TM-21619-1

TM-21619-1

Workshop Service Manual

Linnavuori
AGCO Power - Linnavuorentie 8-10 - FIN-37240 December 2013
Linnavuori, Nokia, Finland 8370 79873
© AGCO 2013 English
TM-21619-1
 TM-21619-1

Table of contents

1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.1 Safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1.2 To the user . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1.2.1Engine type designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1.2.2Location of the engine serial number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1.2.3Marking of the engine control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1.2.4Lifting the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1.3 Engine construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
1.3.1 Engine construction overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
1.3.2 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
1.3.3 Cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
1.3.4 Flywheel housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
1.3.5 Valve mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
1.3.6 Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
1.3.7 Crank mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
1.3.8 Timing gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
1.3.9 Lubrication system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
1.3.10 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
1.3.11 Air control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17

2 Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.1 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.1.1 Cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.1.2 Cylinder liners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2.1.3 Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2.1.4 Valves and rockers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2.1.5 Tappets and push rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2.1.6 Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2.1.7 Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2.1.8 Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.1.9 Balancing unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.1.10 Timing gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
2.1.11 Connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
2.1.12 Piston, rings and pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
2.1.13 Lubrication system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
2.1.14 Oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
2.1.15 Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
2.1.16 Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
2.2 Tightening torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
2.3 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
2.3.1 Cylinder block tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
2.3.2 Timing gear and flywheel housing tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
2.3.3 Cylinder head and valve mechanism tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
2.3.4 Crank mechanism tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
2.3.5 Coolant pump tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
2.3.6 Engine control system and fuel system tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27

3 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.1 Cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
3.1.1 Measuring cylinder liner wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5

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Table of contents

3.1.2
Removing cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3.1.3
Checking cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3.1.4
Changing camshaft bushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3.1.5
Changing camshaft bushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
3.1.6
Fitting plug at camshaft rear end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3.1.7
Oversize bushings for camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3.1.8
Fitting plug at camshaft rear end (oversize bushings) . . . . . . . . . . . . . . . . . . . . . . . 3-9
3.1.9
Fitting cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
3.2 Flywheel housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
3.2.1 Fitting flywheel housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
3.2.2 Changing crankshaft rear oil seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
3.3 Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
3.3.1 Removing cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
3.3.2 Removing valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
3.3.3 Checking cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
3.3.4 Changing valve guides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
3.3.5 Machining valve seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
3.3.6 Changing valve seat rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
3.3.7 Grinding valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
3.3.8 Fitting valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
3.3.9 Fitting cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
3.4 Valve mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
3.4.1 Reconditioning valve mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
3.4.2 Changing camshaft or camshaft gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
3.4.3 Preparations for valve adjusting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
3.4.4 Adjusting valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
3.5 Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
3.5.1 Removing crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
3.5.2 Checking crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
3.5.3 Changing crankshaft gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
3.5.4 Fitting crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
3.5.5 Crankshaft hub piece . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
3.5.6 Viscose type vibration damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
3.6 Connecting rods and pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
3.6.1 Removing pistons together with connecting rods . . . . . . . . . . . . . . . . . . . . . . . . 3-34
3.6.2 Checking connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
3.6.3 Changing piston rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
3.6.4 Checking pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37
3.6.5 Fitting piston pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
3.6.6 Fitting piston together with connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
3.7 Changing connecting rod bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39
3.7.1 Piston pin bushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39
3.7.2 Big-end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
3.8 Counterbalance in 4 cylinder engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
3.8.1 Removing and disassembling counterbalance unit . . . . . . . . . . . . . . . . . . . . . . . . 3-41
3.8.2 Reconditioning counterbalance unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
3.8.3 Fitting counterbalance unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-42
3.8.4 Changing crankshaft gear rim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-42
3.9 Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
3.9.1 Changing starter ring gear on flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
3.9.2 Fitting flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
3.10 Timing gear assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-46
3.10.1 Removing timing gear casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-46
3.10.2 Fitting timing gear casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-47
3.10.3 Fitting the crankshaft hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-50

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3.10.4 Power take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-51

3.10.5 Fan drive device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-52
3.11 Lubrication system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53
3.11.1 Oil pressure regulating valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53
3.11.2 Removing and dismantling lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . 3-53
3.11.3 Assembling and fitting lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-54
3.11.4 Piston cooling nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-54
3.11.5 Fitting oil sump gasket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-55
3.11.6 Lubricating oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-56
3.11.7 Removing lubricating oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-56
3.11.8 Fitting lubricating oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-57
3.11.9 Lubricating oil quality requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-57
3.11.10 Oil sump capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-58
3.11.11 Closed crankcase ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-58
3.12 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
3.12.1 Coolant quality requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
3.12.2 Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
3.12.3 Reconditioning coolant pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-62
3.12.4 Installing the cylinder head connection part . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-67
3.13 Air control system maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-69
3.13.1 Checking the air cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-69
3.13.2 Checking the inlet and exhaust pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-69
3.13.3 Removing actuator of the high pressure turbocharger . . . . . . . . . . . . . . . . . . . . 3-70
3.13.4 Fitting actuator of the high pressure turbocharger . . . . . . . . . . . . . . . . . . . . . . . 3-70
3.13.5 Removing the high pressure turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-70
3.13.6 Checking the turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-70
3.13.7 Fitting the high pressure turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-71
3.13.8 Removing the EGR system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-72
3.13.9 Fitting the EGR system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-72
3.13.10 Removing the EGR actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-72
3.13.11 Fitting the EGR actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-73
3.13.12 EGR link rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-73
3.14 Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-74
3.14.1 Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-74
3.14.2 Technical data of the fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-75
3.14.3 Bleeding the fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-76
3.14.4 Measuring fuel feed pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-77
3.14.5 Inspecting injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-77
3.14.6 High-pressure pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-79
3.14.7 Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-81
3.14.8 Fuel quality requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-84
3.14.9 SCR system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-87
3.15 Engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-92
3.15.1 Service tool of the engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-93
3.15.2 Electronic diagnostic tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-94
3.15.3 Changing the electronic control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-96
3.15.4 Wiring sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-98

5 Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Index-1

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1. Introduction

1.1 Safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

1.2 To the user . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1.2.1Engine type designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1.2.2Location of the engine serial number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1.2.3Marking of the engine control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1.2.4Lifting the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1.3 Engine construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
1.3.1 Engine construction overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
1.3.2 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
1.3.3 Cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
1.3.4 Flywheel housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
1.3.5 Valve mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
1.3.6 Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
1.3.7 Crank mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
1.3.8 Timing gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
1.3.9 Lubrication system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
1.3.10 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
1.3.11 Air control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17

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1.1 Safety instructions

There is always the risk of injury when using or servicing the engine. Before starting the service, please
ensure you have read and understood the following safety instructions and remarks!
• Do not start any repair work that you do not fully understand.
• Make sure that the location and surroundings in which you are carrying out the repair provide a safe
environment in which to work.
• Always ensure the location is clean and free of clutter.
• Do not use faulty or otherwise unsuitable tools.
• Remove all rings, chains and watches before starting work.
• Use up-to-date protection equipment while you work. For example, eye protection, as you will be
working with compressed air for cleaning, grinding, hammering or similar.
• Use a lifting device for lifting and transporting heavy (over 20 kg) pieces. Ensure all lifting hooks and
chains are in good condition. The lifting eyes on the engine must not be subjected to side forces during
lifting.
• Never work under an engine that is hanging from a lifting device or raised up on a jack. Always use
strong supports before starting the work.
• Use only genuine AGCO Parts spare parts.
NOTE: Engine gaskets, seals and washers are disposable. Always change gaskets, seals and washers
when opening joints.
• Start the engine only by using the starting switch in the cabin.
• Do not start an engine if the protection covers are removed.
NOTE: The fan is difficult to see when the engine is running! Ensure that loose clothing or long hair
does not get caught in the rotating parts of the engine.
• If you start the engine indoors, ensure that there is proper ventilation.
• Never use an aerosol starting aid! (Risk of explosion, personal injuries and engine damage.)
• When you are operating the engine or working near it, use ear protection to avoid noise injuries.
• Always stop the engine before starting any servicing or repair work.
• Avoid touching the exhaust manifold, turbocharger and any other hot parts of the engine.
• Open the radiator cap with care when the engine is hot, as the cooling system is pressurised. The
cooling liquid and lubrication oil of a hot engine will cause injury if they come into contact with skin.
• Do not open high pressure pipe connectors of the fuel system when the engine is running. Wait at least
30 sec. after the stopping of the engine. If the jet of high pressure fuel contacts your skin, fuel
penetrates the skin causing severe injuries. Get medical help immediately!
• Never allow a naked flame, smoking or sparks near the fuel system or batteries, especially when
loading batteries, as these are explosive.
• Always disconnect the negative (-) battery cable when servicing or repairing the electric system.
• At temperatures in excess of 300°C, e.g. if the engine is burnt by a fire, the viton seals of the engine
(i.e. the undermost cylinder liner O-ring) produce very highly corrosive hydrofluoric acid. Do not touch
with bare hands when viton seals are subjected to abnormally high temperatures. Always use neoprene
rubber or heavy-duty gloves and safety glasses when decontaminating. Wash the seals and the
contaminated area with a 10% calcium hydroxide or other alkali solution. Put all removed material in
sealed plastic bags and deliver them to the relevant disposal point provided by the authorities
concerned.
NOTE: Never destroy viton seals by burning!
• When checking fuel injectors do not allow the jet of high-pressure fuel to come into contact with your
skin. The fuel penetrates the skin causing severe injuries. Get medical help immediately!
• The fuel, lubricating oil and coolant cause long-lasting irritation on contact with skin.
• If you are carrying out welding or similar high current operations for the appliance, we recommend that
you disconnect the Engine control unit main connector before starting work.

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• Avoid unnecessary idling of the engine.

• Do not let oil and other liquids to the environment when servicing the engine. Take them to a proper
disposal point.
• All the engine gaskets are made of non-asbestos material.
• Be careful when washing the engine with high-pressure washing machine equipment. Do not use high
pressure to wash e.g. the electric and fuel equipment or the radiator because they can easily be
damaged. To get humidity removed, it is recommended to run the engine after washing.

