pull-out button disengages clutch for full throttle range in neutral for safe starting and warm-up. MV controls have forward, neutral and reverse detents; built·in friction to prevent throttle creep. 1GM10, 2GM20(F), 3GM30(F) 3HM35(F) 33-C YANMAR made 33-C YANMAR made YANMAR made --YANMAR made (2) Clamp YANMAR cable clamps are standard parts, and are fitted to the brackets on the engine and clutch. M5x 12 mm (0.4724 in.) is up to 3". The core is a solid wire, with a 3/32" diameter. Prmted in Japan OOOOAOA136I Chapter 11 Remote Control System 2. Clutch and Speed Regulator Remote Control SM/GM(F)(C)·HM(F)(C) (3) Spring joint The cone clutch is fitted to engine models 1GM10, 2GM20(F) and 3GM30(F). The spring joint is fitted to the clutch lever, and is also connected to the control cable. Split Metalconnector fitting ACable securing screw (4) Clevis The YANMAR clevis is attached to the clutch lever on model 3HM35(F). Cable securing screw. NOTE: When the push·pu/1 cable is fitted, it must be fitted at the spring side. 2-3.1 Movement of lever for modei 1GM10(C) Cable securing screw Idling 2·3 Engine side installation The same governor lever is used in all 4 engine models, however, its operation angle is different depending on the model. The connecting metal which fits with the damping spring is R=68.5 mm (2.6969 in.) at the tip of the governor lever, and the cable has only to be screwed into this fitting. Metal connector fitting M5 thread Governor lever Engine stop lever 11-4 Printed in Japan OOOOAOA1361 Chapter 11 Remote Control System 2. Clutch and Speed Regulator Remote Control SM/GM(F)(C)·HM(F)(C) 2-3.2 Movement of lever for models 2GM20(F)(C), 3GM30(F)(C), and 3HM35(F)(C) Maximum speed Approx. Approx. 40° Idling Approx. 45° R=68.5 (2.6969mm in.) 2·4Setting the reduction and reversing gear side Model KM2C reduction and reversing gear is used forengine models 1GM10 and 2GM20(F), and model KM3A for engine model 3GM30(F). On these reduction and reversing gears, the spring joint is fitted to the control lever, and the remote control cable is connected to this joint. Reduction and reversing gear model KBW10E is used on engine model 3HM35(F). On these reduction and reversing gears, the clevis is attached to the clutch operating lever, and the remote control cable is connected to the clevis. 2-4.1 For models 1GM10, 2GM20(F) and 3GM30(F) mm (in.) Remote control cable On model 3GM30(F) (KM3A), t:,. mark is engraved .On the opposite side of the shift lever. Spring joint 11-5 Printed in Japan OOOOAOA1361 2. Clutch and Speed Regulator Remote Control SM/GM(F)(C)·HM(F)(C) 2-4.2 For model 3HM35(F) Chapter 11 Remote Control System mm (in.) 2-!2l6.4 (0.2520) hole Split pin Clevis Clevis Shift lever 11-6 Printed in Japan OOOOAOA1361 Chapter 11 Remote Control System 3. Engine Stop Remote Control SM/ GM(F)(C)·HM(F)(C) 3. Engine Stop Remote Control 4-1 For modei 1GM10(C) Bracket Remote control cable Metal connector fitting Bracket Remote control cable Metal connector fitting of 1.5 ,..., 2.5mm (0.05906 "" 0.0984 in.) The metal connector fitting has a hole of 2.5mm (0.0984 in.) dia. to YANMAR made 01.5mm (0.05906 in.) option Cable dia. 01.5 ,.,.., 02.5mm (0.05906 '"" 0.0984 in.) accommodate the cable, and cable dia. can be used in the connector. 4-2 For models 2GM20(F)(C), 3GM30(F)(C) and 3HM35(F)(C) Bracket Metal connector fitting Remote control cable 11-7 Prinlt>d in Jupun OOOOAOA1361 CHAPTER 12 ELECTRICAL SYSTEM 1. Electrical System ...•••••..••......................... 12-1 2. Battery .............................................. 12-4 3. Starter Motor ........................................• 12-7 4. Atternator Standard, 12V/55A .......................... 12-18 4A. Alternator Option, 12V/35A ..........................• 12-28 5. Instrument Panel •...•.........••••••............•.... 12-37 6. Tachometer ...................•...................... 12-43 Pri11ted in Japan OOOOAOA1361 Chapter 12 Electrical System 1. Electrical System SM/GM(F){C)-HM(F)(C) 1. Electrical System 1-1 System diagram of electric parts AC alternator Lubricating oil pressure sw1!Ch Tachometer sensor B-type instrument panel (large) Tachometer Printed in Japan OOOOAOA1361 Starter-motor BatteryFor GM series: Battery switch (optional) 12V, 70AH or h1gher For Model 3HM Series. 12V. 100AH or higher "''•"''"'" Wireharness Wireharness. mstrument panel A-type instrument panel (small) Rubber sealed lamp (sail-drive) Water temperature warning lamp Push button switch Alarm buzzer Key switch 12-1 0 0 :"-' (")!" !'> .. l'>l"" 0., :::E ill..{5 ii ::J ..-.. "' a. NOTE: Battery .. .. GM, 12V-70AH JHM, {Mini.) 3 Recommended Not used (Except 1GM10) scapacity ..·2i " .,. Yellow/Wh ite g White/Red a. Black C.W. temp. lamp -ti Blue/Red !<_"-' "' ill = ;; "'· Alternator Extension cable 3m (Standard) Red/Black L.O. pressure lamp The total length extension .. Not used cable must be less than 6 m. ')' "' L.O. pressure switch Spare connector Spare connector Blue/Red NOTES: 1. Use BATTERY CABLE 1 + 2 + 3 of 20mm2 tor total length of less than 2.5m. 40m2 tor less than Sm. 2. Extension cord: Up to 2 (6m) usable but beyond 3 .. -...: prohibited. "" .., Chapter 12 Electrical System 2. Battery SM/GM(F)(C)-HM(F)(C) 2. Battery 2·1 Construction Terminal Filler cap Cover Negative plate Separate plate -Battery case ---Glass mat "Positive plate The battery utilizes chemical action to convert chemical energy to electrical energy. This engine uses a lead acid battery which stores a fixed amount of power that can be used when required. After use, the battery can be recharged and used again. As shown in the figure, a nonconductive container is filled with dilute sulfuric acid electrolyte. Lead dioxide positive plates and lead dioxide negative plates separated by glass mats are stacked alternately in the electrolyte. The positive and negative plates are connected to their respective terminals. Power is removed from the battery by connecting the load across these two terminals. When the battery is discharging, an electric current flows from the positive plates to the negative plates. When the battery is being charged, electric current is passed through the battery in the opposite direction by an external power source. 2·2 Battery capacity and battery cables 2·2.1 Battery capacity Since the battery has a minimum capacity of 12V, ?OAH, it can be used for 100 .. 150AH. 1GM10(C) 2GM20(F)(C) 3GM30(F)(C) 3HM35(F)(C) Minimum battery capacity 12V 70AH 12V 100AH Fully charged specific gravity 1.26 1.26 2·2.2 Battery cable Wiring must be performed with the specified electric wire. Thick, short wiring should be used to connect the battery to the starter, (soft automotive low-voltage wire [AV wire]). Using wire other than that specified may cause the fol· lowing troubles: The overall lengths of the wiring between the battery (+) ter· minal and the starter (B) terminal, and between the battery (-) terminal and the starter (E) terminal should be based on the following table. Single conductor wire Battery switch Open circuit caused by vibrations Faulty charging Key switch Allowable Conductor a+b+cVoltage cross-wiring allowablesystem voltage section lengthdrop area 20mm> Up to 2.5m (0.0311 in.1) (98.43 in.) 12V 0.2V or less/100A 40mm> Up to5m (0.062 in.') (196.87 in.) NOTE: Excessive resistance in the key switch circuit (between battery and start (S) terminals) can cause improper pinion engagement. To prevent this, follow the wiring diagram exactly. 2·3 Inspection The quality of the battery governs the starting performance of the engine. Therefore the battery must be routinely in· spected to assure that it functions perfectly at all times. 2·3.1 Visual inspection (1) Inspect the case for cracks, damage and electrolyte leakage. (2) Inspect the battery holder for tightness, corrosion, and damage. (3) Inspect the terminals for rusting and corrosion, and check the cables for damage. (4) Inspect the caps for cracking, electrolyte leakage and clogged vent holes. Correct any abnormal conditions found. Clean off rusted terminals with a wire brush before reconnecting the battery cable. 12·4 Printed in Japan OOOOAOA1361 Chapter 12 Electrical System 2. Battery SM/GM(F)(C)-HM(F)(C) 2·3.2 Checking the electrolyte (1) Electrolyte level Good Low Jlj[=(jJ= High Check the electrolyte level every 7 to 10 days. The electrolyte must always be 10 .. 20mm over the tops of the plates. NOTES: 1) The "LEVEL" line on a transparent plastic bat· tery case indicates the height of the elec· trolyte. 2) Always use distilled water to bnng up the elec· trolyte level. 3) When the electrolyte has leaked out, add dilute sulfuric acid with the same specific gravity as the electrolyte. (2) Measuring the specific gravity of the electrolyte 1) Draw some of the electrolyte up into a hy· drometer. Hydrometer 2) Take the specific gravity reading at the top of the scale of the hydrometer. Rubber bulb Glass tube Read top ofscale Float 3) The battery is fully charged if the specific gravity is 1.260 at an electrolyte temperature of 20°C. The battery is discharged if the specific gravity is 1.200 (50%). If the specific gravity is below 1.200, recharge the battery. 4) If the difference in the specific gravity among the cells of the battery is ±0.01, the battery is OK. 5) Measure the temperature of the electrolyte. Since the specific gravity changes with the temperature, 20°C is used as the reference temperature. Reading the specific gravity at 20°C S,o = St + 0.0007 (t -20) S,.: Specific gravity at the standard temperature of 20°C St: Specific gravity of the electrolyte at t°C 0.0007: Specific gravity change per 1 °C t: Temperature of electrolyte 2·3.3 Voltage test Using a battery tester, the amount of discharge can be determined by measuring the voltage drop which occurs while the battery is being discharged with a large current. Battery tester (1) Connect the tester to the battery. 12V battery tester Adjust the current (A). (2) Connect the (+) lead of the tester to the (+) battery terminal, and the (-) tester lead to the (-) battery terminal. (3) Push the TEST button, wait 5 seconds, and then read the meter. • Repeat the test twice to make sure that the meter indication remains the same. 2·3.4 Washing the battery (1) Wash the outside of the battery with a brush while running cold or warm water over the battery. (Make sure that no water gets into the battery.) (2) When the terminals or other metal parts are corroded due to exposure to electrolyte leakage, wash off all the acid. (3) Check the vent holes of the caps and clean if clogged. (4) After washing the battery, dry it with compressed air, connect the battery cable, and coat the terminals with grease. Since the grease acts as an insulator, do not coat the terminals before connecting the cables. 12-5 Printed in Japan OOOOAOAI361 Chapter 12 Electrical System 2. Battery 2·4 Charging 2·4.1 Charging methods There are two methods of charging a battery: normal and rapid. Rapid charging should only be used in emergencies. • Normal charging ... Should be conducted at a current of 1/10 or less of the indicated battery capacity (10A or less for a 100AH battery). • Rapid charging ... Rapid charging is done over a short period of time at a current of 1/5 "' 1/2 the indicated battery capacity (20A .. 50A for a 100AH battery). However, since rapid charging causes the electrolyte temperature to rise too high, special care must be exercised. 2·4.2 Charging procedure (1) Check the specific gravity and adjust the electrolyte level. (2) Disconnect the battery cables. (3) Connect the red clip of the charger to the (+) battery terminal and connect the black clip to the (-) terminal. (4) Set the current to 1/10 .. 1/5 of the capacity indicated on the outside of the battery. (5) Periodically measure the specific gravity during charging to make sure that the specific gravity remains at a high fixed value. Also check whether gas is being generated. 2·4.3 Charging precautions (1) Remove the battery caps to vent the gas during charging. (2) While charging, ventilate the room and prohibit smoking, welding, etc. (3) The electroly1e temperature should not exceed 45°C during charging. (4) Since an alternator is used on this engine, when charging with a charger, always disconnect the battery (+)cable to prevent destruction of the diodes. (Before disconnecting the (+) battery cable, disconnect the (-) battery cable [ground side].) SM/GM(F)(C)-HM(F)(C) Specificgravity 1.23 1.261.25 1.281.27 1.24 1.29 10 0 10 20 30 40Electrolyte temperature (0C) Electrolyte temperature and specific gravity 2·5 Battery storage precautions The life of a battery depends considerably on how it is handled. Generally speaking, however, after about two years its performance will deteriorate, starting will become difficult, and the battery will not fully recover its original charge even after recharging. Then it must be replaced. (1) Since the battery will self·discharge about 0.5%/day even when not in use, it must be charged 1 or 2 times a month when it is being stored. 2 : 0 1 2 50°C 20°C3 4Number ofdays after charging Self-discharge/ day(%) (2) If charging by the engine alternator is insufficient because of frequent starts and stops, the battery will rapidly lose power. Charge the battery as soon as possible alter it is used under these conditions. (3) An easy·to·use battery charger that permits home charging is available from Yanmar. Take proper care of the battery by using the charger as a set with a hydrometer. When the specific gravity has dropped to about 1.16 and the engine will not start, charge the battery up to a specific gravity of 1.26 (24 hours). (4) Before putting the battery in storage for long periods, charge it for about 8 hours to prevent rapid aging. 12-6 Printed in Japan OOOOAOAI361 Chapter 12 Electrical System 3. Starter Motor SM/GM(F)(C)-HM(F)(C} 3. Starter Motor The starter motor is installed on the flywheel housing. When the starting button is pushed, the starter motor pinion flies out and engages the ring gear of the flywheel. Then the main contact is closed, current flows, and the engine is started. After the engine starts, the pinion automatically returns to its initial position when the starting button is released. Once the engine starts, the starting button should be released immediately. Otherwise, the starter motor may be damaged or burned out. 3·1 Specifications·and Performance. 1GM10(C) Engine Model 2GM20(F)(C) 3HM35(F)(C) 3GM30(F)(C) Model 8114-303 S12-77A Rating (sec) 30 30 Output (kW) 1.0 1.8 Direction of rotation (viewed from pinion side) Clockwise Clockwise Weight kg (lb) 4.4 (9.7) 9.3 (20.5) Clutch system Overrunning Overrunning Engagement system Magnetic shift Magnetic shift No. of pinion teeth 9 Moves plunger to engage and disengage ptnton, and Pinion flyout voltage (V) 8 or less 8 or less Terminal voltage (V) 12 12 No-load Current (A) 60 or less 90 or less Speed (rpm) 7000 or greaer 4000 or greater Loaded Terminal voltage (V) 6.3 8.5 characteristics Current (A) Torque kgf-m (ft-lb) 460 or less 0.9 (6.51) or greater 420 1.35 (9.76) or greater E §"'in E .. ::'!:... g .. B-e-. .... , 0 0 >--"' 1.2 12000 12 1.0 10000 10 0.8 8000 8 0.6 6000 6 JIS 05004 12-8 Battery· N70 2/4 charged -10°C E -a .. • ; 0 {! 0 4.8 2.4 4.0 2.0 3.2 1.6 2.4 1.2 1.6 0.8 0.8 0.4 0 0 Battery: N100Z -15°C 4/4 charged 5 10 Output ..0 4 8 3 6 2 4 2 IJeea 0 200 400 600Current (A) BOO S12-77A Performance curves 3·2 Construction The starter motor described in this section is a conventional pre-engaged 4-brush4-pole starter motor with ascrew roller drive clutch. The starter motor is composed of three major parts, as follows: (1) Magnetic switch through the engagement lever, opens and closes main contact (moving contact) to stop the starter motor. (2) Motor A continuous current series motor which generates rotational drive power. (3) Pinion Transfers driving power from motorto ring gear. An overspeed clutch is employed to prevent damage if the engine should run too fast. 0 00 100 200 300 400 ••a Current (A) 8114-303 Performance curves 4000 4 2000 2 12-7 Printed in Japan OOOOAOAI36I Chapter 12 Electrical System 3. Starter Motor SM/GM(F)(C)-HM(F)(C) Brush (-) Brush spring Magnetic switch Thrust washer Rear cover \ Brush holder Brush (+) Dust cover \ \ Yoke Field coil Armature '..enter plate Pinion \ Pinion stopp ec Gear case Magnetic switch Field coil .. Brush......