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1.2 To the user

This Workshop Manual is intended to assist with workshop operations and repair work.
5th Generation engines (types 33, 44, 49, 66, 74, 84 and 98) are generally of the same construction, so the
same repair instructions will usually apply to various engine types. The differences between the various
engine types, which affect repair work, are mentioned in the technical data and repair instructions. All
measurements are in millimetres and valid when the temperature of the parts is +20°C, unless otherwise
stated.
Engines fulfil the emission requirements set by the authorities (AWF/ATF: EU97/68/EC Stage IV and EPA
40 CFR 1039 Tier 4 Final). The manufacturer guarantees that all engines of this type are equivalent to the
engine that is officially approved. Please note that the service schedule should be followed carefully,
especially when performing periodical maintenance. Any adjustment and repair work to the injection
system or the engine control unit should only be carried out by a representative authorised by AGCO
Power Inc. When performing any service or repair work, only use original AGCO Parts spare parts.
Inadequate or delayed service and the use of parts other than original AGCO Parts spare parts will
invalidate the responsibility of AGCO Power Inc. with respect to the fulfilment of the emission
requirements.
NOTE: Engine gaskets, seals and washers are disposable. Always change gaskets, seals and washers
when opening joints.
Before starting any repair work, please read the safety instructions at the beginning of this book. Make
sure that you have all the necessary tools, parts and accessories to hand. The special tools mentioned in
the work instructions speed up and facilitate the work and contribute to successful execution of the work.
An engine which has undergone repairs must be run in just like a new one.
Should the engine require work not described in this manual, please consult your local agent or the Service
Department of AGCO Power Inc., Linnavuori, Finland. To facilitate consulting, find out the following facts
about the engine before contacting us:
• engine type
• engine number
• model or equipment
• hours operated or kilometres driven
This Workshop Manual does not cover the regular service procedure as this is explained in the 5th
Generation series Operator's Manual.
As AGCO Power Inc. is continuously developing its products, all rights are reserved to alter the
specifications, accessories and the service and repair procedure without separate notice.
NOTE: AGCO Power Inc. takes no responsibility for any damages caused because of possible incorrect
information in this manual. Distribution of this manual in printed or electronic form is not allowed without
our prior agreement.

1.2.1 Engine type designations

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Fig. 1

1.2.2 Location of the engine serial number

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The engine serial number is always stamped on

the cylinder block as the picture shows.
The serial number is also marked on the type
plate.
Engines have an electronic serial number data
which is readable with electronic service tool. The
data includes also detailed specification, operation
history and service information.

Fig. 2

1.2.3 Marking of the engine control unit

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The specification of the application is indicated on

the type plate of the engine control unit (ECU).
This specification must always be stated when
ordering a control unit or asking for adjusting
settings.
NOTE: Engine with aftertreatment system meets
EU97/68/EC Stage lV and EPA 40 CFR 1039 Tier 4
final emission requirements.
Do not fit any components on the engine other
than those originally intended for it. The use of
other than original AGCO Parts spare parts
invalidates the responsibility of AGCO Power Inc.
on the meeting of the emission requirements.

Fig. 3

1.2.4 Lifting the engine

DANGER:
Safe lifting of the engine is done with a lifting device where the lifting force affects the
lifting eyes vertically.

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A = Engine lifting eyes

Fig. 4

Weight of engine
Engine type Weight kg[1]

33 300

44 345

49 345

66 515

74 525

84 665

98 790

[1] Approximate dry weight without flywheel,

electrics, CCV , EGR and SCR system components

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1.3 Engine construction

1.3.1 Engine construction overview

The 5th Generation engine series consists of water-cooled in-line diesel engines with three, four, six and
seven cylinders. The turbocharged engines are equipped with wet, changeable cylinder liners.
All the engine types have a rigid and ribbed cylinder block. The crank mechanism is designed for
supercharging. The cylinder liners are wet and supported at the middle. The cylinder head bolts are high
tensile bolts.

1.3.2 Technical data

Principal dimensions and data

Engine 33 44 49 66 74 84 98
type

Number 3 4 4 6 6 6 7
of
cylinders

Displacem 3,3 4,4 4,9 6,6 7,4 8,4 9,8

ent (ltr)

Cylinder 108 108 108 108 108 111 111

bore (mm)

Stroke 120 120 134 120 134 145 145

(mm)

Combusti Direct Direct Direct Direct Direct Direct Direct

on injection injection injection injection injection injection injection

Injection Automatic Automatic Automatic Automatic Automatic Automatic Automatic

advance adjusted adjusted adjusted adjusted adjusted adjusted adjusted

Valve 0,35 (cold 0,35 (cold 0,35 (cold 0,35 (cold 0,35 (cold 0,35 (cold 0,35 (cold
clearance, or hot) or hot) or hot) or hot) or hot) or hot) or hot)
intake and
exhaust
(mm)

Direction Clockwise Clockwise Clockwise Clockwise Clockwise Clockwise Clockwise

of rotation
from the
engine
front

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Fuel system

Engine 33 44 49 66 74 84 98
type

Fuel Bosch Bosch Bosch Bosch Bosch Bosch Bosch

injection Common Common Common Common Common Common Common
system Rail Rail Rail Rail Rail Rail Rail

Fuel The fuel The fuel The fuel The fuel The fuel The fuel The fuel
must be must be must be must be must be must be must be
according according according according according according according
to norm to norm to norm to norm to norm to norm to norm
EN EN EN EN EN EN EN
590:2009, 590:2009, 590:2009, 590:2009, 590:2009, 590:2009, 590:2009,
see Fuel see Fuel see Fuel see Fuel see Fuel see Fuel see Fuel
quality quality quality quality quality quality quality
requirem requirem requirem requirem requirem requirem requirem
ents ents ents ents ents ents ents

Injection 1-2-3 1-2-4-3 1-2-4-3 1-5-3-6-2-4 1-5-3-6-2-4 1-5-3-6-2-4 1-2-4-6-7-5

order -3

Injection Max. 1800 Max. 1800 Max. 2000 Max. 2000 Max. 2000 Max. 2000 Max. 2000
pressure bar bar bar bar bar bar bar

Fuel filter: 10 µ 10 µ 10 µ 10 µ 10 µ 10 µ 10 µ
Pre-filter

Fuel filter: 5µ 5µ 5µ 5µ 5µ 5µ 5µ
Main filter

Lubrication system

Lubrication system

Oil pressure in hot engine at running speed 2,5 - 5 bar

Oil pressure at idle speed, min 1,5 bar

Oil capacity See Oil sump capacity

Oil quality requirements See Lubricating oil quality requirements

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Cooling system

Engine 33 44 49 66 74 84 98
type

Number 1 1 1 1/2 2 2 2
of
thermosta
ts

Opening ø 67 mm ø 67 mm ø 67 mm ø 54 mm ø 54 mm ø 54 mm ø 54 mm
temperatu = 83 ° C = 83 ° C = 83 ° C = 79 ° C, = 79 ° C, = 79 ° C, = 79 ° C,
re ø 67 mm ø 67 mm ø 67 mm ø 67 mm
= 83 ° C = 83 ° C = 83 ° C = 83 ° C

Coolant See See See See See See See

quality Coolant Coolant Coolant Coolant Coolant Coolant Coolant
requireme quality quality quality quality quality quality quality
nts requirem requirem requirem requirem requirem requirem requirem
ents ents" ents" ents" ents" ents" ents"

1.3.3 Cylinder block

The cylinder block is the main body of the engine, to which other engine parts are attached. Wet and
replaceable cylinder liners are supported at the middle, which reduces vibrations and directs coolant
circulation mainly to the upper part of the liners.
The seal between the lower part of the cylinder liner and the cylinder block is achieved by three O-rings.
The O-rings are fitted in grooves in the liner in 33-, 44-, 49-, 66- and 74-engines . The O-rings are fitted in
grooves in the cylinder block in 84- and 98-engines . The upper part is sealed by the cylinder head gasket.
The camshaft is located in the cylinder [Link] camshaft front bearing location is fitted with a separate
bearing sleeve and the remaining bearing locations are machined directly in the cylinder block in 33-, 44-
and 49-engines. There are separate bearing sleeves in all camshaft bearing locations and the drilling for the
camshaft rear end is covered with a plug in the 66-, 74-, 84- and 98-engines.
There are spaces on both sides of the rear main bearing for guide bearing shims (the crankshaft thrust
bearings).

1.3.4 Flywheel housing

The flywheel housing is fitted at the rear end of the cylinder block. The seal for the crankshaft rear end is
placed in a bore in the housing. The starter motor fixing point is fitted in the flywheel housing.
The lower face of the flywheel housing functions as a sealing surface for the oil sump gasket. This means
that the lower face of the cylinder block must be level with the flywheel housing. When fitting the flywheel
housing, its position is determined by tension pins.
The flywheel housing is delivered according to the requirements set by the engine model and different
flywheel housings can be mounted on all engine types.

1.3.5 Valve mechanism

The valve mechanism is operated by the camshaft which is located in the cylinder block. The drive is
transferred with the help of tappets and push rods. The camshaft gear wheel is fitted with a nut and
guided with a key. Each bearing is lubricated by the force feed lubrication system through drilled oilways in
the cylinder block.

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1.3.6 Cylinder head

There is one cylinder head in the 33, 44 and 49 engines. A six cylinder engine has two cylinder heads. The
98 engine has two cylinder heads: one for three cylinders (front) and one for four cylinders (rear). Every
cylinder has four valves and in the middle of the valves there is a place for the injector. The injector is
located vertically in the centre of the cylinder and in the middle of the combustion chamber. This ensures
accurate and homogenous mixing of fuel and air and leads to clean and low emission combustion with
good efficiency.
Each cylinder has its own inlet and exhaust ports located on either side of the head. Every inlet valve has
its own inlet port but there is only one exhaust port for every two of the cylinder’s exhaust valves. There
are no water holes on the inlet side of the cylinder head. This eliminates the possibility of water entering
the inlet air.
Cylinder head bolts are high tensile bolts, which are tightened up to yield limit using the angle tightening
method. Due to the large stretch, the tightening forces are kept constant during the whole lifetime and
retightening is unnecessary.
The injector and its side feeding pipe locations are machined directly into the cylinder head. The port for
the side feeding pipe is located between the inlet ports. The inlet and exhaust valve guides are identical
and can be interchanged. Inlet and exhaust valves are fitted with separate valve seat rings.

1.3.7 Crank mechanism

The crankshaft is forged from chrome alloy special steel and is induction hardened at the bearing and
sealing surfaces. This makes it possible to grind bearings four times and 98 engine two times without a
new heat treatment. Gear wheels are located at the front end of the crankshaft. They are a press fit, and
drive the idler wheel and oil pump. The belt pulley/vibration damper is fastened to the crankshaft with a
cone joint. An oil deflector ring is fitted between the hub and gear wheel. The 98-engine has larger cone
and an additional seal ring.
The crankshaft is supported on the cylinder block by main bearings, which are placed on both sides of each
cylinder. There is therefore one main bearing more than there are cylinders. The crankshaft thrust washers
are placed in both sides of the rearmost main bearing.
A flywheel, on which there is a press-fit starter ring gear, is fitted at the rear end of the crankshaft. The
forged connecting rod has an I-cross-section. The bearing location at the bottom end of the connecting rod
is fracture-split, and the bearing cup is secured by two special elongated screws. The upper part has a
wedge-shaped bearing location, in which the piston pin bearing bushing is fitted with a press fit.
The piston is made of a eutectic aluminium alloy. In the upper face of the piston there is a combustion
chamber. The shape of the chamber is intended to maximise the mixture of air and fuel. The upper ring
location is formed in a cast iron ring, which is cast in the piston. In addition, the piston is graphite-coated to
ensure correct running-in.
The piston has three rings. The upper molybdenum-coated ring has a wedge-shaped cross-section. The
middle ring is tapered and it fits into its groove. The taper takes up the clearance. The oil control ring is
spring-loaded and it has a two-stage, chromed scraping edge.
Some four-cylinder engines are equipped with a balancer unit. The eccentric weights, which rotate at twice
the engine speed, even out the vibration forces exerted by the movement of the pistons and the crank
mechanism.

1.3.8 Timing gears

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1 Camshaft gear
2 Idler gear
3 High-pressure pump gear
4 Crankshaft gear
5 PTO gear
6 Small idler gear
The timing gear drives the camshaft, high-pressure
pump and oil pump. The timing gear train consists
of hardened, helically cut gear wheels. The gears
are encased by the timing gear casing, which is
fitted to the front of the engine.
The idler gear is supported with a ball bearing on
the shaft on the front face of the cylinder block.
There are three main types of timing gear
assembly: narrow without PTO, broad with light
duty PTO and broad with heavy duty PTO.
If the engine is equipped with light duty PTO,
hydraulic pump is driven via a gear or a separate
drive unit.
In engines with heavy duty PTO, hydraulic pump or
compressor is driven via a small idler gear.

Fig. 5

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1.3.9 Lubrication system

Fig. 6 Lubrication system

(1) Oil pump (5) Turbocharger

(2) Oil pressure regulating valve (6) Main oil gallery
(3) Oil cooler (7) Piston cooling nozzle
(4) Oil filter (8) Oil pressure sensor
The engine has a pressure lubrication system with the gear oil pump fitted to the lowest level of the
engine. The oil pump is driven by the gear at the front end of the crankshaft. Nearly all the lubrication
points and auxiliary equipment are connected to the pressurised lubrication system by oil galleries or pipes.
The lubrication of the gears in the gear housing, the upper end of the connecting rods and the pistons is
mainly realized by splash lubrication. The undersides of the pistons of the high output engines are always
cooled by the oil spray when the oil pressure is more than 3 bar. Engine is equipped with closed crankcase
ventilation (CCV) system. It is of centrifugal oil separator type on 84 and 98 engines. There is Super
Impactor type CCV system with boost air on 33, 44, 49, 66 and 74 engines. CCV system is maintenance-
free.
NOTE: It is very important to use lubrication oil that corresponds to ambient temperatures (see
Lubricating oil quality requirements). Always change the oil and oil filter according to the maintenance
chart.

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Oil pressure regulating valve

The oil pressure regulating valve is located under

the oil filter on the left side of the engine. The
regulating valve keeps the oil pressure constant,
independent of the engine speed.
At working speed the oil pressure is 2,5 to 5 bar
depending on the temperature and the quality of
lubricating oil. At idling the pressure is 1,5 bar
minimum.

Fig. 7

Oil filter and oil cooler

(1) Oil cooler

(2) Oil dipstick
(3) Oil pressure regulating valve 1

(4) Oil filter

(5) Coolant drain plug
The oil filter is of main flow type. It has a 2
replaceable cartridge mounted on the left side of 5

the engine. At the bottom of the oil filter cartridge

there is a by-pass valve for cold start or possible
clogging of the filter. In addition the engine is
equipped with a by-pass centrifugal oil cleaner.
The operation is controlled through a pressure
valve in the filter body.
3
Some engine types are equipped with an oil cooler 4
which is located between the filter frame and the
oil filter. All oil that circulates through the filter also
goes through the cooler and is cooled by the Fig. 8
engine coolant circulating in the oil cooler.
The 84- and 98-engines are equipped with an plate
type oil cooler, that is situated on the right side of
the engine above the filter. The cooler is of main
flow type.

1.3.10 Cooling system

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(1) Coolant pump

(2) Thermostats
(3) By-pass pipe
(4) Radiator
(5) Expansion tank
(6) Oil cooler
The coolant pump is attached to the front face of
the cylinder block and the thermostat housing is
mounted above it.
The system has the internal liquid circulation via
the by-pass pipe. The circulation is regulated by
the 2- way thermostat. This arrangement ensures
a steady warming-up of the engine under all
conditions.
NOTE: Never use only water as coolant but a
mixture of 40 - 60 % of water and antifreeze. See Fig. 9
Coolant quality requirements.

Thermostats

There are two separate thermostats (66, 74, 84

and 98 engines), of which one steers the by-pass
of coolant liquid. The thermostats differ in type and
opening temperature. When the coolant
temperature is below the thermostat opening
temperature, the coolant (A) circulates through the
by-pass hole into the coolant pump. The smaller,
single-acting thermostat (1) opens first (at 79°C),
letting one part of the coolant (B) into the radiator.
Following the load increase, the other thermostat
(2) also opens (at 83°C). This is a double-acting
type, which closes the by-pass hole when it opens
and directs the coolant (C) into the radiator. There
are no separate winter-type thermostats.

Fig. 10

1.3.11 Air control system

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1. Introduction

2 3
5

4
6

9
7 8
Fig. 11

(1) Air filter (6) Engine radiator

(2) Low pressure turbocharger (7) Air to air intercooler
(3) Interstage charge air cooler (ICAC) (8) Air intake throttle
(4) Mass air flow (MAF) sensor (9) Intake manifold
(5) High pressure turbocharger
The air control system includes pre-filter (or cyclone, if installed), air filter, turbocharger(s), intercooler(s), air
mass flow meter, throttle valve, intake manifold, exhaust manifold, EGR valve, EGR cooler and air pipes. A
mechanical or electric sensor can be fitted to indicate the service point of the air filter. If the engine is
operating in very dusty conditions (for example spreading lime) it must be equipped with a special pre-filter
and oil bath air filter.

1-18
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1. Introduction

Turbocharging
The turbocharger is a turbo-compressor driven by exhaust gas. The compact design of the turbocharger is
fast to react even at low engine speeds. The turbocharger is lubricated and cooled by the lubrication
system of the engine. Boost pressure is controlled by a wastegate. Traditional wastegate is replaced with a
wastegate operated by actuator controlled by the electronic control unit (ECU). ECU-controlled wastegate
is used to control acceleration smoke and exhaust temperatures.

2 stage turbocharging
The turbocharger is a turbo-compressor driven by exhaust gas. The compact design of the turbocharger is
fast to react even at low engine speeds. The turbocharger is lubricated and cooled by the lubrication
system of the engine. 168-, 98- and 84-engines have 2 stage turbocharging. Benefits from 2 stage
turbocharging are increased low speed torque, better specific fuel consumption and decreased exhaust
temperature. The 2 stage charging uses two turbochargers: Bigger low pressure turbocharger raises
pressure to 1 - 1,5 bar (relative), Smaller high pressure turbocharger has boost pressure of 2,1 - 3 bar
(relative). Boost pressure is controlled by a wastegate. Traditional wastegate is replaced with a wastegate
operated by actuator controlled by the electronic control unit (ECU). ECU-controlled Wastegate is used to
control acceleration smoke and exhaust temperatures.

Cooling of inlet air

The compressed air from turbocharger is cooled on the air-to-air basis. The air coming from the
turbocharger has a temperature of abt. 150°C which is cooled by the cooling air of the engine. The cooling
of the compressed air stabilises the combustion, irrespective of the temperature, and minimises the
thermal and mechanical load of the engine thus lowering nitric oxides (NOx) and particles (PT).

Interstage charge air cooling

In 2 stage turbocharged engines the charge air is cooled between the turbochargers to increase the
efficiency and reliability. The charge air is cooled by engine coolant in the Interstage charge air cooling
(ICAC). The compressed air from high-pressure turbocharger is cooled on the air-to-air basis. The air
coming from the turbocharger has a temperature of abt. 150°C which is cooled by the cooling air of the
engine. The cooling of the compressed air stabilises the combustion, irrespective of the temperature, and
minimises the thermal and mechanical load of the engine thus lowering nitric oxides (NOx) and particles
(PT).

Throttle valve

1-19
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1. Introduction

Intake throttle valve is used in all engines to

manage temperatures in exhaust gas
aftertreatment system. The throttle valve controls
Air/Fuel -ratio to speed up engine warming, to
increase exhaust temperatures at low loads and to
decrease exhaust temperatures at high loads. The
throttle valve is controlled by ECU via CAN-bus and
it has an integrated actuator.

Fig. 12

Exhaust gas recirculation system

1-20
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1. Introduction

Fig. 13

(1) Intake manifold (5) EGR cooler

(2) Exhaust manifold (6) Thermostat
(3) EGR actuator (cooled) (7) Coolant pump
(4) EGR valve
The cooled exhaust gas recirculation system (EGR) used on AGCO POWER engines is controlled by
electronic engine control unit (ECU) and EGR actuator. Part of exhaust gases is led from exhaust manifold
through EGR valve to EGR cooler where they are cooled with engine coolant. The cooled exhaust gas is
mixed with fresh intake air in intake manifold before it flows to combustion chamber. The cooled EGR
system decreases the temperature in combustion chamber, which in turn results as lower nitrogen oxide
(NOx) emissions. All EGR engines have air mass flow meter. Its main functions are to measure EGR/fresh
air ratio for EGR control and to enable accurate DEF dosing to the catalyst.

EGR actuator

1-21
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1. Introduction

The actuator calibrates itself automatically

(minimum position) before every start of the
engine.
When the engine is running, the actuator operates
the EGR valve according to engine speed and load
% (stepless control). When the engine is idling,
the valve remains closed. At engine speeds over
1500 rpm and when the load is heavy enough, the
actuator starts to adjust the valve. Fig. 14

The actuator is controlled via can-bus and operated

with 12V supply voltage.
In case of actuator malfunction the control unit
activates an error code, which reduces engine
power and running speed. Power is limited to
~75% of the maximum and the speed is limited to
1800 rpm.
Check the voltage end the CAN wiring to the
actuator carefully.

Pin Number Assignment

1 Vbat

2 GND

3 CAN low

4 CAN high

Procedure

1. Switch on the engine control unit (ECU).

2. Measure the voltage between wire 3 from the ECU and ground 2. The voltage should be
approximately 2V.
3. Measure the voltage between wire 4 from the ECU and ground 2. The voltage should be
approximately 3V.
4. Measure the voltage between wire 1 from the ECU and ground 2. The voltage should be
approximately 12V.

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Table of contents

2. Specifications

2.1 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3

2.1.1 Cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.1.2 Cylinder liners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2.1.3 Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2.1.4 Valves and rockers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2.1.5 Tappets and push rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2.1.6 Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2.1.7 Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2.1.8 Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.1.9 Balancing unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.1.10 Timing gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
2.1.11 Connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
2.1.12 Piston, rings and pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
2.1.13 Lubrication system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
2.1.14 Oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
2.1.15 Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
2.1.16 Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
2.2 Tightening torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
2.3 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
2.3.1 Cylinder block tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
2.3.2 Timing gear and flywheel housing tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
2.3.3 Cylinder head and valve mechanism tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
2.3.4 Crank mechanism tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
2.3.5 Coolant pump tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
2.3.6 Engine control system and fuel system tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27

2-1
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Table of contents

2-2
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2. Specifications

2.1 Technical data

2.1.1 Cylinder block

33, 44, 49, 66, 74 engines

Holes for guide pins 13.250 - 13.320 mm

Main bearing housing diameter (33, 44, and 49 91.000 - 91.025 mm

engines)

Main bearing housing diameter (66 and 74 96.000 - 96.025 mm

engines)

Cylinder liner location, diameter: .