___ Pinion ..·L +J Armature Yoke 12-8 p -ted in Japan 00......0A136t Chapter 12 Electrical System 3. Starter Motor SM/GM(F)(C)"HM(F)(C) To prevent the motor receiving a shock which will occur as the engine starts and over-runs, this starter motor is installed with an over-running clutch. Over-running clutch Clutch outer roller 1 Cover Roll..rRoller spring 3·3 Operation Starting switch closes Current flows in series coil and shunt coil Plunger is attracted by magnetic force, and pinion is pushed out by shift lever When pinion flies out normally When pinion collides with ring gear Pinion enages ring gear Pinion and ring gear not engaged Torsion spring contracted and plunger shifted Contacts of main contact close and current flows Contacts of main contact closed and current flows Armature rotates Armature turns Pinion and ring gear separate, pinion engages ring gear, Ring gear turns and ring gear rotates After engine starts, starting switch opens Magnetic switch is released Pinion returns to original position through shift lever by torsion spring and contacts are simultaneously opened Motor (armature) stops rotating 12-9 Printed in Japan OOOOAOAI361 3·4 Adjustment and performance test 3·4.1 l·slze measurement (gap between pinion and pinion stopper) When the pinion is at the projected position, measure between pinion and pinion stopper. This check should be made with the pinion pressed back lightly to take up any play in the engagement linkage. mm(in)Startermotor /dimension 0.3 2.5 8114-303 (0.0118 -0.0984) 0.2-t.5 S12-77A (00079 -0.059t) Pressing the pinion 1 dimension . Measuring ofl dimension 3·4.2 Pinion movement After complete assembly of the starter motor, connect up the motor as in Fig. Switch Battery Starter s M Chapter 12 Electrical System 3. Starter Motor SM/GM(F)(C)-HM(F)(C) 3-4.3 Plunger movement Adjustment made by adjusting stroke of magnetic plunger to the prescribed value. (1) Shim adjusting type (8114-303) Adjust the /-dimension installing shim (Adjusting plate) at the magnetic switch attach section. There are two kind of shim [Thickness 0.5mm (0.0197in.), O.Bmm (0.0315in.)] Adjusting plate (2) Adjusting screw type (81 2-77 A) Adjust the /-dimension by adjusting screw and nut. 3-4.4 Pinion lock torque measurement Spring scale (5kg range) 0.5m (0.82 ft) 3·4.5 Mesh clearance Mesh clearance is the distance between the flywheel ring gear and starter motor pinion in the rest position. This clearance should be between 3mm (0.1181in.) to 5mm (0.1969in.). J-v5mm(0.1181 "'0.1969in.) 3-5 Disassembly 3-5.1 Magnetic switch (1) Disconnect magentic switch wiring. (2) Remove through bolt mounting magnetic switch. (3) Remove magnetic switch. 12-10 Printed in Japan OOOOAOA1361 Chapter 12 Electrical System 3. Starter Motor SM/GM(F)(C)-HM(F)(C) 3·5.2 Rear cover 3·5.4Yoke (1) Remove dust cover. Remove yoke. Pull it out slowly so that it does not strike against other parts. Dust cover (2) Remove E-ring, and remove thrust washer (be careful not to lose the washer and shim). (3) Remove the two through bolts holding the rear cover and the two screws holding the brush holder. (4) Remove rear cover. 3·5.3 Brush holder (1) Float (-)brush from the commutator. (2) Remove (+)brush from the brush holder. (3) Remove brush holder. 3·5.5 Armature (1) Slide pinion stopper to pinion side. (2) Remove the pinion stopper clip. 3·5.6 Pinion (1) Slide the pinion stopper to the pinion side. (2) Remove the pinion stopper clip. (3) Remove the pinion from the armature. 12-1 1 Printed in Japau OOOOAOAI361 Chapter 12 Electrical System 3. Starter Motor SM/GM(F)(C)-HM(F)(C) 3·6 Inspection 3·6.1 Annature (1) Commutator Inspect the surface of the commutator. If corroded or pitted, sand with #500 .. #600 sandpaper. If the commutator is severely pitted, grind it to within a surface roughness of at least 0.4 by turning it on a lathe. Replace the commutator if damage is irreparable. Sand paper mm (in) 8114-303 S1 2-77A Maintenance standard Wear limit Maintenance standard Wear limit Commutator outside diameter 033 (1 .299) 032 (1260) 043 (1 .693) 040 (1 .575) Commutator run-out Within 0.03 (0.0012) 0.2 (0.0079) Within 0.03 (0.0012) 0.2 (0.0079) Difference between maximum diameter and minimum diameter Repair limit 0.4 (0.0157) Repair accuracy 0.05 (0.002) Repair limit 0.4 (0.0157) Repair accuracy 0.05 (0.002) (2) Mica undercut (3) Armature coil ground test Check the mica undercut, correct with a hacksaw Using a tester, check for continuity between the blade when the undercut is too shallow. commutator and the shaft (or armature core). Continuity indicates that these points are grounded Bad Good ksaw blade blade Commutator ..···· .. Bad Good Maintenance standard Repair limit mm (in ) Mica undercut 0.2 (0.0079) 0.5 .. 0.8 (0.0197 .. 0.0315) and that the armature must be replaced. 1) Short test...existence of broken or disconnected coil. 2) Insulation test. .. between commutator and armature core or distortion shaft. Checking commutator for insulation defects. 12-12 Printed in Japan OOOOAOA1361 Chapter 12 Electrical System 3. Starter Motor SM/ GM(F)(C)·HM(F)(C} Checking armature windings for insulation faults. ©0© (4) Armature shaft outside diameter Measure the outside diameter of the armature shaft at four locations: front, center, end, and pinion. Replace the armature if the shaft is excessively worn. Check the bend of the shaft; replace the armature if the bend exceeds 0.08mm (0.0031in.) 3·6.2 Field coil (1) Open test Check for continuity between the terminals connecting the field coil brushes. Continuity indicates that the coil is open and that the coil must be replaced. (2) Short test Check for continuity between the yoke and any field coil terminal. Continuity indicates that the coil is shorted and that it must be replaced. (3) Cleaning the inside of the yoke If any carbon powder or rust has collected on the inside of the yoke, blow the yoke out with dry compressed air. • Do not remove the field coil from the yoke. 3·6.3 Brush The brushes are quickly worn down by the motor. When the brushes are defective, the output of the motor will drop. (1) Brush dimensions Replace brushes which have been worn beyond the specified wear limit. Replace the brush if it is worn up to the bottom of the Hitachi trademark (approximately one-half its original length) Standard height NEW USED mm (in ) 5114·303 S12-77A Brush standard height 16 (0.6299) 22 (0.8661) Wear limit 4 (0.1575) 8 (0.3150) 12-13 Printed in Japan OOOOAOA1361 Chapter 12 Electrical System 3. Starter Motor SM/GM(F)(C)·HM(F)(C) (2) Brush appearance and movement in brush holder If the outside of the brush is damaged, replace it. If the movement of the brushes in the brush holder is hampered because the holder is rusted, repair or replace the holder. (3) Brush spring Since the brush spring pushes the brush against the commutator while the motor is running, a weak or defective spring will cause excessive brush wear, resulting in sparking between the brush and the commutatOr during operation. Measure the spring force with a spring balance; replace the spring when the difference between the standard value and the measured value exceeds ±0.2kg. Spring Wear limit ±0.2kg Brush spring (Measuring brush spring force) 51 14·303 S12-77A Standard spring load 1.6kg (3.527 lb) 0.85kg (1 .8737 lb) (4) Brush holder ground test Check for continuity between the insulated brush holder and the base of the brush holder assembly. Continuity indicates that these two points are grounded and that the holder must be replaced. 3·6.4 Magnetic switch (1) Shunt coil continuity test Check for continuity between the S terminal and the magnetic switch body (metal part). Continuity indicates that the coil is open and that the switch must be replaced. S114·303 S12-77A Coil resistance (at 20°C) 0.694Q 0.590Q (2) Series coil continuity test Check for continuity between the S terminal and M terminal. Continuity indicates that the coil is open and that it must be replaced. S114·303 S12-77A Resistance value (at 20°C) 0.324Q 0.267Q 12-14 Printed in Japan OOOOAOA1361 Chapter 12 Electrical System 3. Starter Motor SM/GM(F){C)"HM(F)(C) (3) Contactor contact test Push the plunger with your finger and check for continuity between the M terminal and 8 terminal. Continuity indicates that the contact is faulty and that the contactor must be replaced. 3·6.5 Pinion (1) Inspect the pinion teeth and replace the pinion if the teeth are excessively worn or damaged. (2) Check if the pinion slides smoothly; replace the pinion if faulty. (3) Inspect the springs and replace if faulty. (4) Replace the clutch if it slips or seizes. 3·7 Reassembly precautions Reassemble the starter motor in the reverse order of disassembly, paying particular attention to the following: (1) Torsion spring and shift lever Hook the torsion spring into the hole in the magnetic switch and insert the shift lever Into the notch in the plunger of the magnetic switch through the torsion spring. Torsion spring (2) Mounting the magentic switch Attach the shift lever to the pinion; assemble the gear case as shown below. Do not forget to install the dust cover before assembling the gear case. After reassembly, check by conducting no-load opera· tion. (3) Lubrication Lubricate each bearing and spline (points indicated in the figure below) with high quality "'Hitachi Electrical Equipment Grease A"'. The following lubricants may be used in place of Hitachi Electrical Equipment Grease A. Magnetic switch plunger Aeroshell No. 7 Bearing and spline Albania Grease No. 2 12-15 Printrd in Japan OOOOAOAI361 Chapter 12 Electrical System 3. Starter Motor SM/GM(F)(C)-HM(F}(C) 3·8 Testing 3·8.1 No load test Test procedure (1) Connect the positive side of the ammeter (A) to the positive terminal of the battery, and connect the negative side of the ammeter to the B terminal of the starter. 3·9 Maintenance standard Standard spring load (2) Connect the negative terminal of the battery to the body of the starter. (3) Connect the positive side of the voltmeter (V) to the B terminal of the starter, and connect the negative side of the voltmeter to the body of the starter. (4) Attach the tachometer. (5) Ccnnect the B terminal of the starter to the S terminal of the magnetic switch. • The magnetic switch should begin operating, and the speed, current, and voltage should be the prescribed values. • A fully charged battery must be used. • Since a large current flows when the starter is operated, close the protection circuit switch before initial operation, then open the switch and measure the current after the starter reaches a constant speed. 5114·303 S12·77A kg (lb) 1.6 (3.527) 0.85 (1.8737) Brush Standard height mm On.) 16 (0.6299) 22 (0.8661) Wear limit mm On.) 12 (0.472) 8 (0.3150) Series coil resistance Q 0.324 0.267 Magnetic switch Shunt coil resistance Q 0.694 0.590 Maintenance standard mm (in.) 033 (1.299) 043 (1.193) Outside diameter wear limit mm ..n.) Difference between mm (in.) Repair limit maximum diameter Commutator and maximum Repair accuracy mm (in.) diameter Maintenance standard mm (in.) Mica undercut Repair limit mm (in.) Shaft diameter mm (in.) Rear side bearing Bearing inside diameter mm (in.) Shaft diameter mm (ln.) Intermediate bearing 032 (1.260) 040 (1.575) 0.4 (0.0157) 0.05 (0.002) 0.2 (0.0079) 0.5 .. 0.8 (0.0197 .. 0.0315) 14.950 .. 14.968 12.450 .. 12.468 (0.4902 .. 0.4909) (0.6686 .. 0.5893) 12.500 .. 12.527 15.000 .. 15.018 (0.4921 .. 0.4932) (0.5906 .. 0.5913) 20250 .. 20268 - (0.7972 .. 0.7980) Bearing inside diameter Standard dimension Shaft diameter Pinion sliding section Pinion inside diameter Shaft diameter Pinion side bearing Bearing inside diameter mm (in.) mm (in.) mm ..n.) mm (in.) mm (in.) - 12.450 .. 12.468 (0.4902 .. 0.4909) 12530 .. 12550 (0.4933 .. 0.4941) 12.450 .. 12.468 (0.4902 .. 0.4909) 12.500 .. 12.527 (0.4921 .. 0.4932) 20.500 .. 20.518 (0.8071 .. 0.8080) 13.950 .. 13.968 (0.5492 .. 0.5499) 14.030 .. 14.050 (0.5524 .. 0.55311 13.950 .. 13.968 (0.5492 .. 0.5499) 14.000 .. 14.018 (0.5512 .. 0.5519) 12-1 6 Printed 1n Japan OOOOAOA1361 Chapter 12 Electrical System 3. Starter Motor 3·1 0 Various problems and their remedies (1) Pinion fails to advance when the starting switch Is closed SM/GM(F)(C)-HM(F)(C) Problem Cause Corrective action Wiring Starting switch Open or loose battery or switch terminal Threaded part connected to pinion section of armature shaft is damaged, and the pinion does not move Repair or retighten Repair contacts, or replace switch Starter motor Threaded part connected to pinion section of armature shaft is damaged, and the pinion does not move Replace Magnetic switch Plunger of magnetic switch malfunctioning or coil shorted Repair or replace (2) Pinion is engaged and motor rotates, but rotation is not transmitted to the engine Problem Cause Corrective action Starting motor Overrunning clutch faulty (3) Motor rotates at full power before pinion engages ring gear Problem Cause Replace Corrective action Starter motor Torsion spring permanently strained Replace (4) Pinion engages ring gear but starter motor fails to rotate ' Problem Cause Corrective action Wiring Wires connecting battery and magnetic switch open or wire connecting ground, magnetic switch and motor terminals loose Repair, retighten, or replace wire Pinion and ring gear engagement faulty Replace Motor mounting faulty Remount Starter motor Brush worn or contacting brush spring faulty Commutator dirty Replace Repair Armature, field coil faulty Repair or replace Field coil and brush connection loose Retighten Magnetic switch Contactor contact faulty Contactor contacts pitted Replace Replace (5) Motor fails to stop when starting switch is opened alter engine starts Problem Cause Corrective action Starting switch Switch faulty Replace Magnetic switch Switch faulty Replace 12-17 Prin/('d in Japan OOOOAOAI361 Chapter 12 Electrical System 4. Alternator Standard, 12V/55A SM/ GM(F)(C)·HM(F)(C) 4. Alternator Standard, 12V/55A The alternator serves to keep the battery constantly charg4- 2 Specifications ed. It is installed on the cylinder block by a bracket, and is driven from the V-pulley at the end of the crankshaft by a Vbelt. The type of alternator used in this engine is ideal for high speed engines with a wide range of engine speeds. It contains diodes that convert AC to DC, and an IC regulator that keeps the generated voltage constant even when the engine speed changes. 4·1 Features The alternator contains a regulator using an IC, and has the following features. (1)The IC regulator is self-contained, and has no moving parts (mechanical contact point). It therefore has superior features such as freedom from vibration, no fluctuation of voltage during use, and no need for readjustment. Also, it is of the over-heating compensation type and can automatically adjust the voltage to the most suitable level depending on the operating temperature. (2) The regulator is integrated within the alternator to simplify external wiring. (3)The alternator is designed for compactness, lightness of weight, and high output. (4) A newly developed U-shaped diode is used to provide increased reliability and easier checking and maintenance. (5) As the alternator is to be installed on board, the follow ing measures are taken to provide salt-proofing. 1) The front and rear covers are salt-proofed. 2) Salt-proof paint is applied to the diode. 3) The terminal, where the inboard harness is connected to the alternator, is nickel plated. 4-3 Characteristics Model of alternator LR155-20 (HITACHI) Model of IC regulator TRIZ-63 (HITACHI) Battery voltage 12V Nominal output 12V/55A Earth polarity Negative earth (8) Direction of rotation (viewed from pulley end) Clockwise Weight 4.3kg (9.51b.) Rated speed 5000 rpm Operating speed 1000 .. 9000 Speed for 13.5V 1000 or less Output current at 20°C over 53A/5000 rpm Regulated voltage 14.5 ±0.3V (Standard tem8}rature voltage gradient, -0.011° ) 15 100 Regulated voltage 12 80 .." 60.. ..