• upper end • 124.514 - 124.554 mm
• lower end • 123.000 - 123.040 mm

Inside diameter of camshaft bushing no. 1 (fitted) 50.040 - 50.060 mm

Inside diameter of camshaft bushing others (33, 50.000 - 50.025 mm

44 and 49 engines)

Inside diameter of camshaft bearing bushings 50.010 - 50.070 mm

others (fitted, 66, 74 engines)

Diameter of bearing bushing bore in block (bearing 55.620 - 55.650 mm

bushing no 1)

Height of cylinder block 428.170 - 428.430 mm

84, 98 engines

Holes for guide pins 13.250 - 13.320 mm

Main bearing housing diameter (84 engine) 96.000 - 96.025 mm

Main bearing housing diameter (98 engine) 104.000 - 104.025 mm

Cylinder liner location, diameter: .

• upper end • 125.014 - 125.054 mm
• lower end • 121.000 - 121.040 mm

Inside diameter of camshaft bushing no. 1 (fitted) 50.040 - 50.060 mm

Inside diameter of camshaft bearing bushings 50.010 - 50.070 mm

others (fitted)

Height of cylinder block 468.850 - 469.150 mm

2-3
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2. Specifications

2.1.2 Cylinder liners

Cylinder liners

Protrusion of cylinder liner above cylinder block top 0.030 - 0.080 mm

face

Max. permissible height difference between liners 0.02 mm

(under same head)

Height of cylinder liner flange, std 9.03 - 9.05 mm

Height of cylinder liner flange, 1st oversize 9.08 - 9.10 mm

Height of cylinder liner flange, 2nd oversize 9.13 - 9.15 mm

Height of cylinder liner flange, 3rd oversize 9.23 - 9.25 mm

Outer diameter of cylinder liner flange 131.700 - 131.800 mm

33, 44, 49, 66, 74 engines

Outer diameter of cylinder liner guide: .

• at upper end of liner • 124.475 - 124.500 mm
• at lower end of liner • 122.961 - 122.986 mm

Liner bore 108.010 - 108.032 mm

84, 98 engines

Outer diameter of cylinder liner guide: .

• at upper end of liner • 124.975 - 125.000 mm
• at lower end of liner • 120.966 - 120.991 mm

Liner bore 111.000 - 111.022 mm

2.1.3 Cylinder head

Cylinder head

Height of cylinder head 109.900 - 110.000 mm

Height of cylinder head after repair grinding 109.500 mm

(minimum)

Length of cylinder head bolts 148 mm

(maximum 150 mm)

Length of cylinder head studs (overall length) 186 + 1 mm

(maximum 188.5 mm)

2-4
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2. Specifications

Cylinder head

Inside diameter of valve guide 8.000 - 8.015 mm

Outside diameter of valve guide 16.028 - 16.039 mm

Diameter of valve guide bore in cylinder head 16.000 - 16.018 mm

Position of valve guide top above cylinder head 13 mm

surface

Depth of valve head face below cylinder head .

surface: • 0.65 - 0.85 mm (maximum 2.20 mm)
• inlet valve • 0.45 - 0.65 mm (maximum 2.20 mm)
• exhaust valve

Angle of valve seat: .

• inlet valve • 35°+20'
• exhaust valve • 45°+20'

Width of valve seat: .

• inlet valve • 2.2 mm
• exhaust valve • 2.0 mm

Diameter of exhaust valve seat ring 36.060 - 36.122 mm

Diameter of exhaust valve seat rings recess 36.000 - 36.025 mm

Diameter of exhaust valve seat ring (overhaul part 36.260 - 36.322 mm

8370 70187)

Diameter of exhaust valve seal ring recess 36.200 - 36.225 mm

(overhaul part 8370 70187)

Diameter of inlet valve seat ring 41.070 - 41.132 mm

Diameter of inlet valve seat ring recess 41.000 - 41.025 mm

Diameter of inlet valve seat ring (overhaul part 41.270 - 41.332 mm

8370 70188)

Diameter of inlet valve seat ring recess (overhaul 41.200 - 41.225 mm

part 8370 70188)

2-5
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2. Specifications

2.1.4 Valves and rockers

Valves and rockers

With a valve clearance of 1.0 mm: .

• inlet valve opens • 2°± 2° B.T.D.C
• inlet valve closes • 18°± 2° A.B.D.C
• exhaust valve opens • 36°± 2° B.B.D.C
• exhaust valve closes • 2°± 2° A.T.D.C

Valve clearance hot and cold: .

• inlet valve • 0.35 mm
• exhaust valve • 0.35 mm

Angle of valve face: .

• inlet valve • 35°-20'
• exhaust valve • 45°-20'

Outside diameter of valve head: .

• inlet valve • 39 mm
• exhaust valve • 35 mm

Max. valve movement with a valve clearance of .

0.35 mm: • 9.5 mm
• inlet valve • 9.0 mm
• exhaust valve

Inlet valve stem diameter 7.960 - 7.975 mm

Exhaust valve stem diameter 7.925 - 7.940 mm

Inlet valve stem clearance 0.025 - 0.055 mm

• Reject limit • 0.30 mm

Exhaust valve stem clearance 0.060 - 0.090 mm

• Reject limit • 0.35 mm

Depth of valve head face below cylinder head .

surface: • 0.65 - 0.85 mm (maximum 2.20 mm)
• inlet valve • 0.45 - 0.65 mm (maximum 2.20 mm)
• exhaust valve

Valve spring free length 75.1 mm

Spring pressure when spring compressed to a .

length of: • 300 ± 10 N
• 41.0 mm • 420 ± 15 N
• 31.0 mm

Rocker arm shaft diameter 24.970 - 24.990 mm

2-6
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2. Specifications

Valves and rockers

Diameter of rocker arm bore 25.000 - 25.021 mm

Free length of rocker arm spring 88 mm

Spring pressure when spring compressed to a 75 - 95 N

length of 66 mm

2.1.5 Tappets and push rods

Tappets and push rods

Outside diameter of tappet 29.939 - 29.960 mm

Diameter of tappet bore in cylinder block 30.000 - 30.043 mm

Max. permissible push rod deflection (when free) 0.4 mm

Overall length of push rod (33, 44, 49, 66, 74) 245 - 246.3 mm

Overall length of push rod (84, 98) 286 - 287.3 mm

2.1.6 Camshaft

Camshaft (33, 44, 49)

Diameter of camshaft bearing journal no. 1 49.875 - 49.900 mm

Diameter of camshaft bearing journals others 49.885 - 49.910 mm

Camshaft clearance in bearing bush no. 1 0.140 - 0.185 mm

Camshaft clearance in bearing bush nos. 2-4 0.120 - 0.205 mm

Camshaft (66, 74, 84)

Diameter of camshaft bearing journal no. 1 49.875 - 49.900 mm

Diameter of camshaft bearing journals nos. 2-4 49.865 - 49.890 mm

Diameter of camshaft bearing journal no. 5 49.885 - 49.910 mm

Camshaft clearance in bearing bush no. 1 0.140 - 0.185 mm

Camshaft clearance in bearing bush nos. 2-4 0.110 - 0.160 mm

Camshaft clearance in bearing bush no. 5 0.100 - 0.185 mm

2-7
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2. Specifications

Camshaft (98)

Diameter of camshaft bearing journal no. 1 49.875 - 49.900 mm

Diameter of camshaft bearing journals nos. 2-5 49.865 - 49.890 mm

Diameter of camshaft bearing journal no. 6 49.885 - 49.910 mm

Camshaft clearance in bearing bush no. 1 0.140 - 0.185 mm

Camshaft clearance in bearing bush nos. 2-5 0.110 - 0.160 mm

Camshaft clearance in bearing bush no. 6 (98) 0.100 - 0.185 mm

Camshaft end play 0.7 - 1.2 mm

Cam height (distance between back of cam and tip .

of cam): • 43.180 - 43.680 mm
• inlet valve • 41.700 - 42.200 mm
• exhaust valve

Cam lift: .
• inlet valve • 6.18 mm
• exhaust valve • 7.70 mm

Width of camshaft (33 - 49) 17.70 - 18.30 mm

Width of camshaft (66 - 98) 19.70 - 20.30 mm

Camshaft maximum permissible deflection (total 0.03 mm

indicator reading)

2.1.7 Crankshaft

Crankshaft (33, 44, 49, 66 and 74 engines)

Crankpin diameter: .
• standard • 67.981 - 68.000 mm
• 1st undersize 0.25 mm • 67.731 - 67.750 mm
• 2nd undersize 0.50 mm • 67.481 - 67.500 mm
• 3rd undersize 1.00 mm • 66.981 - 67.000 mm
• 4th undersize 1.50 mm • 66.481 - 66.500 mm

Crankpin length 40.000 - 40.160 mm

Main bearing journal diameter (33, 44 and 49 .

engines): • 84.985 - 85.020 mm
• standard • 84.735 - 84.770 mm
• 1st undersize 0.25 mm • 84.485 - 84.520 mm
• 2nd undersize 0.50 mm • 83.985 - 84.020 mm

2-8
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2. Specifications

Crankshaft (33, 44, 49, 66 and 74 engines)

• 3rd undersize 1.00 mm • 83.485 - 83.520 mm

• 4th undersize 1.50 mm

Main bearing housing diameter (in cylinder block) 91.000 - 91.025 mm

Main bearing journal diameter (66 and 74 engines): .

• standard • 89.985 - 90.020 mm
• 1st undersize 0.25 mm • 89.735 - 89.770 mm
• 2nd undersize 0.50 mm • 89.485 - 89.520 mm
• 3rd undersize 1.00 mm • 88.985 - 89.020 mm
• 4th undersize 1.50 mm • 88.485 - 88.520 mm

Main bearing housing diameter (in cylinder block) 96.000 - 96.025 mm

Main bearing shell thickness: .

• standard • 2.955 - 2.965 mm
• 1st undersize 0.25 mm • 3.080 - 3.090 mm
• 2nd undersize 0.50 mm • 3.205 - 3.215 mm
• 3rd undersize 1.00 mm • 3.455 - 3.465 mm
• 4th undersize 1.50 mm • 3.705 - 3.715 mm

Main bearing clearance 0.050 - 0.127 mm

Length of thrust bearing journal (journal nearest to .

flywheel): • 45.000 - 45.080 mm
• standard (fixed thrust plates) • 45.100 - 45.180 mm
• 1st oversize (one std and one 0.1 mm overthick • 45.200 - 45.280 mm
separate thrust plate) • 45.300 - 45.380 mm
• 2nd oversize (one std and one 0.2 mm • 45.400 - 45.480 mm
overthick separate thrust plate)
• 3rd oversize (one 0.1 mm + one 0.2 mm
overthick separate thrust plate)
• 4th oversize (two 0.2 mm overthick separate
thrust plates)

Other crankshaft journals cannot be ground longer.

Crankshaft end float 0.100 - 0.380 mm

Max. permissible ovality and other deformity of 0.03 mm

crankpins or journals

Crankshaft unbalance 1.0 Ncm max.

2-9
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2. Specifications

Balancing unit ring gear location, diameter (44 and 150.220 - 150.260 mm
49 engines)

Balancing unit ring gear I.D. (44 and 49 engines) 150.000 - 150.040 mm

Number of teeth on trigger wheel 60-2

Crankshaft (84 engine)

Crankpin diameter: .
• standard • 72.981 - 73.000 mm
• 1st undersize 0.25 mm • 72.731 - 72.750 mm
• 2nd undersize 0.50 mm • 72.481 - 72.500 mm
• 3rd undersize 1.00 mm • 71.981 - 72.000 mm
• 4th undersize 1.50 mm • 71.481 - 71.500 mm

Crankpin length 40.000 - 40.160 mm

Main bearing journal diameter: .

• standard • 89.985 - 90.020 mm
• 1st undersize 0.25 mm • 89.735 - 89.770 mm
• 2nd undersize 0.50 mm • 89.485 - 89.520 mm
• 3rd undersize 1.00 mm • 88.985 - 89.020 mm
• 4th undersize 1.50 mm • 88.485 - 88.520 mm

Main bearing housing diameter (in cylinder block) 96.000 - 96.025 mm

Main bearing shell thickness: .

• standard • 2.955 - 2.965 mm
• 1st undersize 0.25 mm • 3.080 - 3.090 mm
• 2nd undersize 0.50 mm • 3.205 - 3.215 mm
• 3rd undersize 1.00 mm • 3.455 - 3.465 mm
• 4th undersize 1.50 mm • 3.705 - 3.715 mm

Main bearing clearance 0.050 - 0.130 mm

Length of thrust bearing journal (journal nearest to .

flywheel): • 45.000 - 45.080 mm
• standard (fixed thrust plates) • 45.100 - 45.180 mm
• 1st oversize (one std and one 0.1 mm overthick • 45.200 - 45.280 mm
separate thrust plate) • 45.300 - 45.380 mm
• 2nd oversize (one std and one 0.2 mm • 45.400 - 45.480 mm
overthick separate thrust plate)
• 3rd oversize (one 0.1 mm + one 0.2 mm
overthick separate thrust plate)
• 4th oversize (two 0.2 mm overthick separate
thrust plates)

2-10
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2. Specifications

Other crankshaft journals cannot be ground longer.

Rounded corner of crankpins and journals R4+0.5 mm

Crankshaft end float 0.100 - 0.380 mm

Maximum permissible ovality and other deformity 0.03 mm

of crankpins or journals

Crankshaft unbalance 1.0 Ncm max.

Number of teeth on trigger wheel 60-2

Crankshaft (98 engine)

Crankpin diameter: .
• standard • 72.981 - 73.000 mm
• 1st undersize 0.25 mm • 72.731 - 72.750 mm
• 2nd undersize 0.50 mm • 72.481 - 72.500 mm

Crankpin length 40.000 - 40.160 mm

Main bearing journal diameter: .

• standard • 97.985 - 98.020 mm
• 1st undersize 0.25 mm • 97.735 - 98.770 mm
• 2nd undersize 0.50 mm • 97.485 - 98.520 mm

Main bearing housing diameter (in cylinder block) 104.000 - 104.025 mm

Main bearing shell thickness: .

• standard • 2.955 - 2.965 mm
• 1st undersize 0.25 mm • 3.080 - 3.090 mm
• 2nd undersize 0.50 mm • 3.205 - 3.215 mm

Main bearing clearance 0.050 - 0.130 mm

Length of thrust bearing journal (journal nearest to .

flywheel): • 45.000 - 45.080 mm
• standard (2 standard thrust plates) • 45.100 - 45.180 mm
• 1st oversize (one std and one 0.1 mm overthick • 45.200 - 45.280 mm
thrust plate) • 45.300 - 45.380 mm
• 2nd oversize (one std and one 0.2 mm • 45.400 - 45.480 mm
overthick thrust plate)
• 3rd oversize (one 0.1 mm and one 0.2 mm
overthick thrust plate)
• 4th oversize (two 0.2 mm overthick thrust
plates)

2-11
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2. Specifications

Other crankshaft journals cannot be ground longer.

Rounded corner of crankpins and journals R4+0.5 mm

Crankshaft end float 0.100 - 0.380 mm

Maximum permissible ovality and other deformity 0.03 mm

of crankpins or journals

Crankshaft unbalance 1.0 Ncm max.

Number of teeth on trigger wheel 60-2

2.1.8 Flywheel

Flywheel

Interference fit between ring gear-flywheel 0.425 - 0.600 mm

Before fitting the ring gear, heat up to a 150 - 200°C

temperature of

Flywheel unbalance 1.0 Ncm max.

Maximum permissible axial wobble of flywheel 0.06:ø200

clutch face, measured at inner edge of clutch face
on diameter 200

2.1.9 Balancing unit

44 and 49 engines

Tooth backlash: .
• crankshaft ring gear-balancer weight gear • 0.1 - 0.3 mm
wheel • 0.05 - 0.250 mm
• between the balancer weight gear wheels

Balancing weights end float 0.1 - 0.3 mm

Shaft diameter at bearing surfaces 36.000 - 36.016 mm

Bearing bushing inner diameter (fitted) 36.050 - 36.075 mm

Diameter of holes in body for shafts, rear end 36.058 - 36.083 mm

Diameter of holes in body for shafts, front end 35.958 - 35.983 mm

Shim thickness, cylinder block-balancer unit 0.2 mm

2-12
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2. Specifications

2.1.10 Timing gears

Timing gears

Tooth backlash 0.05 - 0.25 mm

Maximum permissible side wobble of gears 0.05 mm

Idle gear (slide bearing, 50.7 mm length shaft)

Timing marks

Timing marks on gears are in alignment when the 1st cylinder piston is at its top, dead centre between
compression and power strokes.

On crankshaft gear 2 dots on tooth

On idler gear: .
• against crankshaft gear mark • 1 dot on tooth
• against camshaft gear mark • 1 dot on tooth
• against high pressure pump mark • 2 dots on notch

On high pressure pump gear 1 dot on notch

On camshaft gear 1 dot on notch

2.1.11 Connecting rod

Big-end bearing shell thickness: .

• standard • 1.835 - 1.842 mm
• 1st undersize 0.25 mm • 1.960 - 1.967 mm
• 2nd undersize 0.50 mm • 2.085 - 2.092 mm
• 3rd undersize 1.00 mm • 2.335 - 2.342 mm
• 4th undersize 1.50 mm • 2.585 - 2.592 mm

Big-end bearing clearance 0.046 - 0.098 mm

End float (side clearance) at big-end on crankshaft 0.200 - 0.410 mm

Piston pin bushing location perpendicular to 0.15:100

longitudinal axis of connecting rod to be within

Piston pin bushing location and big-end bearing 0.05:100

location to be parallel to within

Maximum permissible weight difference between 20 g

connecting rods in the same engine

Weight marking (letter) at lower end.

2-13
8370 79873
 TM-21619-1

2. Specifications

33, 44, 49, 66 and 74 engines

Inside diameter of piston pin bush (with bush 40.025 - 40.040 mm

pressed into connecting rod)

Outside diameter of piston pin bush (std) 44.080 - 44.120 mm

Outside diameter of piston pin bush (oversize 44.580 - 44.620 mm

8353 28326)

Interference fit: connecting rod small end bushing- 0.057 - 0.120 mm

connecting rod

Connecting rod small end bore 44.000 - 44.025 mm

Connecting rod small end bore (oversize bush) 44.500 - 44.525 mm

Connecting rod big-end bore 71.730 - 71.749 mm

84 and 98 engines

Inside diameter of piston pin bush (with bush 44.025 - 44.040 mm

pressed into connecting rod)

Outside diameter of piston pin bush (std) 48.080 - 48.120 mm

Outside diameter of piston pin bush (oversize 48.580 - 48.620 mm

8363 38606)

Interference fit: connecting rod small end bushing- 0.057 - 0.120 mm

connecting rod

Connecting rod small end bore 48.000 - 48.025 mm

Connecting rod small end bore (oversize bush) 48.500 - 48.525 mm

Connecting rod big-end bore 76.730 - 76.749 mm

2.1.12 Piston, rings and pin

33, 44, 49, 66 and 74 engines

Piston diameter: • 107.883 - 107.897 mm

• 17 mm from lower edge (33, 44, 66 engines) • 107.893 - 107.907 mm
• 19 mm from lower edge (49, 74 engines)

Pin bore in piston 40.003 - 40.009 mm

Piston pin diameter 39.991 - 40.000 mm

Width of ring grooves: • wedge shaped ring

• 1st groove • 2.520 - 2.540 mm
• 2nd groove • 4.040 - 4.060 mm

2-14
8370 79873
 TM-21619-1

2. Specifications

33, 44, 49, 66 and 74 engines

• 3rd groove

Side clearance of piston rings in their grooves: • wedge shaped ring

• 1st ring • 0.03 - 0.062 mm
• 2nd ring • 0.05 - 0.082 mm
• 3rd ring • 0.15 mm
• Reject limit

Piston ring height (in direction of cylinder): • wedge shaped ring

• 1st ring • 2.478 - 2.490 mm
• 2nd ring • 3.975 - 3.990 mm
• 3rd ring

Piston ring gap (with piston fitted in cylinder): • 0.40 - 0.55 mm

• 1st ring • 0.60 - 0.80 mm
• 2nd ring • 0.30 - 0.60
• 3rd ring • 1.0 mm
• Reject limit 1st and 3rd ring • 1.5 mm
• Reject limit 2nd ring

Max. permissible weight difference between 25 g

pistons in same engine

Piston must be heated up to 100°C before fitting gudgeon pin.

84 and 98 engines

Piston diameter: • 110.863 - 110.877 mm

• 15 mm from lower edge

Pin bore in piston 44.003 - 44.009 mm

Piston pin diameter 43.994 - 44.000 mm

Width of ring grooves: • wedge shaped ring

• 1st groove • 2.520 - 2.540 mm
• 2nd groove • 4.040 - 4.060 mm
• 3rd groove

Side clearance of piston rings in their grooves: • wedge shaped ring

• 1st ring • 0.03 - 0.062 mm
• 2nd ring • 0.05 - 0.082 mm
• 3rd ring • 0.15 mm
• Reject limit

Piston ring height (in direction of cylinder): • wedge shaped ring

• 1st ring • 2.478 - 2.490 mm
• 2nd ring • 3.975 - 3.990 mm
• 3rd ring

2-15
8370 79873
 TM-21619-1

2. Specifications

84 and 98 engines

Piston ring gap (with piston fitted in cylinder): • 0.35 - 0.50 mm

• 1st ring (wedge shaped ring) • 0.60 - 0.80 mm
• 2nd ring • 0.30 - 0.60
• 3rd ring • 1.0 mm
• Reject limit 1st and 3rd ring • 1.3 mm
• Reject limit 2nd ring

Maximum permissible weight difference between 25 g

pistons in same engine

Piston must be heated up to 100°C before fitting gudgeon pin.