• 90>J'l , Output current for 13.5V00> ;;'" ;; 400 'C.!!.!l! 6,0>•a: 203 0 0 4 6 100 2 12 Speed of alternator (rpm) 14 X 1Q> 12·1 8 Printed in Japan OOOOAOA 1361 Chapter 12 Electrical System 4. Alternator Standard, 12VI 55 A SM/GM(F)(C)·HM(F)(C) 4·4 Construction This is a standard rotating field type three-phase alternator. It consists of six major parts: the pulley, fan, front cover, rotor, stator and rear cover. The IC regulator is an integral part of the alternator. Stator Bearing retainer Rear cover Front cover Fan Condenser Capacitor assembly Rotor Brush regulator assembly Ball bearing Sp.:lcer Pulley Rear cover assembly assembly Stator assembly Rotor assembly Front cover assembly Bearing retainer Ball bearing Brush set Ball bearing Spacer Rear cover Spacer Insulating bushing Screw (M5 x 0.8 x 14) 12-19 Printed in Japan OOOOAOAI361 Chapter 12 Electrical System 4. Alternator Standard, 12V/55A SM/GM(F)(C)-HM(F)(C) 4·5 Alternator functioning (1) IC regulator The IC regulator is the transistor (Tr,) which is seriesconnected with the rotor. The IC regulator controls the output voltage of the generator by breaking or conducting the rotor coil (exciting) current. When the output voltage of the generator is within the standard value, the transistor (Tr,) turns on. When the voltage exceeds the standard value, the Zener diode goes on and the transistor (Tr,) turns off. With the repeated turning on and off of the transistor, the output voltage is kept at the standard value. (Refer to the circuit diagram below.) (2) Charge lamp When the transistor (Tr,) is on, the charge lamp key switch is turned to ON, and current flows to R,, R, and to Tr, to light the lamp. When the engine starts to run and output voltage is generated in the stator coil, the current stops flowing to this circuit, turning off the charge lamp. (3) Circuit diagram 4·6 Handling precautions (1) Be careful of the battery's polarity (+, -terminals), and do not connect the wrong terminals to the wrong cables or the battery will be short-circuited by the generator diode. In this case too much current will flow, the IC regulator and diodes burn 0ut, and the wire harness will burn. (2) Make sure of the correct connection of each terminal. (3)When quick-charging, etc., disconnect either the battery terminal on the AC generator or the terminal on the battery. (4) Do not short-circuit the terminals. (5) Do not conduct any tests using high tension insulation resistance. (The diodes and IC regulator will burn out.) .. .. .. .. BAT 0,-0, D,-D, r--·---·---· s D, Rn R. R, Rotor coil D. D, ZD IIII I R, _____.J Tr, Regulator AC generator BAT: Generator output terminal D,: IC protecting diode L: Charge lamp terminal ZD: Zener diode E: Earth Tr,, Tr,: Transistor 12·20 : Charge tamp ' switch R Battery switch ..II.. Battery ' _j 0,-D.: . Output commutation diode A,-R.: Resistor D,-0.: Charging lamp switchlng diode F: To supply current to rotor coil Rn: Thermistor (Temperature gradient resistance) Printed in Japan OOOOAOA1361 Chapter 12 Electrical System 4. Alternator Standard, 12V/55A 4·7 Disassembling the alternator (1) Remove the through-bolt, and separate the front as· sembly from the rear assembly. (2) Remove the pulley nut, and pull out the rotor from the front cover. (3) Remove the 12l5mm screw from the front cover, and then remove the ball bearing. SM/GM(F){C)·HM(FXC) (4) Remove the nut, the brush-holder, and diode fixing nut at the BAT, and the terminal screws of the rear cover. Separate the rear cover from the stator (with the diode and brush holder). (5) Disconnect the soldered joint of the stator lead wire, and remove the diode and brush regulator assemblies from the stator at the same time. (6)Separating the regulator 1) To separate the regulator, remove the 12l3.0mm rivet which keeps the diode assembly and the brushless regulator in place, and the soldered joint of the L· terminal. 12-21 Printed in Japan OOOOAOAI361 Chapter 12 Electrical System 4. Alternator Standard, 12V/55A SM/GM{F)(C)-HM(F)(C) 2) To replace the IC regulator, disconnect the soldered joint of the IC regulator and pull out the two bolts. Do not remote these two bolts except when replacing the IC regulator. 4·8 Inspection and adjustment (1) Diode Between terminals BAT(+ Tester wire + side + sideu.v.w. -side Continuity side diode) -side No continuity Between terminals Tester wire + side + sideu.v.w. -side No continuity side diode) -side Continuity u v w Current direction Current flows only in U.Vone .W.: terminadirection l frin om the stator the diode coil as shown in Fig. 181. Accordingly, when there is continuity between each terminal (e.g. BAT and U), the diode is in normal condition (photo). When there is no continuity, the diode is defective. When the tester is connected in the reverse of above, there should be no continuity. If there is, the diode is defective. After repeating the above test, if any diode is found to be defective, replace the diode assembly. Since there is no terminal on the auxiliary diode, check the continuity between both ends of the diode. ,. CAUTION: Do not use high tensile insulation resistance such as meggers, etc. for testing. Otherwise, the diode may burn out. (2) Rotor Inspect the slip ring surface, rotor coil continuity and insulation. 1) Inspecting the slip ring surface Check if the surface of the slip ring is sufficiently smooth. If the surface is rough, grind the surface with No. 500-600 sand paper. If it is contaminated with oil, etc., wipe the surface clean with alcohol. Slip ring outer dia. Standard 031.6mm (1.2441in.) Wear limit 030.6mm (1 .2049in.) 2) Rotor coil continuity test Check the continuity in the slip ring with the tester. If there is no continuity, there is a wire break. Replace the rotor coil. Resistance value Approx. -3.34Q at 20°C 12-22 Printed in Japan OOOOAOAI361 Chapter 12 Electrical System 4. Alternator Standard, 12 VI SSA SM/GM(FXC)-HM(F)(C) 3) Rotor coil insulation test Check the continuity between the slip ring and the rotor core, or the shaft. If there is continuity, insulation inside the rotor is defective, causing a short·circuit with the earth circuit. Replace the rotor coil. 4) Check the rear side ball bearing. If the rotation of the bearing . is heavy, or produces abnormal sounds, replace the ball bearing. (3) Stator 1) Stator coil continuity test Check the continuity between each terminal of the stator coil. If there is no continuity, there is a wire break in the stator coil. Replace the stator coil. 2) Stator coil insulation test Check the continuity between the terminals and the stator core. If there is continuity, insulation of the stator coil is defective. This will cause a short·circuit with the earth core. Replace the stator coil. (4) Brush The brush is hard and wears slowly, but when it is worn beyond the allowable !imit, replace it. When replacing the brush also check the strength of the brush spring. To check, push the spring down to 2mm from the end surface of the brush holder, and read the gauge. Brush spring strength 255-345g (0.56 .. 0.761b.) (5) Brush wear Check the brush length. The brush wears very little, but replace the brush if worn over the wear limit line printed on the brush. Wear limit line (brush) mm(in.) Approx. 0.077Q at 20'C Resistance value 1-phase resistance Maintenance standard wear limit Brush length 16 (0.6299) 12-23 Printed in Japan OOOOAOA136I Chapter 12 Electrical System 4. Alternator Standard, 12 V/55A SM/GM(F)(C)·HM(F)(C) (6) IC regulator Connect the variable resistance, two 12V batteries, resistor, and voltmeter as shown in the diagram. 1) Use the following measuring devices. Resistor (A,) 100Q, 2W, 1 pc. Variable resistor (Rv) 0-300Q, 12W, 1 pc. Battery (BAT,, BAT,) 12V, 2pcs. DC voltmeter 0-30V, 0.5 class 1 pc. (to measure at 3 points) 2) Check the regulator in the following sequence, accor· ding to the diagram. a) Check V, (BAT, + BAT, voltage). If the voltage is 20-26V, both BAT, and BAT, are normal. b) While measuring V, (F·E terminal voltage), move Rv gradually from the 0-position. Check if there is a point where the V, voltage rises sharply from below 2.0V to over 2.0V. If there is no such point, the regulator is defective. Replace the regulator. If there is a sharp voltage rise when testing, return the Rv to the 0-posilion, and connect the voltmeter to the V, Wind the wire 1.5 times around the terminal groove. Mount the insulation tube on the terminal surface. NOTES: 1. Use non-acid type paste. 2. The soldering iron temperature is 300 .. 350'C. 2) Mount the IC regulator on the brush holder as il· lustrated, and press in the M5 bolt. Do not forget to assemble the bushing and the connecting plate at the same time. (If the bushing is left out, the output terminal will be earthed and the battery short-circuited). position. c) While measuring V, (voltage between L·E terminals), move Rv gradually from the 0-position. There should be a point where the voltage of V, rises sharply by 2-6V. Measure the voltage of V, just before this sharp voltage rise. This is the regulating voltage of the regulator. If this voltage of V, is within the stan· dard limit, the regulator is normal. If the voltage deviates from the limit, the regulator is defective. Replace the regulator. R R 0"0[· I II I 4·9 Reassembling the alternator Reassembly is done in the reverse order of diassembly. For reassembly, be careful of the following points. (Refer to 4-7 disassembling alternator). (1) Assembling the brush regulator 1) Solder the brushes. Position the brush as shown in the drnwing and solder it. Be careful not to let the solder drip into the pig tail (lead wire). M5 bolt NOTES: 1. Insertion pressure is 100kg (220.51bs.) 2. Insert vertically. (2) Connecting the brush regulator assembly and diode 1) Check the rivets Place the rivets as shown in the figure, and then calk them using the calking tool. Calking torque 500kg (1102 lbs.) 2) Connect the brush to the diode. Insert the brush side terminal into the diode terminal, calk it, and then solder into place. Rivetting pressure 500kg (1102 lbs.) 12-24 Printed in Japan OOOOAOAI361 Chapter 12 Electrical System 4. Alternator Standard, /2V/55A (3) Assembling the rear cover Insert pins from the outside of the rear cover. Install the brush on the brush holder, then attach the rear cover. After assembly, pull out the pins. Brush holder Brush Pin (4) Tightening torques SM/GM(F)(Cj-HM(F){C) (1) Measuring devices DC voltmeter 0-15V or 0-30V, 0.5 Class, 1 pc. DC ammeter 0-100A, 1.0 Class, 1pc. Variable resistor 0-0.25Q, 1kW, 1pc. Lamp 12V, 3W 100Q resistor 3W 0.25Q resistor 25W (2) Measuring the regulating voltage 1) When measuring devices are connected in the performance test circuit as shown above, the charge lamp lights. 2) Close SW, while keeping SW, open and run the AC generator. When the revolutions of the generator are gradually raised, thEl charge lamp go&s off. 3) Raise the revolutions of the AC generator, and read the voltmeter gauge when the revolutions reach about 5,000 rpms. NOTES: 1. Make sure that the ammeter indication at this time is Jess than SA. If the indication is over 5A, connect the 0.25Q resistor. The voltmeter indication at this time must be within the prescribed regulating voltage value. 2. Raise the AC generator revolutions high to make sure the regulating voltage does not fluctuate along with changes in the revolution speed. (3) Precautions for measuring the regulating voltage 1) When measuring the voltage, measure the voltage between the AC generator BAT terminal, or Battery + terminal, and AC generator E·terminal. 2) Use a fully charged battery. 3) Measure the voltage quickly. 4) Keep SW, open for measurement. Positions Brush holder fixing Diode fixing Bearing retainer fixing Pulley nut tightening Through-bolt tightening 32-40 (2.31 .. 2.891 32-40 (2.31 .. 2.89) 32-40 (2.31 .. 2.89) 400-600 (28.93 .. 43.40) 32-40 (2.31 .. 2.89) 4-10 Performance test Conduct a performance test on the reassembled AC generator as follows. The following is the circuit for the perfonmance test. 0.25Q Resistor Connect when the batteries are discharged 12·25 Printed in Japan OOOOAOA1361 Chapter 12 Electrical System 4. Alternator Standard, 12 V /55 A 4-11 Troubleshooting (1) Charging failure Doesn't Defective the charge lamp go off go off when the key switch is turned Check fan belt engine starting)? Goes off OK After stopping the engine, turn on the key switch. Remove R·L generator coupler. Defective Measure the voltage between BAT terminal, and R-L coupler terminal. OK BAT, R-L terminal Voltage: 9-12V Insert R-L coupler to generator. Tum on the key switch for engine starting. • Measuring condition Generator rpms: 5,000 Referto page 12-25. * Measure the voltage between generator BAT, and L terminal. OK Defective Light the night lamp. Measure the BAT terminal voltage of generator; 0.3-2V is normal. Defective SM/GM(FXC)·HM(F)(C) o Replace fan belt. a Adjust fan belt. o Check electrical wiring for defective continuity of the BAT, and A terminals. o Check the key switch and charge lamp for defective continuity of the . L·terminal. o In case of defective continuity of BAT terminal, replace IC regulator. o In case of defective continuity of L-terminal, check or replace diode, starter, and rotor. Check electrical wiring for night lamp. 12·26 Printed in Japan OOOOAOA1361 Chapter 12 Electrical System 4. Alternator Standard, 12V/55A (2) Overcharging SM/GM(F)(C)·HM(F)(C) Turn on the key switch. *Measure BAT voltage of (Start the engine.) generator. Defective Replace IC regulator or generator. (3) Charge lamp failure Check if the charge lamp lights after turning on the key switch. OK After turning on the key switch (after engine starting), check if the charge lamp goes off. Check the fan belt. Defective Check the wiring. Replace charge lamp. Charge lamp is OK if it goes off. OK Measure BAT voltage of generator. Defective o Replace fan belt. o Adjust fan belt. Defective Replace the charge lamp. 12-27 Prinlrd in Japan OOOOAOA1361 Chapter 12 Electrical System 4A. Alternator Option, 12V/35A SM/GM(F)(C)·HM(F)(C) 4A. Alternator, Option, 12V/35A [Except 1GM10(C)] The alternator serves to keep the battery constantly charged. It is installed on the cylinder block by a bracket, and is driven from the V-pulley at the end of the crankshaft by a Vbelt. The type of alternator used in this engine is ideal for high speed engines having a wide range of engine speeds. It contains diodes that convert AC to DC, and an IC regulator that keep the generated voltage constant even when the engine speed changes. 4A-1. Features The alternator contains a regulator using an IC, and has the following features. (1) The IC regulator, which is self-contained, has no moving part (mechanical contact point), therefore it has superior features such as, freedom from vibration, no fluctuation of voltage during use, and no need for readjustment. Also, it is of the over-heating compensating type and can automatically adjust the voltage to the most suitable level depending on the operating temperature. (2) The regulator is integrated within the alternator to simplify external wiring. (3) It is an alternator designed for compactness, light weight, and high output. (4) A newly developed U-shaped diode is used to provide increased reliability and easier checking and maintenance. (5) As the alternator is to be installed on board, the follow ing countermeasures are taken to provide salt-proofing. 1) The front and rear covers are salt-proofed. 2) Salt-proof paint is applied to the diode. 3) The terminal, where the harness inboard is connected to the alternator, is nickel plated. 4A-2. Specifications 4A-3. Characteristics 0 0 0 0 voltage putput current for 13.5V 8 10 12 14 )( 10' Speed of alternator (rpm) Model of alternator Model of IC regulator Battery voltage Nominal output Earth polarity Direction of rotation (viewed from pulley end) Weight LR135-105 (HITACHI) TR1Z-63 (HITACHI) 12V 12V, 35A Negative earth Clockwise 3.5 kg (7.7 lb) Rated speed 5000 rpm Operating speed 900 ...., 8000 rpm Speed for 13.5V 900 rpm or less Output current (when heated) 5000 rpm 32±2A Regulated voltage 14.5±0.3V(at 20"C, Full battery) Standard temperature/ voltage gradient -0,01V/°C 12-28 Printed in Japan OOOOAOA1361 Chapter 12 Electrical System 4A. Alternator Option, 12V/35A SM/GM(F)(C)·HM(Fj(C) 4A-4. Construction This is a standard rotating field type three-phase alternator. It consists of six major parts: the pulley, fan, front cover, Terminal rotor, stator and rear cover. The IC regulator is an integral part of the alternator. Brush regula.. Stator retainer Rear cover Front cover o;ode . ' Fan Condenser Rotor Front cover Stator Fan IC regulator Pulley Brush bearingring Rear cover 12-29 Pnnted in Japan OOOOAOAI361 Chapter 12 Electrical System 4A . Alternator Option, 12V/35A SM/GM(F)(C)-HM(F)(C) 4A-5.Wiring (1) Wiring diagram 4A-6.2 Principle of IC regulator function The IC regulator controls the output voltage of the alter· Battery switch ' .