2.1.13 Lubrication system

Lubrication system

Oil pressure at normal running temperature: .

• at idling speed (min.) • 1.5 bar
• at running speed (warm engine) • 2.5 - 5.0 bar

Oil pressure regulating valve (33, 44, 49 engines): .

• Free length of oil pressure valve spring • 48.2 - 51.8 mm
• Assembly length / load of oil pressure valve • 28.5 mm / 89 N
spring

Oil pressure regulating valve (66, 74, 84 and 98 .

engines): • 49.3 - 50.8 mm
• Free length of oil pressure valve spring • 28.5 mm / 127 N
(identification = yellow dot)
• Assembly length / load of oil pressure valve
spring

Oil filter by-pass valve opens at a pressure 2 ± 0.5 bar

difference of

2.1.14 Oil pump

33, 44, 49 engines

Backlash between gears when crankshaft lies .

firmly against the lower side of the main bearings: • 0.05 - 0.25 mm
• crankshaft gear-lubricating oil pump gear • 0.16 - 0.26 mm
• between the pump gears

Diameter of drive shaft at bearings for body and 17.966 - 17.984 mm

cover

Diameter of shaft holes on body and cover 18.000 - 18.018 mm

Diameter of gear wheel hole 18.060 - 18.078 mm

2-16
8370 79873
 TM-21619-1

2. Specifications

33, 44, 49 engines

Fixed shaft, diameter 18.028 - 18.039 mm

Protrusion of fixed shaft end below pump body 0.5 - 1.0 mm

face

Thickness of cover gasket 0.06 - 0.08 mm

Outside diameter of gear 43.486 - 43.525 mm

Housing diameter 43.650 - 43.750 mm

Thickness of gears 24.000 - 24.027 mm

End play of gears 0.03 - 0.11 mm

Depth of housing 24.000 - 24.043 mm

66 and 74 engines

Backlash between gears when crankshaft lies .

firmly against the lower side of the main bearings: • 0.05 - 0.25 mm
• crankshaft gear-lubricating oil pump gear • 0.16 - 0.26 mm
• between the pump gears

Diameter of drive shaft at bearings for body and 17.966 - 17.984 mm

cover

Diameter of drive shaft bearing hole on body and 18.000 - 18.018 mm

cover

Inner diameter of bearing for gear wheel which 18.000 - 18.018 mm

rotates on fixed shaft

Diameter of fixed shaft at gear wheel 17.966 - 17.984 mm

Fixed shaft in pump body, diameter 20.035 - 20.048 mm

Protrusion of fixed shaft end below pump body 0.5 mm

face

Thickness of cover gasket 0.06 - 0.08 mm

Outer diameter of gear wheels 55.824 - 55.870 mm

Housing diameter 56.000 - 56.120 mm

Thickness of gears 32.000 - 32.027 mm

End play of gears 0.03 - 0.11 mm

Depth of housing 32.000 - 32.043 mm

2-17
8370 79873
 TM-21619-1

2. Specifications

84 and 98 engines

Backlash between gears when crankshaft lies .

firmly against the lower side of the main bearings: • 0.05 - 0.25 mm
• crankshaft gear-lubricating oil pump gear • 0.16 - 0.26 mm
• between the pump gears

Diameter of drive shaft at bearings for body and 17.966 - 17.984 mm

cover

Diameter of drive shaft bearing hole on body and 18.000 - 18.018 mm

cover

Inner diameter of bearing for gear wheel which 18.000 - 18.018 mm

rotates on fixed shaft

Diameter of fixed shaft at gear wheel 17.966 - 17.984 mm

Fixed shaft in pump body, diameter 20.035 - 20.048 mm

Protrusion of fixed shaft end below pump body 0.5 mm

face

Thickness of cover gasket 0.06 - 0.08 mm

Outer diameter of gear wheels 55.824 - 55.870 mm

Housing diameter 56.000 - 56.120 mm

Thickness of gears 38.000 - 38.027 mm

End play of gears 0.03 - 0.12 mm

Depth of housing 38.000 - 38.043 mm

2.1.15 Thermostat

Order number Type Opening begins Fully open at Max. stroke

at

8366 66334 ø67 mm / 83°C 83°±2°C 95°C 8.0 mm

8360 15156 ø54 mm / 79°C 79°±2°C 94°C 7.5 mm

8363 31590 ø67 mm / 83°C 83°±2°C 95°C 8.0 mm

2-18
8370 79873
 TM-21619-1

2. Specifications

2.1.16 Turbocharger

33 44 49 66 74 84 84 98 98

High Low High Low

pressure pressure pressure pressure

Axial clearance 0,1 0,1 0,1 0,1 0,1 0,1 0,1 0,1 0,1
maximum (mm)

Radial clearance 0,4 0,4 0,5 0,5 0,5 0,5 0,5 0,5 0,5
maximum (mm)

2-19
8370 79873
 TM-21619-1

2. Specifications

2.2 Tightening torques

Object Nm

Cylinder head bolts 80 Nm + 90° + 90°

Main bearing screws 200

Connecting rod screws .

• M12 • 40 Nm > 80 Nm + 90°
• M14 • 40 Nm > 80 Nm + 90° + 90°

Crankshaft nut (33/44/49) 600

Crankshaft nut (66/74/84/98) 1000

Crankshaft pulley screws 30

Crankshaft pulley screws (74/84/98) 80

Flywheel screws 150

Flywheel screws (84/98) 200

Flywheel housing screws: .

• M12 • 150
• M10 • 80

Idler gear screws : .

• M14 • 180
• M8 • 32

Small idler gear screws (shaft, 2 pcs): M8 45

Small idler gear screws (thrust ring): M8 32

Camshaft gear nut 200

Rocker arm shaft bracket screw and nuts 45

Valve cover and frame screws 25

Piston cooling valve 30

Oil pump retaining screws 60

Oil sump drain plug M18 80

Oil cooler connecting piece 60

Coolant pump pulley screw .

• M10 • 50
• M12 • 80

2-20
8370 79873
 TM-21619-1

2. Specifications

Object Nm

Coolant pump pulley nut M16 120

Belt tightener screw 48

Exhaust manifold screws 50

Injector retaining screw 40

Injector wire nuts (M4) 1,5

High pressure pump gear nut 80

Fuel filter elements 40

Pre-filter water detector 6

Compressor gear nut (1 and 2 cylinder) 160 (LH thread)

Self carrying oil sump screws and engine bracket screws

Thread Nm

M8 35

M10 80

M12 140

M14 200

M16 300

M20 700

M22 700

General torque values

Thread Strength class
Always use the torque values listed in the
following table when specific torque values are not 8.8 10.9
available.
M8 25 Nm 35 Nm
Use a washer with the aluminium parts.
M10 50 Nm 75 Nm

2-21
8370 79873
 TM-21619-1

2. Specifications

2.3 Special tools

2.3.1 Cylinder block tools

Fig. 1

Ref. Description Order 33 44 49 66 74 84 98

number

1 Puller for cylinder liner 9051 73100 x x x x x

1 Puller for cylinder liner 9104 51500 x x

2 Milling cutter for cylinder 9101 65600 x x x x x

liner seat

2 Milling cutter for cylinder 9104 52000 x x

liner seat

Spare cutting blade for 9045 87600 x x x x x x x

milling cutter

3 Drift for 40 mm cup plug 9052 46620 x x x x x x x

4 Drift for 16 mm cup plug 9052 46650 x x x x x x x

2-22
8370 79873
 TM-21619-1

2. Specifications

Ref. Description Order 33 44 49 66 74 84 98

number

5 Drift for fitting camshaft 9025 87400 x x x x x x x

cup plug

6 Press tool for cylinder liner 9101 66300 x x x x x x x

7 Holder for dial gauge 9025 79200 x x x x x x x

2.3.2 Timing gear and flywheel housing tools

Fig. 2

Ref Description Order 33 44 49 66 74 84 98

number

1 Centring tool for flywheel 9052 46400 x x x x x

housing

1 Centring tool for flywheel 9104 52700 x x

housing

2 Drift for fitting rear 9052 46300 x x x x x

crankshaft

2 Drift for fitting rear 9104 52600 x x

crankshaft

2-23
8370 79873
 TM-21619-1

2. Specifications

Ref Description Order 33 44 49 66 74 84 98

number

3 Drift for fitting front 9103 94600 x x x x x x

crankshaft seal

4 Drift for fitting front 9235 17520 x

crankshaft seal

5 Drift for tension pins in 9025 98800 x x x x x x

timing gear housing

6 Drift for tension pins in 9025 98700 x x x x x x x

timing gear housing

2.3.3 Cylinder head and valve mechanism tools

Fig. 3

Ref Description Order 33 44 49 66 74 84 98

number

1 Tightening tool for injector 9201 79670 x x x x x x x

wiring connector

2 Fitting tool for valve stem 9201 85580 x x x x x x x

gasket

3 Milling cutter kit for valve 8370 62635 x x x x x x x

seat

4 Milling tool for injector seat 9120 85400 x x x x x x x

2-24
8370 79873
 TM-21619-1

2. Specifications

Ref Description Order 33 44 49 66 74 84 98

number

5 Drift for removing valve 9210 85300 x x x x x x x

guide

6 Drift for fitting valve guide 9120 85000 x x x x x x x

7 Drift for 36 mm cup plug 9052 46660 x x x x x x x

8 Drift for 45 mm cup plug 9103 94800 x x x x

2.3.4 Crank mechanism tools

Fig. 4

Ref Description Order 33 44 49 66 74 84 98

number

1 Puller for crankshaft gears 9052 48800 x x x x x x

2 Spanner for crankshaft nut 9024 55800 x x x x x x x

3 Puller for crankshaft hub 9201 82390 x x x

4 Puller for crankshaft hub 9104 53300 x x x x

5 Piston fitting tool 9201 85840 x x x x x

2-25
8370 79873
 TM-21619-1

2. Specifications

Ref Description Order 33 44 49 66 74 84 98

number

5 Piston fitting tool 9231 06340 x x

6 Piston ring pliers 9052 46900 x x x x x x x

7 Drift for fitting oil deflector 9103 94900 x x x x x x

ring, crankshaft front end

2.3.5 Coolant pump tools

Fig. 5

Ref Description Order 33 44 49 66 74 84 98

number

1 Puller for coolant pump 9101 93200 x x

impeller

2 Drift for fitting coolant 9201 97870 x x x x x

pump water seal

3 Drift for fitting coolant 9201 89320 x x

pump bearing (6100 60124)

4 Fitting tool for coolant 9201 86480 x [1] x [2] x [3] x [4]
pump Flexonic belt

2-26
8370 79873
 TM-21619-1

2. Specifications

[1] Coolant pumps 8370 84381 and 8370 73601 are driven by Flexonic belt
[2] Coolant pumps 8370 84381 and 8370 73601 are driven by Flexonic belt
[3] Coolant pumps 8370 84381 and 8370 73601 are driven by Flexonic belt
[4] Coolant pumps 8370 84381 and 8370 73601 are driven by Flexonic belt

2.3.6 Engine control system and fuel system tools

Fig. 6

Ref Description Order 33 44 49 66 74 84 98

number

1 Sisutronic EEM 4 service 8370 79541 x x x x x x x

tool (incl. USB adapter)

2 Adapter for application 8370 79553 x x x x x x x

connector

3 Extension cable (L = 5 m) 8368 62483 x x x x x x x

4 Fuel filter wrench 8370 79717 x x x x x x x

Return quantity tester 8370 79449 x x x x x x x

2-27
8370 79873
 TM-21619-1

2. Specifications

2-28
8370 79873
 TM-21619-1

Table of contents

3. Maintenance

3.1 Cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5

3.1.1Measuring cylinder liner wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
3.1.2Removing cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3.1.3Checking cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3.1.4Changing camshaft bushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3.1.5Changing camshaft bushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
3.1.6Fitting plug at camshaft rear end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3.1.7Oversize bushings for camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3.1.8Fitting plug at camshaft rear end (oversize bushings) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
3.1.9Fitting cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
3.2 Flywheel housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
3.2.1 Fitting flywheel housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
3.2.2 Changing crankshaft rear oil seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
3.3 Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
3.3.1 Removing cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
3.3.2 Removing valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
3.3.3 Checking cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
3.3.4 Changing valve guides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
3.3.5 Machining valve seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
3.3.6 Changing valve seat rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
3.3.7 Grinding valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
3.3.8 Fitting valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
3.3.9 Fitting cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
3.4 Valve mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
3.4.1 Reconditioning valve mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
3.4.2 Changing camshaft or camshaft gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
3.4.3 Preparations for valve adjusting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
3.4.4 Adjusting valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
3.5 Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
3.5.1 Removing crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
3.5.2 Checking crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
3.5.3 Changing crankshaft gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
3.5.4 Fitting crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
3.5.5 Crankshaft hub piece . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
3.5.6 Viscose type vibration damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
3.6 Connecting rods and pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
3.6.1 Removing pistons together with connecting rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
3.6.2 Checking connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
3.6.3 Changing piston rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
3.6.4 Checking pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37
3.6.5 Fitting piston pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
3.6.6 Fitting piston together with connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
3.7 Changing connecting rod bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39
3.7.1 Piston pin bushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39
3.7.2 Big-end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
3.8 Counterbalance in 4 cylinder engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
3.8.1 Removing and disassembling counterbalance unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
3.8.2 Reconditioning counterbalance unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41

3-1
8370 79873
 TM-21619-1

Table of contents

3.8.3 Fitting counterbalance unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-42

3.8.4 Changing crankshaft gear rim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-42
3.9 Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
3.9.1 Changing starter ring gear on flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
3.9.2 Fitting flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
3.10 Timing gear assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-46
3.10.1 Removing timing gear casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-46
3.10.2 Fitting timing gear casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-47
3.10.3 Fitting the crankshaft hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-50
3.10.4 Power take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-51
3.10.5 Fan drive device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-52
3.11 Lubrication system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53
3.11.1 Oil pressure regulating valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53
3.11.2 Removing and dismantling lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53
3.11.3 Assembling and fitting lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-54
3.11.4 Piston cooling nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-54
3.11.5 Fitting oil sump gasket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-55
3.11.6 Lubricating oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-56
3.11.7 Removing lubricating oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-56
3.11.8 Fitting lubricating oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-57
3.11.9 Lubricating oil quality requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-57
3.11.10 Oil sump capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-58
3.11.11 Closed crankcase ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-58
3.12 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
3.12.1 Coolant quality requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
3.12.2 Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
3.12.3 Reconditioning coolant pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-62
3.12.4 Installing the cylinder head connection part . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-67
3.13 Air control system maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-69
3.13.1 Checking the air cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-69
3.13.2 Checking the inlet and exhaust pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-69
3.13.3 Removing actuator of the high pressure turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . 3-70
3.13.4 Fitting actuator of the high pressure turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-70
3.13.5 Removing the high pressure turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-70
3.13.6 Checking the turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-70
3.13.7 Fitting the high pressure turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-71
3.13.8 Removing the EGR system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-72
3.13.9 Fitting the EGR system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-72
3.13.10 Removing the EGR actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-72
3.13.11 Fitting the EGR actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-73
3.13.12 EGR link rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-73
3.14 Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-74
3.14.1 Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-74
3.14.2 Technical data of the fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-75
3.14.3 Bleeding the fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-76
3.14.4 Measuring fuel feed pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-77
3.14.5 Inspecting injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-77
3.14.6 High-pressure pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-79
3.14.7 Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-81
3.14.8 Fuel quality requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-84
3.14.9 SCR system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-87
3.15 Engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-92
3.15.1 Service tool of the engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-93
3.15.2 Electronic diagnostic tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-94
3.15.3 Changing the electronic control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-96

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3.15.4 Wiring sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-98

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3. Maintenance

3.1 Cylinder block

3.1.1 Measuring cylinder liner wear

Procedure
1. Using a micrometer, set the dial gauge to
zero using a new cylinder liner indicating the
initial dimension of the bore. See Technical
data, Cylinder liners.
2. Clean the inner surface of the cylinder liner
thoroughly before measurement.
3. Perform the measurement crosswise at the
top end, lower end and middle of the liner.
4. Check the gauge reading for maximum wear
and ovalness (compare with rated).

Fig. 1

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3.1.2 Removing cylinder liner

Procedure
1. If the cylinder liners are to be used again
they should be marked so that they can be
fitted in the same position.
2. Remove the cylinder liners using cylinder
liner puller.

Fig. 2

(1) Cylinder liner puller 9051 73100 Cylinder liner

puller 9104 51500(84 and 98 engines)

3.1.3 Checking cylinder block

Procedure

1. Clean the cylinder block and all oil galleries.

2. Check the cooling channels and remove the scale and sediment to ensure engine cooling.
3. Check the tightness of the cup plugs and threaded plugs in the cylinder block as well as the condition
of the cylinder block and sealing faces.
4. Measure the wear of the camshaft bearing points (compare with rated).
NOTE: If it is necessary to machine the upper face of the cylinder block, the pistons must be
shortened by the same dimension. Observe the valve disc spaces on the piston upper face.

3.1.4 Changing camshaft bushing

3 and 4 cylinder engines

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3. Maintenance

Procedure
1. Extract the bushing with an internal puller,
for example Sykes 854. If the camshaft rear
end plug is removed, the bushing can be
forced out with a long drift.
2. Clean the bushing location carefully.
3. Fit the oil hole of the bushing at a 30° angle
from horizontal level as shown in the picture.
It is unnecessary to ream the bushing
because it has a correct inner diameter when
it is fitted in place. Fig. 3

3.1.5 Changing camshaft bushing

6 and 7 cylinder engines
All camshaft bearing points are provided with a separate bearing bushing.

Procedure

1. Remove the camshaft rear end plug and tap the bushings out with a long drift. Observe the different
outer diameters when removing.
2. Clean the bushing locations carefully.

Fig. 4 Hole diameters for the bushings. Numbering begins from the front end of the engine.

Hole Hole (98 engine) Hole diameter

1 1 55.62 - 55.65 mm

2 2 55.42 - 55.45 mm

3 3 and 4 55.22 - 55.25 mm

4 5 55.42 - 55.45 mm

5 6 55.64 - 55.67 mm

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3. Maintenance

Fig. 5
3. Press in new bushings (2 - 5/6). Observe the different outer diameters. Note the position of the oil
hole. It is unnecessary to ream the bushing because it has a correct inner diameter when it is fitted in
place.
NOTE: The camshaft front end bushing (1) is equipped with the oil groove on the outside. Fit the oil
hole of the bushing at a 30° angle from horizontal level (see picture at the top of the page). The
bushing has the correct measurements after assembly (no need for machining).

3.1.6 Fitting plug at camshaft rear end

Procedure
1. Clean the seat for the plug.
2. Apply sealing compound 8366 62737 (Loctite
638 or similar) to the contact surface of the
plug.
3. Drive in the plug with fitting drift 9025
87400.
NOTE: Do not drive in the plug too far
because it will affect the camshaft end float.

Fig. 6

3.1.7 Oversize bushings for camshaft

If the location of the camshaft bushing (front bearing) is damaged, a bushing with a 0.4 mm oversize outer
diameter can be fitted. Bushings are available even for other camshaft bearings which do not normally
have bushings.
Observe the position of the bushing oil holes. It is unnecessary to ream the bushings after fitting.

3 and 4 cylinder engines

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3. Maintenance

Machining dimensions for the bushing locations

are shown in the figure. Order numbers of the
oversize camshaft bushings and hole diameters for
the bushings are shown in the table. Numbering
begins from the front end of the engine.

Order number Hole diameter

1 8368 66036 56.02 - 56.05 mm

Fig. 7
2 8368 52460 55.42 - 55.45 mm

3 8368 52460 55.42 - 55.45 mm

4 8368 52461 55.64 - 55.67 mm

6 cylinder engine
Order numbers of the oversize camshaft bushings
Order number Hole diameter
and hole diameters for the bushings are shown in
the table. Numbering begins from the front end of
1 8368 66036 56.02 - 56.05 mm
the engine. Installing places are the same as with
the standard bushings.
2 8368 52466 55.62 - 55.65 mm

3 8368 52460 55.42 - 55.45 mm

4 8368 52466 55.62 - 55.65 mm

5 8368 52467 55.84 - 55.87 mm

7 cylinder engine
Order numbers of the oversize camshaft bushings
Order number Hole diameter
and hole diameters for the bushings are shown in
the table. Numbering begins from the front end of
1 8368 66036 56.02 - 56.05 mm
the engine. Installing places are the same as with
the standard bushings.
2 8368 52466 55.62 - 55.65 mm

3 8368 52460 55.42 - 55.45 mm

4 8368 52460 55.42 - 55.45 mm

5 8368 52466 55.62 - 55.65 mm

6 8368 52467 55.84 - 55.87 mm

3.1.8 Fitting plug at camshaft rear end (oversize bushings)

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3. Maintenance

The camshaft rear end plug is replaced with plug

8368 52744 (1) and O-ring 6146 05125 (2) after
machining. Use plate 8361 24210 (3) in those
engines where the flywheel housing is not
covering the blocking plug.