----e----1 ' ' ' ' ' ' s T ' Starter motor --:; Battery , _ ' ,..._ ____ _____ J (2) Terminal connections The alternator has the following terminals. Connect these terminals as indicated below Symbol Terminal name Connection to external wiring B Battery terminal To battery (+) side E Ground terminal To battery (..) side L Lamp (charge) terminal To charge lamp terminal 4A-6. Circuit diagram 4A-6.1 Circuit diagram · temperature gradient) nator by switching the rotor current (exciting current) on or off by means of the transistor Tr, which is connected in series with the rotor coil. When the output voltage of the alternator is within the regulated values, transistor Tr, is "ON" but when the voltage is outside the regulated value, the Zener diode ZD comes "ON", and regulates the output voltage rise by turning transistorTr, "OFF". The output voltage is kept within the regulated values by repeating the "ON"-"OFF" operation. 4A-7. Alternator handling precautions (1) Pay attention to the polarity of the battery; be careful not to connect it in reverse polarity. If the battery is connected in reverse polarity, the battery will be shorted by the diode of the alternator, an overcurrent will result, the diodes and transistor regulator will be destroyed , and the wiring harness will be burned. (2) Connect the terminals correctly. (3) When charging the battery from outside, such as during rapid charging, disconnect the alternator B terminal or the battery terminals. (4) Do not short the tenminals. (5) Never test the alternator with a high voltage meter. 0.-D, BAT.[-.. .. --Ignition switchStator coil E Regulator BAT: Battery output terminal L: Charge lamp terminal E: Earth ---- J 0, '"" 0,: Diodes for rectifying the output current D, rv D,: Diodes for switching the charge lamp 0,,: Diode for protecting the IC ZD: Zener diode Tr,, Tr,: Transistors A, '"" A,: Resistors F: Rotor current An: Thermistor {resistors with current/ E Batteryswitch _ Battery 4A-8. Alternator disassembly Disassemble the alternator as follows. The major points of disassembly are the removal of the cover, the separation of the front and rear sides, and detailed disassembly. (1) Remove the cover attached to the rear cover, remove the through bolts, and disassemble into front and rear sides. 12-30 Printed in Japan OOOOAOA136I Chapter 12 Electrical System 4A . Alternator Option, 12V/35A SM/GM(F)(C)-HM(F)(C) (2) When disassembling the front side pulley and fan, front cover and rotor, clamp the rotor in a vice within copper plates and loosen the pulley nut, as shown in the figure. (3) When the fan and pulley have been removed. the rotor can be pulled from the front cover by hand. (4) Next, remove the bearing attached to the front cover. Loosen the bearing protector mounting bolts (M4) and pull the bearing by applying pressure to the bearing from the front cover. (5) Remove the nut at the threaded part of the BAT terminal on the rear cover, the fixing nut of the diode, and the bolt of E terminal. After removing the L terminal assembly. separate the alternator into rear cover and stator (with attached diode and brush holder). (6) Unsolder the lead wire connection and remove the diode assembly together with the regulator assembly. (7) Separate the diode assembly and the brush regulator assembly by removing the 3mm dia rivet which con· nects these two parts and then unsolder the L terminal connection. 12-31 Printed in Japan OOOOAOAI361 Chapter 12 Electrical System 4A. Alternator Option, 12V/35A SM/GM(F)(C)-HM(F)(C) Between terminal Tester pin u.v.w (+)side (-)side Between terminal Tester pin u.v.w (+) side (-)side u U.V.W. are the stator coil terminals (+)side diode · . Direction of current BAT (+ side diode) (+)side (-)side -Continuity No Continuity Yes - E (-side diode) (+)side (-)side -Continuity Yes Continuity No -v w Auxiliary diode the rings (rotor assembly) when wear exceeds the maintenance standard by 1 mm. (0.0393in.) mm On 1 Slip ring outside diameter (2) Slip ring roughness Maintenance standard 031.6 (1.2441) Wear limit 030.6 (1 2047) The slip ring should be smooth with no surface oil, etc. If the surface of the rings is rough, polish with #500 '" #600 sandpaper, and if the surface is soiled, clean with a cloth dipped in alcohol. (3) Rotor coil short test Check the continuity between the rotor coil and slip ring with a tester. The resistance should be near the prescrib· ed value. If the resistance is extremely low, there is a layer short at the rotor coil; if the resistance is infinite, the coil is open. In either case, replace the rotor. (8) When replacing the IC regulator, it can be removed by unsoldering the regulator's terminals and removing two bolts. Never remove these two bolts except when the regulator is replaced. (9) When (1)-(8) above are completed, the alternator is completely disassembled. 4A-9. Inspection and adjustment 4A-9.1 Diodes Electric current flows only in one direction in the diode as shown on the previous page. By testing the continuity between terminals (e.g. BAT and U) with the continuity tester, (as shown in the picture), the diode is determined as usable when the continuity is "Yes", but is faulty when it "No". Connect the tester in the reverse way, and then the diode is usable when continuity is "No", but faulty when "Yes". If a faulty diode is found in this test, replace it with a complete new diode assembly. As the auxiliary diode does not have a terminal, check the continuity between its ends. 1ml·'' i'I -..I--" • . Diode short test CAUTION: If a high voltage meter is used, a high voltage will be applied to the diode and the diode will be destroyed. Therefore, never test the diodes with a high voltage meter, etc. 4A-9.2 Rotor (1) Slip ring wear Because the slip rings wear very little, the diameter of the rings must be measured with a micrometer. Replace 12-32 Printed in Japan OOOOAOA1361 Chapter 12 Electrical System 4A. Alternator Option, 12V/35A SM/GM(F)(C)-HM(F)(C) Resistance value Approx. 3.1 n let 20°C) LR135-105 (4) Rotor coil ground test Check the rotor coil for grounding with a tester, or by checking the continuity between one slip ring and the rotor core or shaft. Usable if the continuity is "No". If "Yes", replace it as the rotor coil is grounded. 4A-9.3 Stator coil (1) Stator coil short test Check the continuity between the terminals of the stator coil. Measure the resistance between the output ter· minals with a tester. The resistance should be near the prescribed value. If the stator coil is open, indicated by infinite resistance, it must be replaced. (2) Stator coil ground test Check the continuity between one of the stator coil leads and the stator core. The stator coli Is good if the resistance is infinite. If the stator core is grounded, indicated by continuity, it must be replaced. 4A·9.4 Brush (1) Brush wear Check the brush length. The brush wears very little, but replace the brush if worn overt he wear limit line printed on the brush. Wear llmlt line (brush) mm(in.) Maintenance standard VVear limit Brush length 16 (0.6299) (2) Brush spring pressure measurement. Measure the pressure with the brush protruding 2mm from the brush holder, as shown in the figure. The spr· ing is normal if the measured value is over 150 gr. Confirm that the brush moves smoothly in the holder. Resistance value Approx. 0.16n {at 20°C) LR135·105 1-phase resistance 12-33 Printed in Japan OOOOAOAI361 Chapter 12 Electrical System 4A. Alternator Option, 12V/35A SM/GM(F)(C)-HM(F)(C) Brush 300 ±45g (0.562 .. 0.761 lb) Brush spring strength (New brush) 4A-9.5 Checking IC regulator unit Connect the wiring as shown in the diagram below using a variable register, two 12V batteries, register and ammeter. (1) Prepare the following measuring devices 1) Resistor (R,)100Q 2W-1 2) Variable resistor (Rv) 0·300Q 12W-1 3) Battery (BAT,, BAT,) 12V -2 4) DC voltmeter 0-30V 0.5 class -1 (to measure at 3 points) (2) Check the regulator in the following sequence. 1) Check V, (total voltage of BAT, plus BAT,). When the value is between 20V and 26V, BAT1 and BAT.. are normal. 2) When measuring V2 (Voltage between F -E terminals), shift the variable resistor gradually from the "0" posi· tion. Check if thev, voltage changes sharply from below 2.0V to over 2.0V. If there is no sharp voltage change, the regulator is faulty and must be replaced. When there is sharp voltage change, stop the variable registor at that point. 3) Measure V1 (voltage between L-E terminals). The V 1 voltage is the regulated voltage of the regulator ...Confirm that the value is within the standard range. 14.3±0.3V Adjusted voltage (at20°C, with2 batteries) RV 4A-1 0 Reassembly precautions After inspection and servicing, reassemble the parts in the reverse order of disassembly, paying careful attention to the following items: (1) Brush regulator assembly 1) Soldering the brush Solder the brush after setting it as shown in the figure. Take care that solder does not flow into the pig-tail (lead wire). Wind the wire one and half turns around the terminal slot. Place insulating tape on the surface NOTES: 1) Use non-acid flux tor soldering. 2) The temperature of the soldering bit is to be 300 to 350•c. 2) Assembly of IC regulator Place the IC regulator on the brush holder as shown in the figure, and insert theMS bolt. After inserting the bolt, solder the brush holder to the IC regulator. M5,boU NOTES: 1) Insertion pressure is 100kg (220.51bs) 2) Insert vertically. (2) Connecting the brush regulator assembly to the diode. 1) Fixing with rivet Insert a 3mm dia. rivet as shown in the figure, and fix it by using the appropriate tool 12-34 Printed in Japan OOOOAOA136l Chapter 12 Electrical System 4A . Alternator Option, 12 V/35A SM/GM(F)(C)·HM(F)(C) Fixing flange holder 32 rv 40 (2.31 rv 2.89) Fixing diode 32 "'40 (2.31 "'2.89) Fixing bearing retainer 16 "" 20 (1.16 ""' 1.45) Tightening pulley nut 350 "' 400 (25.32 r-v 28.93) 40 (2.31 "'2.89) 4A-11 Alternator performance test 4A-1 1.1 Test equipment - Test equipment Quantity Specifications Battery 1 12V DC voltmeter 0 rv 30V Range 0.5 DC ammeter 1 0 "" 50A Range 1.0 Variable resistor 1 0 "' 0.25Q capacity: 1 kW Switch 2 Switch capacity: 40A Tachometer 0.25Q resistor 1 25W 4A-11.2 Per1ormance test circuit When the circuit is connected the charge lamp will light. LR135-105 Variable resistor sw, I Batteries u Charge lamp 0.25Q registerThis is connected when the batteriesare discharged. Acceptable current values 32A at 5000 rpm LR135-105 (4) Remarks on performance test a) For the test leads, use cable with a cross-sectional area of 8mm2 or more and with a length not exceeding 2.5m between the alternator B terminal and the positive terminal of the battery, and between the S terminal and the negative terminal of the battery. b) Switches with low contact resistance are to be used in the circuit. 4A-12. Standards of adjustment LR135-105 Standard height of brush 16mm (0.6299in.) Limit of reduced height 9mm (0.3543in.) Strength of brush spring 255 -345g (0.56 -0.76 lbl Standard dimension of shaft 15mm (0.5906in.) at front end Part No. of ball bearing 6302 BM Standard dimension of shaft 12mm (0.4724in.) at rear end Part No. of ball bearing 6201 SD Resistance of rotor coil (at 20°C) J.1n Resistance of stator coil single phase (at 20'C) 1.sn Standard 0.0. of slip ring 31.6mm (1.244in.) Limit of reduced size (diameter) 1 mm (0.0394in.) Limit of swing correction 0.3mm (0.01 18in.) Accuracy of swing correction 0.05mm (0.0070in.) Rivetting pressure 500 kg (1102 lbs) (3) Assembling rear cover Assemble the rear cover after inserting the pin from outside and fitting the brush into the brush holder. (4) Tightening torque of each part kgf-cm(ft-lb) 4A-11.3 Performance test (1) Speed measurement at 13.SV. 1) Run the alternator up to a speed of approx. 1500 rpm with SW, and SW2 open. Then reduce speed gradually and measure the rpm when the voltage reaches 13.SV. 2) This value is called the "rpm at 13V" and is acceptable if 1000 rpm or below. (The alternator speed at which the lamp goes on or off is 1500 rpm, or 1000 rpm or below, respectively. and there are different conditions for each of the two cases.) (2) Voltage measurement. Acceptable within the range of 14.3 ±1.3V and when the generator rpm is 5000, sw, is open and SW, is closed, the temperature is 20'C and using two batteries. (Confirm that the ammeter is SA or below. If over SA. connect the 0.2SQ resistor.) (3) Measurement of output current 1) In the circuit shown in figure, set the variable resistor at the minimum value, close SW2 and SW,, and run the alternator. 2) While keeping the voltage at 13.5V by adjusting the variable resistor, increase the alternator speed, and measure the current at 2500 rpm and 5000 rpm. 12-35 Printed 1n Japan OOOOAOAI36I Chapter 12 Electrical System 4A. Alternator Option, 12V /35A 4A-13. Alternator troubleshooting and repair (1) Failure to charge SM/GM(FXC)-HM(FXC) Problem Cause Corrective action Wiring, current Open, shorted, or disconnected Repair or replace Alternator Transistor regu Iator Open, grounded, or shorted coil Tenninal insulator missing Diode faulty Transistor regulator faulty Replace RepairReplace Replace regulator (2) Battery charge insufficient and discharge occurs easily (3) Battery overcharged (4) Current charge unstable Problem Cause Corrective action Wiring Wiring shorted or loose, wiring thickness or length unsuitable Repair or replace Replace Generator Rotor coil layer short Stator coil layer short; One phase of stator coil open Slip ring dirty V·belt loose Brush contact faulty Diode faulty Replace ReplaceClean or polish Retighten Repair Replace Problem Cause Corrective action Battery Electrolyte low or unsuitable Add distilled water Adjust specific weight Replace Transistor regulator Regulator transistor shorted Replace regulator Problem Cause Corrective action Wiring Wiring shorted at a break in the covering due to hull vibration or intermittent contact at break Repair or replace Alternator Layer short Balance spring damaged Slip ring dirty Coil open Replace Replace Replace Repair or replace 12-36 Printed in Japan 0000AOA1361 Chapter 12 Electrical System 5. Instrument Panel 5. Instrument Panel SM/GM(FXC)-HM(F)(C) 5·1 B·type (large) instrument panel mm (in.) .. .... 6·05.3 (0.209) - C..ECK MM !!i <0 @2' "' v IJJ fJ!) [MJ!JJ [JJ (10.07 "' 10.09) _ 276 (10.87) Oil pressure warning lamp Alarm buzzer 5·2 A-type (small) instrument panel Lamp switch for tachometer mm (in.) 170 (6.69) 156 '02(613 . 615) 78 (3.07) 78 (3.07) )] !JJ[J!J fMj !JJ [JJ 0000 "·SEAl WAT€R. '" CHARGE Printed in Japan OOOOAOA136I OFF ON 60<"i ' 00 N0" <0.. " !i0 "' 4-05.5 (0.2165) 12-37 Rubber sealed lamp (sail-drive) Water temperature warning lamp Push button switch Alarm buzzer All models Rated voltage DC 12V Rated load 20A (within 30 seconds) Part No. 124070·91300 Chapter 12 Electrical System 5. Instrument Panel SM/GM(F)(C)-HM(F)(C) 5·3 Key switch (1) Construction and dimensions of key switch. 13.5 45.5 (1 .7913) (0.5315) 36 (1.4173) 0 (2) Specifications of key switch Rated voltage Rated current Range of operating voltage Part No. 0 All models DC 12V 25A DC 10 .. 30V 124070·91250 30 (1.1811) mm (in.) 5·4 Push button switch (1) Construction and dimensions of key switch. (2) Specifications of push button switch Setting plate M22 >d in Japan OOOOAOA1361 Chapter 12 Electrical System 6. Tachometer SM/GM(F)(C)·HM(F)(C) 6. Tachometer 6-1 Construction of tachometer The tachometer indicates the number of revolutions per minute by means of an electrical input signal which is generated as a pulse signal from the magnetic pickup sender (MPU sender). The function of the sender is to convert the rotary motion into an electrical signal by meansof counting bythe number of teeth of the ring gear fitted to the flywheel housing. Tachometer 6·2Specifications and dimensions of tachometer (1) Specifications Ring gear (3) Dimensions of sender unit (025±0.59646.. 1 0039) 345(13583) mm (in.) 5(0.1969) 4.5(0.1772) .5 (0.1181) 15.5 (0.6102) .., ..,.., 1GM10(C) 2GM20(F)(C) 3HM35(F)(C) 3GM30(F)(C) Rated voltage DC 12V Range of 10-15V operating voltage Illumination 3.4W/12V No. of 14 1 teethRing gear Module 2.54 2.54 Part No. 128170-91 100 128670-91 100 of tachometer Part No. 128170-91160 128170-91160 of sender unit M18X P1.5 (4) Dimensionsand shape of tachometer (2) Sensitivity limit of sender unit Ring gearspeed For models 1GM10(C), 2GM20(F)(C), For model 3HM35(F)(C) 3GM30(F)(C) Identification mark Identification mark 12-43 Printed in Japan OOOOAOAI36I (mfsec) 10 8 6 4 G zone ·-I 2 0 0.5 1.0 NG zone 2.0 2.5 Sender unit and ring gear clearance C (mm) (1) Measurement of output voltage Output voltage 1.0V or higher IV or higher AC 100V Chapter 12 Electrical System 6. Tachometer SM/GM(F)(C)-HM(F)(C) • Check the output wave pattern and number of pulses when carrying out the output voltage measurement. (2) Measurement of internal resistance 97,1 14 Measuring conditions Rotation detecting sender AC 100V Fault Does not function well. 1) Pointer does not move. 2) Functions intermittently. Diagnosis Check if there is an open-circuit cable connection at the rear of the meter, a loose or disconnected terminal, or bad continuity due to corrosion. Disconnect at the instrument terminals, and measure the voltage between the cable terminals. (To be 10 "' 16V) Satisfactory Yes No Remedy Make good the connection. If the input voltage is abnormal, check the cause. (e.g. shot-circuit, disconnec· tion, or blown fuse, etc.) 12-44 PTinted in Japan OOOOAOA1361 6·3 Measurement of sensor unit characteristics Measuring conditions Number of teeth of ring gear: Gap between the ring gear and sender: Resistance: Speed of ring gear: Measuring temperature: Measuring instrument: 1.3mm (0.0511 in.) 20kQ500 rpm (approx. 800Hz) 20°C Synchroscope Synchroscope Measuring temperature: 20°C Measuring instrument: Digital tester Digital tester 6. Tachometer SM/GM(F)(C)-HM(F)(C) Chapter 12 Electrical System Check if the sender is loosely fitted. No Tachometer sender Yes Fix the sender securely. Measure the internal resistance of the sender. (To be 1.6 ±0.1kQ at 20"C) No Replace the sender. Measure the output voltage of the sender. (To be 1V or higher at 20"C) No Replace the sender. 12-45 Printed in Japan OOOOAOA1361 CHAPTER 13 OPERATING INSTRUCTIONS 1. Fuel Oil and Lubricating Oil ............................13-1 2. Engine Operating Instructions .......................... 13-8 3. Troubleshooting and Repair ........................... 13-13 Printed in JtqH;U. OOOOAOA1361 Chapter 13 Operating Instructions 1. Fuel Oil and Lubricating Oil SM/GM(F)(C)·HM(F)(C) 1. Fuel Oil and Lubricating Oil Selection of and proper attention to fuel and lubricating oils has a substantial effect on engine performance, and these are vital factors governing engine life. The use of low quality fuel and lubricating oils will lead to various engine troubles. Yanmar diesel engines will display satisfactory performance and ample reliability if the fuel and lubricating oil recommended by Yanmar are used cor· rectly. For the engine to have long-term high perform· ance. sufficient knowledge of the properties of the fuel and lubricating oils and their selection, management and usage are necessary. 1·1 Fuel 1-1.1 Properties of fuel Numerous kinds of fuels are used with diesel engines, and the properties and composition of each differ somewhat according to the manufacturer. Moreover, the various national standards are introduced here for reference purposes. 1-1.2 Recommended fuels Manufacturer Brand name Ca!tex Caltex Diesel Oil Shell Oiesoline or local equivalent Shell Mobil Mobil Diesel Oil Esso Esso Diesel Oil British Petroleum BP Diesel Oil 1-1.3 Fuel selection precautions Pay careful attention to the following when selecting the fuel. (1) Must have a suitable specific gravity Fuel having a specific gravity of 0.88 .. 0.94 at 15°C is suitable as diesel engine fuel. Specific gravity has no relation to spontaneous combustibility, but does give an idea of viscosity and combustibility or mixing of impurities. Generally, the higher the specific gravity, the higher the viscosity and the poorer the combustibility. (2) Must have a suitable viscosity When the viscosity is too high, the fuel flow will be poor, operation of the pump and nozzle will be inferior, atomization will be faulty and fuel combustion will be incomplete. If the viscosity is too low, the plunger, nozzle, etc. will wear rapidly because of insufficient lubrication. Generally, however, the higher the viscosity, the lower the quality of the fuel. (3) Cetane value must be high. The most important indicator of fuel's combustibility is its cetane value (also represented by cetane index or diesel index), The cetane value is particularly important for fuels used in high-speed engines. The rela· tionship among the cetane value, startability and firing Prin!Nl 1n Japan OOOOAOAi3fil 13-1 delay is shown in the figure below. Firing delay becomes smaller and starting characteristics better as the cetane value becomes higher. Intake air temperature 19°C (66.2°F} 14 • c. c m m .. 12 u c u:c Relationship between cetane value and firmg delay .. 16 u • !'!_ 14 12 ;; • 10 o; 0. 8 E 0 u 6 -" • 4 E ,:: 2 Air temperature (5°F) -10oC -5°C (23°F) 40 50 60 Cetane value Cetane value and starting characteristic The use of a fuel with an unsuitable cetane value will cause the following troubles: 1) Difficult starting. 2) Poor operation. 3) High combustion pressure and diesel knock. 4) Lower output and engine damage because of overheating caused by knocking. 5) Sticking of nozzles and exhaust valves. 6) Severe smoking, carbon build-up inside the engine, and oil contamination. 7) Deterioriation of the oil and excessive wear in the piston rings, ring grooves, and cylinder liner. (4) The level of impurities must be low 1) Sulfur With proper combustion sulfur in the fuel turns to nitrous acid gas (SO,) and sulfuric anhydride (SO,). When combustion is imperfect, it becomes sulfuric acid containing water that corrodes and wears the cylinder liners, pistons, exhaust valve and exhaust pipe. Chapter 13 Operating Instructions I. Fuel Oil and Lubricating Oil SM/GM(F)(C)·HM(F)(C) Properties and compositions of fuel of various national standards U.K. BS-2689·70 National standard Japan JIS-K-2204-1965 U.S.A. ASTM-0975-74 Properties Class No.1 Class No.2 No.2D Class Al Class A2 and components tight oil light oil Diesel oil - Specific gravity 15/4°G - - - Kinetic viscosity 30°C est (86°F est) 37.8'C (100'F) est 2.7 or more (2.3 or more) 2.5 or more (2.2 or more) i.. 5.2) 2.0..4.3 (.. 7.5) 1.6 "'6.0 (.. 7.5) 1.6 '"'-'6.0 Reaction Neutral Neutral --- Flash point 'C ('F) 50 or more {122 or more) 50 or more (122 or more) 51.7 or more (125 or more) 55 or more (131 or more) 55 or more (131 or more) Flow point 'C ('F) -5 or less (23 or less) -10 or less (14 or less) -12 or less (1 0.4 or less) -- (10% residual (10% residual Residual carbon Weight % oil) oil) 0.35 or less 0.2 or less 0.2 or less 0.15 or less 0.15 or less Moisture Volume % Ash Weight % Sulfur Weight % Cetane valve Sludge % or sedimentation Distillation properties, 'C temperatures at 90% distillation -- -- 1.2 or less 1.2 or less 50 or more 45 or more 350 or below 350 or belw (662 or below) (662 or below) - 0.01 or tess 0.5 or less 40 or more 0.05 or less 282.21 "' 338 (540 .. 640) 0.05 or tess 0.05 or tess 0.01 or tess 0.01 or tess 0.5 or less 1.0 or Jess 50 or more 45 or more 0.01 or less 0.01 or tess 357 or below 357 or below (675 or below) (675 or below) 13-2 Printt>d in Japan 0000AOAI361 Chapter 13 Operating Instructions I. Fuel Oil and Lubricating Oil 2) Water content A high water content causes sludge, resulting in lower output, imperfect combustion and trouble in the fuel injection system. 3) Carbon content If the carbon content is high, carbon will remain in· side the combustion chamber, causing accelerated cylinder liner and piston wear and corro· sian of the pistons and exhaust valves. 4) Residual carbon (coke content} Coke becomes a carbide that sticks to the end of the nozzle, causing faulty injection. In addition, unburned carbon will build up on the pistons and liners, causing piston ring wear and sticking. 1-1.4 Simple methods of identifying fuel properties (1) Fuel that is extremely odorous and smoky contains a large amount of volatile components and impurities. (2) Fuel that emits little smoke when used in a lamp is of good quality. (3) Fuel that emits a crackling sound when soaked into paper and ignited contains a high water content. (4) If a transparent film of diesel oil is squeezed between two pieces of glass, the water content and impurities can be determined. SM/GM(F)(C)·HM(F)(C) (5) If cracked by mixing with an equal amount of sulfuric acid in a glass tube, numerous black particles and impurities will appear. These are mainly carbon and resin. (6) Discoloration of litmus test paper indicates the presence of acids. 1·1.5 Troubles caused by bad fuel {1} Clogging of exhaust valve In addition to faulty compression, incomplete combustion, and high fuel consumption, a clogged exhaust valve will cause fuel to be mixed in the exhaust, leading to corrosion of the exhaust valve seat. (2) Clogging of piston ring grooves Clogged piston ring grooves will cause accelerated cylinder liner and piston wear due to sticking rings, fuel gas blowback, faulty lubrication, incomplete combustion, high fuel consumption, contaminated lubricating oil, and combustion gas blowback. (3) Clogged or corroded injection valve hole This will cause incomplete combustion and piston and liner wear, fuel injection mechanism wear, corrosion, and groove wear and corrosion. {4) Sediment inside crankcase Since sediment in the crankcase is often mistakenly judged as coming from the lubricating oil, care must be taken in determining its true origin. 1·1.6 Relationship between fuel properties and engine performance Fuel Starting property characteristic Directly related Firing Starting charac.. Cetane teristic improves value as cetane value Lubrication Smoke characteristic generation Directly related-Closely related- Lubrication Smoke increases improves as as cetane value cetane value decreases Fuel Clogging of Exhaust Output consump· combustion odor lion chamber Directly related-Related- Decreased Decreased by by increas-Irrelevant Related reducing cetane ing cetane value Volatility 90% end point Viscosity Specific gravi1y 10% residual carbon Sulfur Flash point increases No clear relationship No clear relationship Irrelevant Irrelevant nses Related-Directly related- Becomes poor Increases as when volatility volatility is poor decreases Some relation-Related- ship-Increases as Becomes poor viscositywhen viscosity increasesintreases Related- Increases as Irrelevant specific gravity increases Related- Irrelevant Improves as residual carbon decreases value Related- No direct Increases as relationship Irrelevant Irrelevant volatility decreases No Related- independent Irrelevant Irrelevant Increases with relationship viscosity Directly Related-Related- No related-Associated Depends on independent Associated with caloproperties of relationship with calorific rific value enginevalue No Related- independent Irrelevant Irrelevant Decreases as residual carbon relationship decreases No independent relationship No independent relationship Printed in. Japan OOOOAOAI361 Chapter /3 Operating Instructions I. Fuel Oil and Lubricating Oil SM/GM(F)(C)·HM(F)(C) 1-1.7 Fuel handling precautions (1) Fill the fuel tank after work to prevent condensation of water in the tank. (2) Always use a tank inlet strainer. Water mixed in the fuel can be removed by removing the strainer quickly. (3) Remove the plug at the bottom of the fuel tank and drain out the water and sediment after every 100 hours of operation, and when servicing the pump and nozzle. (4) Do not use fuel in the bottom of the fuel tank because it contains large amounts of dirt and water. 1·2 Lubricating oil Selection of the lubricating oil is extremely important with a diesel engine. The use of unsuitable lubricating oil will cause sticking of the piston rings, accelerated wear and seizing of the piston and cylinder liner, rapid wear of the bearings and other moving parts, and reduced engine durability. Since this engine is a high-speed engine, always follow the lubricating oil replacement interval. 1·2.1 Action of the lubricating oil (1) Lubricating action: Builds a film of oil on each moving part reduces wear and its accompanying damage. (2) Cooling action: Removes heat generated at moving parts by carrying it away with the lubricating oil flow. (3) Sealing action: Maintains the air tightness of the pistons and cylinders by the oil film on the piston rings. (4) Cleaning action: Carries away carbon produced at the cylinders as well as dust that has entered from the out· side. (5) Rustproofing action: Prevents corrosion by coating metal surfaces with a thin film of oil. Various additives are added to the lubricating oil to ensure that adequate performance is assured under the highspeed, high-load and other severe operating conditions met by modern diesel engines. While these additives differ with each manufacturer, commonly used additives include: 1) Flow point reduction additive 2) Viscosity index improvement additive 3) Oxidation prevention additive 4) Cleaning dispersent 5) Lubrication additive 6) Anticorrosion additive 7) Bubble elimination additive 8) Alkali neutralizer 1·2.3 Classification by viscosity 1·2.2 Required lubricating oil conditions (1) Must be of suitable viscosity If the viscosity is too low, the oil film will be too thin and the lubricating action insufficient. If the viscosity is too high, the friction resistance will be increased and starting will become especially difficult. (2) Viscosity change with temperature must be small. While the lube oil temperature goes from low at starting to high during operation, the viscosity index should be high at all temperatures. (3) Must have good lubricating capability That is, it must coat metal surfaces as a thin film. In other words, the lubricating oil must coat the metal surfaces so that metal-to-metal contact caused by breaking of the oil film at the top dead center and bot· tom dead center piston position does not occur, and that the oil film is not broken by collision, even at the bearings. (4) Mixability with water must be low Since water can mix with the oil because of the presence of cooling water in the engine, emulsification of water and oil, which causes the oil to lose its lubricating properties, must be prevented. (5) Must be neutral and difficult to oxidize Since acids and alkalis corrode metal, the lubricating oil must be neutral. Moreover, since even a neutral oil will be oxidized easily by contact with the combustion gas, the oil must be stable with few oxidizing elements. (6) Must withstand high temperature and must evaporate or combust with difficulty Oil must have a high flash point. If it is evaporated by heat or is not burned completely, carbon will be produced. This carbon is toxic. (7) Must not contain any water or dirt and must have a low sulfur and coke content -17.8'C(6'F) 98.9'C (210'F) Applicable temperature range SAE No. (outside temperature) Saybolt universal Dynamic viscosity Saybolt universal Dynamic viscosity viscosity (sec) (est) viscosity (sec) (est) - - 5W Under4,000 Under869 20°C or less - - 10W 6,!XXJ .. 12,!XXJ 1,303 ,....., 2,606 (68°F or less) - - 20W 12,!XXJ .. 48.!XXJ 2.606 .. 10.423 - - 20oC ,....., 35oC 5.73 ..9.62 20 45 rv 58 (68oF rv 95oF) 9.62 ..12.93 30 58 rv 70 40 40 - - 35°C or greater 70 ,....., 85 12.93 .. 16.77 50 50 - (95°F or greater) 16.77 .. 22.68 -85"-'110 13·4 Printed in Japan OOOOAOA1361 Chapter 13 Operating Instructions I. Fuel Oil and Lubricating Oil Since only 98.9'C viscosity is stipulated for S.A.E. No. 20 .. 50 oil in the table, and only -17.8'C viscosity is stipulated for S.A.E. No. SW .. 20W oil, they are not guaranteed at other temperatures. On the other hand, S.A.E. No.10W viscosity is stipulated. Oil having viscosity equal to that of S.A.E. No.30 even at 98.9'C is called S.A.E. No.10W-30. or multigrade oil. Multigrade oil comprises S.A.E. No.SW-20, 10W-30, and 20W-40. I n arctic regions, oil from S.A.E. No.20W to 1 OW-30 can be used. 1-2.4 SAE service classification and API service classification SAE new classification API service classification (1970) (1960) CA DG CB·CC DM CD DS (1) DG grade: Used when deposits and engine wear must be controlled when the engine is normally operated at a light load using low sulfur fuel. (2) DM grade: Used when the generation of deposits and wear caused by sulfur in the fuel is possible under severe conditions. (3) DS grade: Used under extemely severe operating conditions or when excessive wear or deposits are caused by the fuel. 1-2.5 Lubricatlong oil SAE new classification CB grade or CC grade fuel having suitable viscosity for the atmospheric temperature must be used in this engine. SM/GM(F)(C)·HM(F)(C) Classification Engine service (API) CA Light duty diesel engine service; Mild, moderate operation diesel engine service with high-performance fuel, and mild gasoline engine service. The oil designed for this service was mainly used in the 1940s and 50s. This oil is tor high performance fuel use and has bearing corrosion and high temperature deposit prevention characteristics. CB cc Moderate duty diesel engine service: Mild, moderate operation diesel engine service using low performance fuel requiring bearing corrosion and high temperature deposit prevention characteristics. Includes mild gasoline engine service. Oil designed for this service was introduced in 1949. The oil is used with high sulfur fuels and has bearing corrosion and high temperature deposit prevention characteristics. Moderate duty diesel engine service and gasoline engine service: Applicable to low supercharged diesel engines for moderate to severe duty. The oil designed for this service was introduced in 1961 and is widely used in trucks and agricultural equipment, construction machinery, farm tractors, etc. The oil features high deposit prevention characteristics in low supercharged diesel engines, and rust, corrosion and low temperature sludge prevention characteristics in gasoline engines. CD Severe duty diesel engine service: Applicable to high-speed, high-output high supercharged diesel engines which are subjected to considerable wear and deposits. This oil was introduced in 1955, and is used as a wide property-range fuel in high supercharged engines. It also has bearing corrosion and high temperature deposit prevention characteristics. 13-5 l'riuted in Japan OOOOA0.\1361 I. Fuel Oil and Lubricating Oil SM/GM(F)(C)·HM(F)(C) 1·2.6 Recommended lubricating oils Chapter 13 Operating Instructions Supplier Brand Name Shell Rotella Oil SHELL Shell Talona Oil Shell Rimula Oil RPM Delo Marine Oil CALTEX RPM Delo Multi-Service Oil Delvac Special Delvac 2fJW-40 MOBIL Delvac 1100 Series Delvac 1200 Series Eslor HD ESSO Esso Lube HD Standard Diesel Oil B.P. B.P. Energoi iCMB (Brlllsh Petroleum) B.P. Energol DS-3 Below 10°C (Below 50' F) tOW, 2fJ/2fJW tOW 2fJ/2fJW tOW 2fJ/2fJW, tOW tow 2fJW-40 tOW, 2fJ/2fJW tOW, 2fJ/2fJW tOW -tOW 20W SAE No. 10 ...... 20°C 20 ...... 35°C Over 35°C (50..68'F) (68 ..95'F) (Over 95'F) 2fJ/2fJW 30 5040 2fJ 30 5040 2fJ/20W 30 - 40 2fJ 30 5040 2fJ 30 50 2fJ 30 - 2fJW-40 -- 2fJ/20W 30 5040 2fJ/20W 30 5040 2fJ 30 40 - 2fJ 30 5040 2fJ 30 5040 20W 40 50 1·2.7 Engine oil replacement and handling 1·2.8 Adding oil (1) Necessity of replacement Since the engine oil is exposed to high temperatures during use and is mixed with air at high tempera· lures, it will oxidize and its properties will gradually change. In addition, its lubricating capabilities will be lost through contamination and dilution by water, impurities, and the fuel. Emulsification and sludge are produced by heat and mixing when the lubricat· ing oil contains water and impurities, causing its vis· cosily to increase. Moreover, if the carbon in the cyl· inders enters the crankcase, the oil will turn pure black and the change in its properties can be seen at a glance. The continued use of deteriorated oil will not only cause wear and corrosion of moving parts, but will ultimately cause the bearings and cyl· inders to seize. Therefore, deteriorated oil must be replaced. (2) Replacement period Although the engine oil change interval differs with the engine operating conditions and the quality of the lubricating oil and fuel used, the oil change interval should be as follows when CB grade oil is used in a new engine: 1st time ........ Alter approximately 20 hours of use 2nd time ........ Alter approximately 30 hours of use From 3rd time ... Alter every 100 hours of use Drain the old oil completely and replace it with new oil while the engine is still warm. CAUTION: Never mix different brands of lubrication oil. The crankcase and clutch case are not connected. For the crankcase, add one of the lubricating oils described in chapter 1.2.6. For the clutch case, add the lubrication oil described below. Be sure not to mix up the oils. Supplier 3GM301GM10 (F) (F) 3HM35(F) SHELL CALTEX Same lube oil SHELL DEXRON TEXAMATIC FLUID(DEXRON) MOBIL as for crankcase MOBILE ATF 220 ESSO ESSO ATF B.P. B.P. AUTRAN OX 13-6 Printed in Japan OOOOAOAI361 Chapter 13 Operating Instructions I. Fuel Oil and Lubricating Oil SM/GM(F)(C)-HM(F)(C) (1) Remove the clutch case clutch and head cover filler plug (engine), and fill with specified lubricating oil up to the top marks on the respective dipsticks. (Oil levels must not drop below the lower marks on the dipsticks.) Engine Clutch (2) Since it takes sometime for the oil to flow completely into the clutch case and oil pan, wait for 2 .. 3 minutes after filling before checking the oil levels. Moreover, check the oil while the boat is afloat. 1·2.9 Oil capacity Lubricating oil capacity at an engine mounting angle (rake) of 8° is given below. Crankcase Clutch case (except sail-drive) 1GM10(C) 2GM20(F)(C) 1.3/ 2.0/ 0.25/ 3GM30(F)(C) 2.6/ 0.3/ 3HM35(F)(C) 5.41 0.71 • Check the crankcase oil level by completely inserting the dipstick. Check the clutch case oil level without screwing in the cap. The oil levels must be between the upper and lower limit marks on both dipsticks. 13·7 Prin!Pd in Japan OOOOAOA1361 Chapter 13 Operating Instructions 2. Engine Operating Instructions SM/GM(F)(C)"HM(F)(C) 2. Engine Operating Instructions 2·1 Preparations before starting 2·1.1 Fueling up (1) Check the fuel level in the fuel tank and add fuel if necessary. (2) Remove water and dirt collected in the bottom of the tank using the fuel tank drain cock. (3) Add clean fuel to the tank. Since dirt and water sink to the bottom of the fuel drum, do not turn the drum upside down and do not pump the fuel from the bottom of the drum. 2·1.2 Adding lubricating off (1) Check the oil level with the dipstick, and add oil, if necessary, to bring the level up to the full mark of the dipstick. The level must be neither too low nor too high. (2) The crankcase and clutch case require different oil. Check both and add oil separately, being careful not to mix the oils. (3) Since the crankcase oil flows into the crankcase through the camshaft and valve chambers, wait 2 .. 3 minutes before checking its level. 2-1.3 Lubricating each part (1) Lubricate each pin of the remote control lever. 2·1.4 Checking fuel priming and injection (1) Operate the priming lever of the fuel pump. (2) Set the regulator handle to the full speed position and check for injection sound by turning the engine over several times. (3) If there is no fuel injection sound, bleed the air from the fuel system. 2·1.5 Bleeding the fuel system Since the presence of air in the fuel system anywhere between the fuel tank and the injection valve will cause faulty fuel injection, always bleed the air from the system when the fuel system is disassembled and reassembled. Bleeding the fuel system (1) Open the fuel tank cock. (2) Bleed the air from the fuel filter. Loosen the air bleeding plug at the top of the fuel filter body and operate the manual handle of the fuel pump until no more bubbles appear in the fuel flowing from the filter. Then install and tighten the air bleeding plug. (3) Bleed the air from the fuel return pipe. Loosen the connnector bolt of the fuel return pipe installed on the fuel injection valve, and bleed the air by operating the manual handle of the fuel pump. Bleed the air in the No.1 cylinder (timing gear case side) and No.2 cylinder (clutch side), in that order. (4) Bleed the air from the fuel injection pipe. 13-8 Printed in Japan 0000AOA1361 Chapter 13 Operating Instructions 2. Engine Operating Instructions Loosen the nipple on the fuel injection valve side, set the regulator handle to the operating position and the decompression lever to the decompression position, and crank the engine. When no more bubbles appear in the fuel flowing from the end of the injection pipe, retighten the nipple. (5) Check injection. After bleeding the air, set the regulator handle to the operating position, set the decompression lever to the decompression position, and crank the engine. When fuel is being injected from the injection valve, an injec· tion sound will be heard and you can feel resistance if you place your hand on the fuel injection pipe. This check must not be performed more than two or three times since overchecking will flood the combustion chamber with fuel, and faulty combustion will occur at starting. 2·1.6 Checking for abnonnal sounds by cranking (1) Set the regulator handle to the STOP position, release the compression of the engine by setting the decom· pression lever, and crank the engine about 10 times to check for abnormal sounds. (2) Crank the engine with the starting handle (Always turn the engine in the proper direction of rota· lion.) 2·1.7 Checking the cooling system (1) Open the Kingston cock. (2) Check for bending and cross-sectional deformation of the cooling water inlet pipe. (3) Set all water drain cocks to the CLOSED position. 2·1.8 Checking the remote control system (1) Check that the remote control handle operates correct· ly. (2) Check that the engine stop remote control operates smoothly. 2·1.9 Checking the electrical system (1) Check the battery electrolyte level and add distilled water if low. (2) Check that the wiring is connected correctly. (Especially for polarity.) (3) Turn the battery switch on, set the main switch to the ON position, and check if the oil pressure lamp and charge lamp are illuminated and if the alann buzzer sounds when the engine is stopped. (The charge lamp should be on while the engine is stopped and should be off while the engine is running.) 2·1.10 Checking appearance and exterior (1) Check for loose or missing bolts and nuts. (2) Check for loose or disconnected piping and hoses. (3) Check that there are no tools or other articles near rotating parts or on the engine. SM/GM(F)(C)·HM(F)(C) 2·2 Starting and wann-up 2·2.1 Starting (1) Starting procedure 1) Set the clutch handle to the "NEUTRAL" position. 2) Set the governor lever to the "MEDIUM SPEED". 3) Keep the decompression lever in the "OPERA· TION" position. 4) Set the main switch to the ON position. The alann buzzer will sound. 5) Push the starting button to start the engine. Release the start button after the engine has started. 6) When the engine has started, the alarm lamps and buzzer will go off. If the lamps or buzzer stay on, immediately stop the engine and check for trouble. A type Rubber sealed lamp (Sail-drive) Water temperature warning lamp Push bottom switch Alarm buzzer Key switch B type Alarm buzzer Lamp switch for tachometer Push bottom switch 13-9 Printed in Japan OOOOAOAI361 Chapter 13 Operating Instructions 2. Instructions (2) Starting precautions 1) Don't continue to push the starting button over 15 seconds. If the engine doesn't start, wait 30 seconds or more. 2) When restarting the engine, always confirm the flywheel is stopped. If you re·start the engine while the flywheel is rotating, the pinion gear of the starter motor and the ring gear of the flywheel will be damaged. 3) When starting is difficult in cold weather lift the decompression lever to decompress the engine, and turn the starting motor. Once the engine has reached a certain speed, return the decompres· sian lever to the "OPERATION" position. In this way, starting is made easier while current comsumption is reduced. 2·2.2 Starling with one·handle remote control (option) (1) Starting procedure 1) Pull the neutral knob and set the control lever to the "MEDIUM SPEED" position. Pull neutral knob (2) Starting in cold weather 1) Pull the neutral knob, and set the control lever to the HIGH SPEED position. High speed 2) Set the decompression handle to the DECOM· PRESSION position. 3) Set the main switch to the ON position and start the engine by pushing the starting button, at the same time putting the decompression lever to the COMPRESSION position. After the engine has started, return the control lever to the MEDIUM SPEED position. • When the control lever is set in the HIGH SPEED position, injection timing is automatically delayed to facilitate starting. CAUTION: When the engine is started with the control fever in the HIGH SPEED position, the starling button must be released immediately and the control lever must be returned to the idling position after the engine has started. If the starling button is not released, the starter motor will overrun, causing it to be damaged or burnt out. 2·2.3 After starling (1) Warm·up operation The engine must not be suddenly operated at full load immediately after starting. Warm up the engine for about 5 minutes after starting by running the engine at about half speed, and begin full load operation only after the temperature of each part has risen to a uniform value. Neglecting to warm up the engine will result in: 1) Seizing of the piston and liner due to sudden heat expansion of the piston. 2) Burning of piston rings and seizing of bear· ings/bushings because of insufficient lubrication. 3) Faulty intake and exhaust valve seat contact and shortening of the life of each part due to sudden heating. Warm·up time (no· load operation) 1,000 .. 1,200 rpm 3 minutes1,600 n..s 1,800 rpm 2 minutes CAUTION: Do not run the engine at full speed for 50 hours after installation to assure proper break-in. 2) Set the main switch to the "ON" position, and push the starting button to start the engine. 13-10 Printed in Japan OOOOAOAI361 Chapter 13 Operating Ins/ructions 2. Engine Operating Instructions SM/GM(F)(C)·HM(F)(C) (2) Checking after starting Check the following with the clutch in the NEUTRAL position: 1) Meters and lamps on the instrument panel • Check that all alarm lamps are off (1,000 rpm or higher). • Alarm buzzer must be off. 2) Cooling water discharge (Check that the cooling water temperature reaches 45 .. 55°C before beginning operation.) 3) Check for abnormal sounds and heating. 4) Check for oil and water leakage from piping. 5) Check the state of lubrication of the valve arms. 2·3 Operation If warm-up operation is normal, engage the clutch and begin normal operation. Check the following during opera· tion and stop the engine and take suitable corrective action if there are any abnormalities. 2·3.1 Checks during operation (1) Oil pressure Check that the lubricating oil pressure and operating oil pressure lamps are off. Lubrication oil pressure during operation: 2.5 "-' 3.5 kgf/cm ' (2) Cooling water Periodically check whether water is being discharged from the cooling water outlet pipe. If the cooling water is being discharged intermittently or if only a small amount of water is being discharged during high speed operation, immediately stop the engine and check if air is being sucked into the cooling system, the impeller of the water pump is abnormal, or the water pipes and Kingston cock are clogged. Cooling water temperature during operation: 45 "-' 55•c. Check that the water temperature alarm lamp is off. (3) Fuel Check the fuel level in the fuel tank and add fuel before the tank becomes too low. If the fuel level is low, air will enter the fuel injection system and the engine wlll stop. (4) Charging Check that the charge lamp is off. If the charge lamp is still on even when the engine is run at 1,000 rpm or above, the charging system is faulty and the battery is not being charged. (5) Temperature of each part At full power operation, the surface temperature of each engine part is about 50 "-' oo•c and hot to the touch. If engine temperature is too high, the oil will be used up, the propeller shaft will not be centered, or other troubles may occur. (6) Leakage and abnormalities Check for water leakage, oil leakage, gas leakage, loose bolts, abnormal sounds, abnormal heating, and vibration. (7) Exhaust color Black exhaust smoke indicates that the engine is being overloaded and that the lives of the intake and ex· haust valves, piston rings, cylinder liners, and injection nozzle will be shortened. Do not run the engine for long periods when exhaust is this colour. (8) Abnormal sounds, abnormal heating When abnormal sounds or abnormal heating occur during operation, immediately stop the engine and check for trouble. 2-3.2 Operating precautions (1) Always set the battery switch and main switch to the ON position during operation. Since the diodes of the alternator will be damaged, don't set the switches OFF position. (2) Do not touch the starting button during operation. Operation of the starter motor pinion will damage the gears. (3) Since the boat will resonate and vibrate at a certain speed, depending on the structure of the hull, do not operate it at that speed. (4) Always set the clutch in the neutral position and wait for the propeller to stop rotating before raising the propeller shaft (if hoisting type stem gears are installed). (5) Do not suddenly apply a full load to the engine or operate it at full load for long periods. 2-4 Stopping 2·4.1 Stopping procedure (1) Before stopping, put the clutch in NEUTRAL and run the engine at approximately 1,000 rpm for about 5 minutes. (2) Before stopping, temporarily raise the speed to the rated speed to blow out residue in the cylinders. Then stop the engine by pulling the engine stop lever to cut the fuel. 2·4.2 Stopping precautions (1) Do not stop the engine with the decompression lever. If the engine is stopped with the decompression lever, fuel will remain in the combustion chamber and abnor· mal combustion will occur when the engine is started again, perhaps damaging the engine. (2) If the engine is stopped immediately after full-load operation, the temperature of each part will rise sud· denly, leading to trouble. 2·4.3 1nspectlon and procedures after stopping (1) Always close the Kingston cock after the engine is stopped. Water may enter because of a faulty water pump, etc. (2) In cold weather, the cooling water should always be drained after engine use to prevent freezing. There are water drain cocks on the cylinders and the exhaust manifold. (Drain the water after the engine has cooled.) (3) Check for oil leakage and water leakage, and repair as required. (4) Check for loose bolts and nuts, and repair as required. 13-1 1 Printed In Juprm OOOOAOA1361 Chapter /3 Operating Instructions 2. Engine Operating Instructions 2·5 Storage when moored lor an extended period (1) Securely close engine room windows and doors so that rain and snow cannot enter. Also plug the exhaust outlet since water that enters the cylinder from the exhaust pipe will be compressed when the engine is started, causing serious trouble. (2) The boat may also sink because of water leakage at the stern tube stuffing box packing. This can be pre· vented by tightening the packing. (3) Change the lubricating oil before cranking the engine. (4) Wipe off each part and coat with oil to prevent rusting of the engine exterior. (5) Coat the regulator handle stand and each link with a thin film of lube oil or grease. (6) Run the engine once a week to lubricate each part. This will prevent rusting of the bearings, pistons, and cylinder liners. 2·6 Emergency stop (1) Loosen the fuel valve high-pressure pipe to release the fuel. (2) Pull the decompression lever (decompression mech· anism) so that compression is not applied to the com· bust ion chamber. (3) Block the air intake port so that air does not enter the combustion chamber. SM/GM(F)(C)·HM(F)(C) 13-12 Printed in Japan OOOOAOA1361 Chapter 13 Operating Instructions 3. Troubleshooting and Repair 3. Troubleshooting and Repair SM/GM(F)(C)-HM(F)(C) If trouble occurs in the engine, the engine must be immediately stopped or run at low speed until the cause of the trouble is located. If even extremely small troubles are not detected and corrected early, they can lead to serious trouble and even disaster. Detecting and correcting troubles quickly is ex· tremely important. 3-1 Troubles and corrective action at starting Trouble Cause Corrective action Flywheel fails to rotate correctly (1) Battery not charged (2) Starter motor faulty (3) Moving parts seized (4) Lubricating oil viscosity too high 1) Recharge battery 2) Disassemble and repair starter motor 3) Inspect and repair 4) Replace with lubricating oil of suitable viscosity (1) Fuel not injected, or injection faulty 1) Prime and bleed air from fuel lines 2) Inject fuel through injection valve and replace needle if required 3) Clean fuel filter 4) Check operation of fuel pump, plunger, plunger spring, and delivery valve, and replace if required 5) The remote control system or governor is faulty, so check if fuel is cut off, and adjust if required Starter motor rotates, but engine fails to start (2) Fuel injection liming incorrect (3) Compression pressure low 1) Correct the fuel injection liming 2) Check if alignment mark of liming gear is aligned 1) Lap valves when air tightness of intake and exhaust valve is poor 2) Replace cylinder head packing if gas is leaking 3) Clean or replace piston rings when sticking occurs 4) Readjust timing when intake and exhaust valve closing is very slow. (4) Drop in compression ratio 1) Replace piston pin bearing and crank pin bearing if worn 2) Replace piston rings if worn 13-13 Printed in Japan 0000AOAI361 3. Troubleshooting and Repair 3·2 Troubles and corrective action during operation SM/GM(F)(C)·HM(F)(C) Chapter 13 Operating Instructions Trouble Cause Corrective action (1) Fuel injection cut off due to trouble in the governor or governor system 1) Inspect, and repair or replace Engine stops suddenly (2) Air in fuel tank 2) Add fuel (3) Air in fuel system (4) Piston, bearing, or other 3) Bleed air moving parts seized 4) Inspect and repair or replace the parts Speed decreases unexpectedly (1) Governor maladjusted (2) Overload (3) Piston seized (4) Bearing seized (5) Fuel filter clogged (6) Fuel injection pump or injection valve sticking Dirt in fuel pump delivery valve (7) Air in fuel system (8) Water in fuel 1) Adjust 2) Lighten the load (check propeller system and power take·off system) 3) Stop the engine, and repair or replace 4) Stop the engine, and repair or replace 5) Clean the fuel filter 6) Stop the engine, and repair or replace 7) Prime and bleed air 8) Drain the fuel tank and fuel filter Add fuel if insufficient Exhaust color is bad (1) Load unsuitable (2) Fuel injection timing off (3) Fuel unsuitable. (4) Injection valve faulty (5) Intake and exhaust valve adjustment faulty (6) Intake and exhaust valves leaking. (7) Output of cylinders uneven (8) Injection pressure too low (9) Precombustion chamber melted 1) Adjust the load (check propeller system and power take·off system) 2) Adjust injection timing 3) Change the fuel type 4) Test injection and replace valve if required 5) Adjust valve head clearance 6) Lap or grind valves 7) Check the fuel injection pump and injection valve and replace if necessary 8) Set injection pressure with shims 9) Replace the precombustion chamber ... Perform item (1) above Full load operation impossible Output of cylinders uneven (1) Fuel filter clogged (2) Fuel pump plunger worn (1) Air in fuel pump or fuel line (2) Water in fuel (3) Fuel injection volume uneven (4) Fuel injection timing uneven (5) Intake and exhaust valves sticking (6) Injection valve faulty 1) Check and replace filter element 2) Replace plunger and barrel as a set 1) Prime and bleed air from the fuel pump and fuel lines 2) Drain the fuel tank and fuel filter and add fuel 3) Check and adjust injection volume 4) Check and adjust injection timing 5) Disassemble and clean 6) If nozzle is clogged, clean; replace nozzle if necessary If the needle is sticking, inspect and replace 13-14 l'rinted in Japau OOOOAOA1361 Chapter /3 Operating Instruction.< 3. Troubleshooting and Repair SM/GM(F)(C)·HM(F)(C) Trouble Cause Corrective action Engine knocks (1) Bearing clearance too large (2) Connecting rod bolt loose (3) Flywheel bolt, coupling bolt loose (4) Injection timing faulty (5) Too much fuel injected because of faulty fuel pump or injection nozzle 1) Inspect, and repair or replace parts 2) Check and retighten 3) Check and retighten or replace bolt as required 4) Check and adjust 5) Check fuel injection pump and injection nozzle and replace if required Engine oil pressure low (1) Lubricating oil leakage (2) Bearing, crankpin bearing clearance too large (3) Oil filter clogged (4) Oil regulator valve loose. (5) Oil temperature high; cooling water flow insufficient (6) Lubricating oil viscosity low (7) Excessive gas leaking into crankcase 1) Check engine interior and exterior piping, replenish oil 2) Check clearance, and replace bearing if necessary 3) Check and replace filter element 4) Check and readjust oil pressure 5) Check oil pump, and replace if necessary 6) Replace with oil having a high viscosity index 7) Check pistons, piston ring, and cylinder liners and replace if necessary Lubricating oil temperature too high (1) Cooling water flow insufficient (2) Excessive gas leaking in to crankcase (3) Overload 1) Check water pump 2) Check piston rings and cylinder liners 3) Lighten the load Cooling water temperature high (1) Air sucked in with cooling water (2) Cooling water flow insufficient (3) Cooling system dirty (4) Thermostat faulty 1) Check water pump inlet side pipe connections 2) Check water pump 3) Flush cooling system with cleaner 4) Replace thermostat Propeller shaft rotates even when clutch is in neutral position (1) Neutral position adjustment faulty (2) Friction plate seized (3) Steel plate warped 1) Reset neutral position adjusting bolt 2) Check and repair 3) Repair or replace (1) Clutch face seized 1) Replace Ahead, neutral, astern switching faulty (2) Moving parts, lever system malfunctioning (3) Remote control system 2) Readjust malfunctioning 3) Repair or replace Abnormal heating (1) Clutch slipping because of overload operation (2) Bearing damaged (3) ExcesSive oil (4) Oil deteriorated 1) Reduce load 2) Replace 3) Check oil level and adjust to prescribed level 4) Replace oil Abnormal sound (1) Gear noise caused by torsional vibration (2) Gear backlash excessive 1) Avoid high speeds 2) Replace 13-15 l'rinl<'d in lupan OOQQ,\OA1361 CHAPTER 14 DISASSEMBLY AND REASSEMBLY (Direct Sea-Water Cooling Engine) 1. Disassembly and Reassembly Precautions ............... 14-1 2. Disassembly and Reassembly Tools ....................14-2 3. Others ... ........... ........ ....... .............. ...14-13 4. Disassembly ...... .. ........ ..... .. .. ....... ......... 14-14 5. Reassembly ....... ... ...... .. .. ...... ...... .... ......14-28 Printed in Japan OOOOAOA1361 Chapter /4 Disassembly and Reassembly I. Disassembly and Reassembly Precautions SM/GM(F)(C)·HM(F)(C) DISASSEMBLY AND REASSEMBLY This chapter covers the most efficient method of disassembling and reassembling the engine. Some parts may not have to be removed, depending on the maintenance and inspection objective. In this case, removal is unnecessary and disassembling in accordance with this section is not required. However. if you follow the disassembly and reassembly procedures. ad justment methods, and precautions described in this chapter. you should be able to prevent subsequent troubles and a loss in engine performance after reassembly. The engine must be test-run to confirm that the engine is functioning properly and delivering full performance. S1nce this chapter does not cover detailed disassembly and reassembly procedures for each part. refer to pertinent chapters for details. 1. Disassembly and Reassembly Precautions (1) Record the parts that require replacement, and replace them with new parts during reassembly. Be careful not to reassemble with the old parts. (2) Do not forget adhesives and packing agents for sealing during reassembly. Packing of the specified quality and packing agents matched to the packing material must be used. (3) Arrange the disassembled parts into groups, such as individual cylinders, intake and exhaust, etc. Cylinder No. is indicated No. 1, No. 2 and/or No. 3 cylinder from Flywheel side. (4) The prescribed tightening torque must be observed when tightening bolts and nuts. Moreover, since the strength of the bolts and nuts depends on their material, be sure to use the correct bolts and nuts at their proper places. Special bolts, nuts .... Head cover, rod bolts, flywheel, etc. Strong bolts ......... Bolts marked (7) (JIS.7T) Common bolts, nuts .. Unmarked (JIS.4T) In addition, check the disassembly and reassembly precautions for each engine model. 14-1 Pnnlcd in Japan OOOOAOA136I Chapter 14 Disassembly and Reassembly 2. Disassembly and Reassembly Tools SM/GM(F)(C)·HM(F)(C) 2. Disassembly and Reassembly Tools The following tools are necessary when disassembling and reassembling the engine. These tools must be used accor· ding to disassembly process and location. 2-1. General handtools Name of tool Illustration Remarks Wrench YANMAR standard Code no.; 28110·100130 Size; 10 x 13 Wrench Wrench Wrench YANMAR standard Code no.; 28110-120140 Size; 12 x 14 YANMAR standard Code no.; 28110.170190 Size; 17 x 19 YANMAR standard Code no.; 28110-220240 Size: 22 x 24 Screwdriver YANMAA standard Code no.: 104200·92350 14-2 Prinlrd in Japan OOOOAOAI361 Chapter 14 Disassembly and Reassembly 2. Disassembly and Reassembly Tools SM/GM(F)(C)·HM(F)(C) Name of tool Illustration Remarl 4·2.14 Remove the rocker arms (1) Remove the rocker arm ass'y Rocker arm support (2) Pull the push rods (3) Remove the cotter pins of the intake and exhaust valve springs. NOTE: Arrange parts by Intake and exhaust. 4·2.15 Remove the cylinder head (1) Disconnect the lubricating oil pipe located at Jhe cylinder block and the cylinder head. (2) Remove the cylinder head nuts in the prescribed order, and remove the cylinder head. (3) Remove the gasket packing NOTE: Clearly identify the front and back of the gasket packing. 4-2.16 Remove the crankshaft pulley Remove the crankshaft pulley end nut and remove the V -pulley and key. 4·2.17 Remove the Injection pump (1) Remove the fixing nut of the fuel injection pump (2) Open the oil supply hole, move the governor lever 2, and take out the fuel injection pump by matching the control rack with the cut-off part of the gear case. 14-16 Printed in Japan OOOOAOA1361 Chapter 14 Disassembly and Reassembly 4. Disassembly (3) Remove the injection timing adjustment shims CAUTION: Note the number and total thickness of the tim· ing adjustment shims. 4-2.18 Remove the timing gear case (1) Remove the starting shaft cover, loosen the bolt with the hexagonal socket head, and withdraw the pin for handle fitting. (2) Remove the gear case (3) Remove the thrust collar, thrust needle bearing, and governor sleeve. 4·2.19 Remove the clutch assembly SM/GM(F)(C)·HM(F)(C) 4·2.20 Remove the flywheel Damper disk (2) Remove the flywheel Screw-in the two bolts for securing the clutch disc (slightly to the left and right sides of the flywheel) and remove it by pulling on the bolts. Flywheel 4·2.21 Remove the flywheel housing Flywheel housing Printt>d in Japan OOOOAOA1361 Chapter 14 Disassembly and Reassembly 4. Disassembly 4·2.22 Remove the feed pump Feed pump 4·2.23 Remove the lubricating oil dipstick 4·2.24 Remove the governor weight assembly Remove the crankshaft end nut and remove the governor weight assembly. 4·2.25 Remove the camshaft gear Camshaft gear Fuel cam Camshaft O·mark 14-18 SM/GM(F)(C)·HM(F)(C) 4·2.26 Remove the crankshaft gear and the lubricating oil pump (1) Remove the crankshaft gear (2) Remove the lubricating oil pump and gear assembly (3) Remove the thrust metal and the thrust washer from the crankshaft. Thrust washer (4) Remove the lubricating oil pressure control valve. Oil pressure regulator Printed in Japan OOOOAOA1361 Chapter 14 Disassembly and Reassembly 4. Disassembly SM/GM(F)(C)·HM(F)(C) 4·2.27Tum the engine onto Its side (2) Set the piston to top dead center, turning the crankshaft so that the connecting rod does not separate from the (1) Remove the engine feet of the camshaft side crank pin. Pull out the piston connecting rod assembly (2) Tum the cylinder block over so that the camshaft side is by pushing the large end of the rod with a pusher. on the bottom. Engine feet 4·2.28 Remove the oil pan and the oil intake pipe 4-2.30 Remove the main bearing housing Remove the main bearing housing bolt and remove the main bearing housing. 4·2.29 Remove the piston connecting rod assembly Mam bearing housmg (1) Set the piston to bottom dead center and remove the connecting rod bolts. 4·2.31 Pull the crankshaft (1) Pull the crankshaft (2) Remove the thrust metal Connecting rod bolt 14-19 Printed in Japan OOOoAOAI361 Chapter 14 Disassembly and Reassembly 4. Disassembly SM/GM(F)(C)·HM(F)(C) 4·2.32 Remove the camshaft (1) Remove the camshaft bearing set screw (2) Check that all the tappets are separated from the cam, and pull the camshaft out. Ball bearing Camshaft 4·2.33 Remove the tappets NOTE: Arrange the removed tappets by intake and exhaust. 4.3 Dismantling engine models 2GM20(C) and 3GM30(C) For the modei 3HM35 engine, refer to the modei 3GM30(C) instructions as the procedure is almost the same for both engine models. 4·3.1 Open the cooling water drain cocks and drain the cooling water (1) Cylinder body water drain cock (2) Exhaust pipe water drain cock [only for modei3GM30(C)] 4·3.2 Drain the lubricating oil (1) Engine side Insert a suction tube into the dipstick hole and pump out the oil with a waste oil pump (option). 14-20 Printed in Japan OOOOAOA1361 Chapter 14 Disassembly and Reassembly 4. Disassembly SM/GM(F){C)·HM(F)(C) (2) Clutch side Pump out the oil from the filler/dipstick hole using a waste oil pump or remove the drain plug at the bottom stern side of the clutch case and drain the oil. 4·3.3 Disconnect the remote control cables (1) Clutch remote control cable and bracket (2) Speed remote control cable and bracket (3) Engine stop remote control cable and bracket (4) Decompression remote control cable 4·3.4 Disconnect the electrical wiring (1) Alternator wiring (2) Starter motor wiring (4) Water temperature switch wiring (4) Oil pressure switch wiring (5) Tachometer sender wiring 4·3.5 Disconnect the cooling water Inlet pipe and bilge pipe NOTE: Always close the Kingston cock 4·3.6 Remove the air Intake silencer Remove the intake silencer clip and the filter element. Then remove the set screw and the cover. 14-21 Printed in Japan OOOOAOAI361 Chapter 14 Disassembly and Reassembly 4. Disassembly SM/GM(F)(C)·HM(F)(C) 4·3.7 Disconnect the fuel piping 4·3.9 Remove the alternator (1) Loosen the adjusting bolt and remove the V·belt (2) Remove the alternator and bracket \ 1 -I (1) Fuel tank to feed pump (2) Feed pump to fuel filter (3) Fuel filterto fuel injection pump (4) Fuel high pressure pipe (5) Fuel return pipe 4-3.8 Remove the starter motor 4·3.10 Remove the oil IIIIer 4·3.11 Remove the water pump (1) Disconnect the hose between the water pump and cool· ing water cylinder inlet joint. I 1 0 (1 (2) Loosen the water pump mounting bolts, remove the V· belt by sliding it toward the crankshaft side, and remove the water pump. 14-22 Printed in Japan OOOOAOAI361 Chapter 14 Disassembly and Reassembly 4. Disassembly SM/GM(F)(C)·HM(F)(C) 4·3.12 Remove the rocker arm chamber (1) Remove the breather pipe at the side of the intake pipe [intake manifold for model 3GM30(C)]. (2) Remove the rocker arm chamber 4·3.13 Remove the exhaust manifold [only for model 3GM30(C)] and the mixing elbow (1) Disconnect the cooling water bypass hose at the thermostat cover side. (2) Remove the mixing elbow [2GM20(C)]. (3) Remove the exhaust manifold together with the fuel filter and mixing elbow [3GM30(C)]. Exhaust manifold 4·3.14 Remove the rocker arms (1) Remove the mounting nut and remove the rocker arm shalt assembly. (2) Pull the push rods. (3) Remove the cotter pins of the intake and exhaust valve springs. NOTE: Arrange the parts by cylinder no., intake and exhaust. 4·3.15 Remove the cylinder head (1) Disconnect the lubricating oil pipe. (2) Remove the cylinder head nuts in the prescribed order, and remove the cylinder head. (3) Remove the gasket packing NOTE: Clearly identify the front and back of the gasket packing. 14-23 Printed in Japan OOOOAOAJ361 Chapter 14 Disassembly and Reassembly 4. Disassembly SM/GM(F)(C)·HM(F)(C) 4-3.16 Remove the crankshaft pulley Remove the crankshaft pulley end nut and remove the V-pulley and key. 4·3.17 Remove the Injection pump (1) Remove the injection pump nut. (2) Remove the gear case side cover, move the governor lever 2. take out the fuel injection pump by matching the control rack with the cut-off part of the gear case. (3) Remove the injection timing adjustment shims. CAUTION: Note the number and total thickness to the tim· ing adjustment shims. 4·3.18 Remove the timing gear case (1) Remove the starting shaft cover, loosen the bolt with the hexagonal socket head, and withdraw the pin for handle fitting. (2) Remove the gear case (3) Remove the thrust collar, thrust needle bearing, and governor sleeve. 4-3.19 Remove the clutch assembly Loosen the mounting flange bolts and remove the clutch assembly. 14·24 Printed in Japan OOOOAOA1361 Chapter 14 Disassembly and Reassembly 4. SM/GM(F)(C)·HM(F)(C) 4·3. 20 Remove the flywheel 4·3.22 Remove the lubricating oil dipstick (1) Remove the damper disk 4·3.23 Remove the feed pump 4·3.24 Remove the fuel cam Remove the camshaft end nut and remove the fuel cam -c\ 4·3.25 Remove the governor weight assembly 4·3.21 Remove the flywheel housing 14-25 Printed in Japan OOOOAOAI361 Chapter 14 Disassembly and Reassembly 4. SM/GM(F)(C)·HM(F)(C) 4·3.26 Remove the lubricating oil pump and driving gear 4·3.30 Remove the piston connecting rod assembly assembly 4·3.27 Remove the camshaft gear and the crankshaft gear 4·3.28Tum the engine onto its side (1) Remove the engine feet of the crankshaft side (2) Tum the cylinder block over so that the crankshaft side is on the bottom. 4·3.29 Remove the oil pan and the oil Intake pipe (2) Set the piston to top dead center, turning the crankshaft so that the connecting rod does not separate from the crank pin. Pull out the piston connecting rod assembly by pushing the large end of the rod with a pusher. 1'---p I ____, / / 4·3.31 Remove the main bearing housing Remove the main bearing housing bolt and remove the main bearing housing. 14-26 Printed in Japan OOOOAOA1361 Chapter 14 Disassembly and Reassembly 4. Disassembly SM/GM(F)(C)·HM(F)(C) Two intermediate rnain bearings, viz. No.1 and No.2, for engine model 3GM30(C). 4·3.33 Pull the crankshaft 4·3.34 Remove the camshaft (1) Remove the camshaft bearing set screw. (2) Place the cylinder block upside down or raise the cylinder block by inserting a plate beneath it in order to prevent contact between the tappet and the cam. (3) Check that all the tappets are separated from the cam, and pull the camshaft out. NOTE: Arrange the removed tappets by cylinder no. and intake and exhaust groups. 4·3.36 Remove the liners Set the engine upright and pull the liners with a liner puller. 14-27 Printed in Japan OOOOAOA136l Chapter 14 Disassembly and Reassembly 5. Reassembly SM/GM(F)(C)-HM(F)(C) 5. Reassembly 5.1 General Precautions Warped washers and packings must necessarily be replaced with new ones. In assembling, sealing must be applied to all designated parts. Omission may cause serious trouble during a trial running of the engine after completion of reassembly. Ad· justments should be performed in accordance with the instructions given. After completion of engine reassembly, recheck any deli· ciencies which might have appeared during maintenance and inspection, conduct a trial running of the engine and then submit it to the user. 5.2 Reassembly of engine modei 1GM10(C) 5·2.1 1nsert the tappets NOTE: Assemble the tappets at their original positions, paying careful attention to intake and exhaust. Ball bearing Camshaft NOTE: Be careful not to damage the groove in the end of the shaft. (2) Alter inserting the camshaft, check that it rotates smoothly before tightening the camshaft bearing set screw. Tightening torque 2 kgf-m(14.5 ft-lb) 5·2.3 1nstall the crankshaft (1) Coat the cam gear side thrust metal with oil and install. CAUTION: Install so that the thrust metal oil groove is at the cnmkcase side, being careful not to damage the tab. 14-28 Printed in Japan OOOOAOA1361 Chapter 14 Disassembly and Reassembly 5. Reassembly 5-2.4 1nstall the main bearing housing (1) Coat the oil seal section with oil (2) Insert the main bearing housing and tighten. Main bearing housing SM/GM(F)(C)-HM(F)(C) 5·2.5 Assemble the piston and connecting rod assembly (1) Coat the crankpln section with oil and position so that the crank is at the top. (2) Coat the piston and crankpin bearing with oil. (3) Position the piston rings so that the gaps are 120" apart, being sure that there is no gap at the side pressure sec· lion. Gap position of No. 2 c 120° compression ring flu Thread diameter x pitch mm Exhaust manifold nuts Quantity Tightening torque kgf-m(ft-lb) Thread diameter Anticorrosion zinc Quantity Tightening torque kgf-m(ft-lb) Thread diameter x pitch mm Timin9 gear case mount1ng bolt Quantity c Tightening torque kgf..m(ft-lb) m Thread diameter x pitch mm .."' "' Camshaft end nut Quantity Tightening torque kgf-m(ft-lb) Thread diameter x pitch mm Governor weight set nut Quantity Tightening torque kgf-m(ft-lb) 1GM10(C) M10 -4 - 7.5(54.248) - MBI 2 ---M6 X 1.0 o.9(6.51o) 2G M20(F) (c) F) (C) M35( F) (C) Remarks Ml2 Nut and bolt MB Aux. bolt 6 B B Nut and bolt 2 3 Aux. bolt 12.0(86.8) 13(94.029) Nut and bolt 3.0(21.7) 3(21 .699) Aux. bolt M10 2 3 3 3.7(26.762) M8 X 1.25 3 6 4.5(32.549) M25I 5-6(36.165-43.398) MB X 1.25 12 2.5( 18.083) M20 X 1.5 MIS X 1.5 I 7-8(50.631-57.864) M26 X 1.5 1 B-10(57.864-72.330) 15-21R Printed in Japan OOOOAOAI36I 3. Tightening Torque SM/GM(F)(Cj·HM(Fj(C) Chapter 15 Dimswmbly and Reassemh(l' Location Bolt/nut 1GM10(C) 3HM35(F)(C) Remarks Thread diameter x pitch mm Mounting flange bolt Quantity -" Tightening torque kgf-m(ft-lb) u9. Thread diameter x pitch mm.0L Bottom cover bolt Quantity 13.."0 Tightening torque kgf-m(ft-lb) u Thread diameter Oil pressure switch Quantitymounting Tightening torque kgf-m(ft-lb) Thread diameter x pitch mm Main bearing housing bolt Quantity Tightening torque kgf-m(ft-lb) Thread diameter x pitch mm Connecting rod bolt Quantity Tightening torque kgf-m(ft-lb) Thread diameter Crankshaft V-pu!!ey bolt Quantity .. Tightening torque kgf-m(ft-lb) c2 Thread diameter x pitch mm .. · a. Flywheel bolt Quantity Tightening torque kgf-m(ft-lb) .c.. Damper diameter x pitch mm -" c.. Diameter disk bolt Quantityu Tightening torque kgf-m(ft-lb) Thread diameter x pitch mm - Intermediate main Quantity -bearing housing bolt Tightening torque kgf-m(ft-lb) - Thread diameter x pitch mm - Intermediate main Quantity -bearing housing set bolt Tightening torque kgf-m(ft-lb) - g'E Thread diameter -$ Water temperature Quantity8.. sender bolt u.. Tightening torque kgf-m(ft-lb) M10 X 1.5 6 4.5(32.549) M6 X 1.0 17 21 23 0.9(6.510) PT 1/8 1 1.0(7.233) M8 X 1.25 6 2.5( 18.083) M7 X 1.0 M9 X 1.0 2X2=4 3 X 2 = 6 2.5(18.083) 4.5(0.6221) M18 3H M35(F)(C) 1 Counterclock- 10(72.330) w1se screw M10 X 1.25 5 6.5-7.0( 47.015-50.631) M8 X 1.25 6 8 2.5(18.083) M8 X 1.25 2X 2=4 3 X 2 = 6 3.0-3.5 (21 .699-25.316) M10 X 1.25 1 4.5-5.0 (32.549-36.165) PT 3/8 1 1.0-1.5(7.2330-10.850) 4.5-5.0 (32.549-36.165 2 7.0-7.5 (50.631-54.248) 15-22 l'rinted in Japan OOOOAOAI361 3. Tightening Torque SM/GM(F)(Cj·HM(F)(C) Chapter 15 Di.m.H<'mhly and Reaiiemh(v Location Bolt/nut Anticorrosion zinc Thread diameter x pitch mm mounting Quantity E (Cylinder block) Tightening torque kgf-m(ft-lb) 2 w Thread diameter x pitch mm>w"' Cooling water inlet joint Quantity..-8 Tightening torque kgf-m(ft-lb) u Thread diameter x pitch mm Water pump body bolt Quantity Tightening torque kgf-m(ft-lb) Thread diameter x pitch mm Nozzle nut Quantity Tightening torque kgf-m(ft-lb) E Thread diameter 2w> Delivery valve holder Quantityw o; Tightening torque kgf-m(ft-lb) 0 u. Thread diameter x pitch mm Fuel injection nozzle Quantityflange nut Tightening torque kgf-m(ft-lb) Thread diameter x pitch mm Clutch housing nut Quantity Tightening torque kgf-m(ft-lb) E Thread diameter x pitch mm .'!! Clutch mounting bolt Quantityw>w Tightening torque kgf-m(ft-lb)"' u Thread diameter X pitch mm Width B/C mm(in.) Output shaft coupling Quantitytightening nut Tightening torque kgf-m(ft-lb) Thread diameter x pitch mm Starter motor mounting QuantityE top2 Tightening torque kgf-m(ft-lb) w>w.. Thread diameter x pitch mm b.ll AC generator mounting UJ bolt Quantity Tightening torque kgf-m(ft-lb) 1G M10(C) 2GM20( F) F)(C M35(F) (C) 1 2 5-6(36.165-43.498) 1 M6x 1.0 M8X 1.25 3 2 9(6.5097) 2.5( 18.083) M20x 1.5 1 2 3 10(72.330) M18 2 3 4.0-4.5(28.932-32 .549) M8 X 1.25 2 X 1 = 2x2=4 2x3 =6 2( 14.466) M8x 1.25 8 2.0-2.5(14.466-18.083) M8x 1.25 8 2.0-2.5( 14.466-18.083) ( "2) 3ot34.6( 1.1811t1 .3822J ( "3) 10± 1.5 9.5(72.330-10.850) (68.714) M10X 1.5 M12 2 4.5-5.0 7.5-8.0 (32.549-38.165) 54. 248..57. 864) M8X1 .25 3 2.2-2. 7( 15.913-19.530) Remarks 1GM10(C): Flan..e )rP•2GM 01 l·3GM30 C and 3HM35(C): Plug type ("2) GM-series: M18 x 1.5 3HM35(F)(C): i· a: 39.5 11.55511b: 32 (1.2598) c' 7 (0.2755) 3-2 General bolt and nut tightening torque Diameter of General bolts 7T thread M6 0.9•0 1 (5.9 .. 7.2) M8 2.5•02 (16.6 .. 19.5) M10 4.7•03 (31 .8 .. 38.2) M12 8.0•0.5 (54.2 .. 61.5) M14 13.0&5 (90.4 .. 97.6) M16 20.5'' 5 (144.7 .. 151.9) kgf m(ft lb) Pipe joint bolts - 1.2 .. 1.7 (8.7 .. 12.3) - 2.5 .. 3.5 (18.1 .. 25.3) 4.0 .. 5.0 (28.9 .. 38.2) 5.0 .. 6.0 (38.2 .. 43.4) 1 5-23 Printed in Japan OOOOAOA1361 Chapter 15 Disassembly and Reassembly 4. Packing Supplement and Adhesive Application Points SM/GM(F){C)·HM(F)(C) 4. Packing Supplement and Adhesive Application Points The packing used in this engine is asbestos sheet sealed at both mating faces. Be sure to use the correct supplement in accordance with the table below. Location Packing (coated) Both sides of cylinder head side cover packing Cylinder head top and bottom casting sand hole plug Rocker arm chamber packing (rocker arm chamber side) Both sides of cylinder head gasket packing Cylinder head Intake and exhaust manifold bolt threads Exhaust manifold stud bolt thread Rocker arm support stud bolt Cooling water outlet joint threads Packing agent and adheSive ''Three Bond No. 4" ''Three Bond No. 50'' "Screw Lock Super 203M" "Screw Lock Super 203M" Timing gear Both sides of timing gear case packing Both sides of fuel injection timing adjustment shims Both sides of governor chamber packing Governor drive shaft bearing cover packing "Three Bond 388·005'' "Screw Lock Super 203M" "Three Bond 388·005" Cylinder block Both sides of oil pan packing Outside surface of cylinder liner Cooling water pipe joint threads Lubricating oil suction pipe threads Lubricating oil intake pipe blind plug threads Oil pressure regulator valve threads Oil pressure switch threads Cylinder head bolt stud Mounting flange face Lube oil pump face Both sides of bushing shell packing Both sides of dipstick flange packing Both sides of fuel pump packing "Three Bond 388·005" White paint "Three Bond No. 20" "Screw Lock Super 203M" "Three Bond 388·005" Crankshaft, piston Crankshaft V-pulley key groove tightening section Connecting rod bolt threads "Three Band 388·005" Cooling system Both sides of water pump packing Both sides of water pump packing Anticorrosion zinc flange threads Water temperature switch threads water drain joint (cylinder, exhaust pipe) "Three Bond No. 2" "Three Bond No. 4" Clutch system Mounting flange face Clutch housing face 15-24 Printed in Japan OOOOAOAI36I .. Y..!!!!..H'!!TA!!.'!.. Printed in Japan OOOOAOA1361 Printed in Japan OOOOAOA1361-9107