Fig. 8

3.1.9 Fitting cylinder liner

Procedure
1. Clean the cylinder liner and its recess in the cylinder block. Without O-rings, the liner should rotate
easily in its recess.
2. Apply a thin layer of marking paint on the underside of the cylinder liner flange. Fit the cylinder liner
without O-rings and turn it forwards and backwards. Lift out the liner and check that paint has been
deposited on the whole contact surface.
3. If the recess is damaged, or the cylinder liner
height (see point 5) needs to be adjusted,
use milling cutter. If necessary, a light
lapping can be executed after milling with
the help of the cylinder liner. Apply lapping
paste to the underside of the cylinder liner
flange, and twist the liner with twisting tool.
Lapping is not suitable for adjusting the
cylinder liner height.
4. Clean the contact surfaces.

Fig. 9

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3. Maintenance

(1) Milling cutter 9101 65600 Milling cutter 9104

52000 (84 and 98 engines)
5. Fit the cylinder liners and fix each liner with
two press tools. Measure the cylinder liner
height with a dial gauge and holder. Zero the
dial gauge against a flat surface, for example,
the cylinder block face. Measure each liner in
four places. The height of the liner above the
cylinder block face should be 0.03 - 0.08 mm.
The height difference between cylinder liners
under the same cylinder head must not
exceed 0.02 mm, nor must an intermediate
cylinder liner lie lower than an outer one.

Fig. 10

(1) Press tools 9101 66300

(2) Dial gauge and holder 9025 79200
6. If the cylinder liner height is too low, a liner
with a higher flange should be fitted.
33, 44, 49, 66 and 74 engines

Order H Marking
number grooves
pcs

8366 73191 9.03+0.02 - (std.)

8366 47933 9.08+0.02 1 Fig. 11

8366 47934 9.13+0.02 2

8366 47935 9.23+0.02 3

84 and 98 engines

Order H Marking
number grooves
pcs

8368 67048 9.03+0.02 - (std.)

8368 67050 9.08+0.02 1

8368 67051 9.13+0.02 2

8368 67052 9.23+0.02 3

Cylinder liners with oversize flanges (higher

flanges) are marked with grooves on the
outer circumference as follows:
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3. Maintenance

• 1st oversize, 0.05 mm = 1 marking

groove
• 2nd oversize, 0.10 mm = 2 marking
grooves
• 3rd oversize, 0.20 mm = 3 marking
grooves
NOTE: Recess depth is adjusted with a
cylinder liner recess cutter 9101 65600.
NOTE: Recess depth is adjusted with a
cylinder liner recess cutter 9104 52000 (84
and 98 engines).
7. If the liner height of a cylinder liner is not the
same all the way round, the cylinder liner
flange and the cylinder block recess depth
should be checked. Cylinder liners with
warped flanges should be discarded.
8. Fit the O-rings into the grooves in the
cylinder liner. Fit the O-rings into the grooves
in the cylinder block in 84 and 98 engines. Fit
the green O-ring (A) into the lowest groove.
Lubricate the O-rings with a liquid soap (not
with engine oil).
NOTE: Stretch the O-rings as little as
possible when fitting them. Max. permissible
stretch is 6%.

Fig. 12

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3. Maintenance

9. Press the cylinder liners into the cylinder

block. It should be easy to press them fully
home. Make sure that the liners do not rise
up after fitting.

Fig. 13

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3. Maintenance

3.2 Flywheel housing

3.2.1 Fitting flywheel housing

The flywheel housing is centred on the cylinder block by two tension pins. Even the flywheel housings
which are delivered as spare parts have ready-made holes for the pins.

Procedure
1. Clean the sealing surfaces between the
cylinder block and the flywheel housing.
2. Apply silicone sealant 8366 62741 as shown
in the picture.
3. Lift the flywheel housing into place and fit all
the bolts.
4. Centre the housing with centring tool 9052
46400. Centre the housing with centring tool
9104 52700 (84 and 98 engines). Note! This
is important for engines with a turbine clutch.
Fit the tension pins with drift 9025 98700.
5. Apply thread sealant 8366 62739 to the fixing
bolts reaching oil or water spaces. Tighten
the fixing bolts: the inner ring socket head
bolts to 80 Nm and the outer ring hexagonal
bolts to 150 Nm.

Fig. 14

3.2.2 Changing crankshaft rear oil seal

Procedure
1. Lift out the engine. Remove the clutch
assembly (and if applicable the turbine
clutch).
2. Remove the flywheel.
3. Remove the oil seal. Do not damage the
crankshaft.
4. Clean the seal location and grind off any
burrs.
NOTE: If the crankshaft is worn at the
sealing location, a 2 mm spacer ring, order
number 8360 20054, can be fitted in front of
the crankshaft rear oil seal.
Fig. 15

(1) Spacer ring 8360 20054

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3. Maintenance

5. Fit the seal.

a) Do not remove the plastic sleeve
before installing.
b) Fit the seal dry, not oiled.
c) Put the sleeve (A) against the
crankshaft rear end so that the sleeve
is on the shaft bevelling.
d) Push the seal (B) over the sleeve on the
shaft and further against the flywheel
housing.
e) Remove the sleeve and hit the seal into
position with the fitting tool.

Fig. 16

Fig. 17

(1) Fitting tool 9052 46300 Fitting tool 9104

52600 (84 and 98 engines)

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3. Maintenance

3.3 Cylinder head

3.3.1 Removing cylinder head

Procedure

1. Disconnect current from the main switch.

2. Clean the engine externally and drain the coolant. Disconnect the coolant hoses from the cylinder
head and the thermostat housing.
3. Remove the suction hoses between the turbocharger and the air filter and between the turbocharger
and the inlet manifold.
4. Disconnect the turbocharger pressure and return oil pipes.
5. Remove the valve cover.
6. Disconnect the wires from the intake air heater and injectors.
7. Remove the injector leak-off fuel pipe and the high-pressure pipes. Remove the injectors. Fit
blanking-off caps on all open connections.
WARNING:
Do not make any work at the common rail high pressure fuel system when the
engine is running. Wait at least 30 seconds after stopping the engine .The first high
pressure component has to be loosened slowly, so that the pressure inside the fuel
system can adjust to ambient pressure. If the jet of high pressure fuel contacts your
skin, fuel penetrates the skin causing severe injuries. Get medical help immediately!
8. Remove the inlet and exhaust manifolds and the thermostat housing.
NOTE: It is possible to remove the cylinder head even though these parts are attached to the head.
9. Remove the rocker arm mechanism and the push rods.
10. Loosen all the cylinder head bolts first by a 1/4 turn, then loosen them fully and remove. Remove the
cylinder head.

3.3.2 Removing valves

Procedure

1. Ensure that the valves to be re-used are marked, so that they can be re-fitted in their original
locations.
2. Compress the valve springs with standard valve spring press.
3. Remove the valve cotters, spring guide and spring.
4. Remove the valve stem seals and remove the valves.

3.3.3 Checking cylinder head

Procedure
1. Remove the soot from the exhaust ports, clean the sealing surfaces and wash the cylinder head.

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3. Maintenance

2. Check for cracks and other damage.

3. Check the flatness of the cylinder head
against a straight edge. An uneven or warped
surface should be surface ground. The height
of the cylinder head, after grinding, should
not be less than 109.50 mm. The valve disc
depth from the cylinder head surface should
be 0.60 mm for the exhaust valves and 0.80
mm for the inlet valves.

Fig. 18

4. Straighten and clean the injector location

seat in the cylinder head with cutter 9120
85400. Also check that the location for the
side feed pipe is clean, especially the
grooves for the guide balls.

Fig. 19

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3. Maintenance

5. Measure the clearance between the valve

stem and the valve guide with a dial gauge.
Lift the valve so that the valve head is 15
mm from the face of the cylinder head, and
measure the clearance. It must not be
greater than 0.30 mm for the inlet valves and
0.35 mm for the exhaust valves. In order to
establish the valve guide wear, a new valve
should be used when measuring.

Fig. 20

3.3.4 Changing valve guides

Procedure
1. When needed, press or knock out the old
guides using drift 9120 85300. Clean the
valve guide locations.

Fig. 21

(1) Drift 9120 85300

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3. Maintenance

2. Lubricate the outside of the new guides and

fit them using drift 9120 85000, which
ensures the correct fitting height (13 mm
over the spring face).
3. The guides are the same for the inlet and
exhaust valves. Ensure that the steepest
chamfer on the guide faces the valve head.
Check that the valves do not bind in the
guides.

Fig. 22

3.3.5 Machining valve seat

Procedure

1. Machine the damaged valve seat with milling cutter kit 8370 62635.
2. If the width of the seat exceeds 2.0 mm in the exhaust and 2.2 mm in the intake, it should be
reduced primarily at the outer edge. The valve seat angle is 45°+20’ for the exhaust valve and 35°
+20’ for the inlet valve.

3.3.6 Changing valve seat rings

All valves are fitted with separate valve seat rings. If the sealing surface is damaged so badly that it cannot
be repaired with machining, the seat ring should be changed.

Procedure
1. Grind the valve head on a discarded valve so that it sits down in the valve seat. Fit the valve and weld
it in place in the seat. Cool with water.

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3. Maintenance

2. Turn the cylinder head over and knock out

the valve and seat.
3. Clean the valve seat location. Cool the new
seat ring in liquid nitrogen until it stops
bubbling, or alternatively place it in dry ice.
4. Fit the seat with a suitable drift. Machine the
seat.
NOTE: Where necessary, standard size seats
can be replaced by inserts with a larger outer
diameter. See Technical data, Cylinder
head.
Fig. 23 Exhaust

Fig. 24 Inlet

3.3.7 Grinding valves

In order to ensure that there is a proper seal

around the valves, there is a difference in the
sealing surface angles. There is therefore a very
narrow sealing surface which seals effectively
even after prolonged running.

A B C (mm)

Inlet 35°-20' 35°+20' 0.8±0.05

(max.
2.20)

Exhaust 45°-20' 45°+20' 0.6±0.05

(max.
2.20)
Fig. 25

Procedure

1. Grind the damaged valve disc with a valve refacer. Adjust angles to 45°±20' for exhaust valves and
35°±20' for inlet valves.
2. If the edge of the valve head is less than 1.5 mm after it has been ground, or if the valve stem is
bent, the valve should be discarded.
3. If necessary, grind the end of the valve stem.

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4. Lap the valves with lapping paste and check the contact surface with marking paint.
5. Clean the cylinder head and valves of any remaining lapping paste.

3.3.8 Fitting valves

Procedure

1. Check the valve springs for straightness, length and tension using a spring tester. See Technical
data, Valves, rockers and tappets.
2. Lubricate the valve stems and fit the valves in the correct order in the cylinder head. Fit the valve
stem seals.
3. Fit the springs, spring guides and valve cotters with the aid of a valve spring press.
4. Tap the end of the valve stems lightly after fitting the valve in order to ensure that they are secure.

3.3.9 Fitting cylinder head

Procedure
1. Measure the length of the cylinder head bolts. Compare with the dimensions shown in the figure.
Change any bolts that are too long.

Fig. 26
2. Fit the valve tappets if removed.
3. Check that the sealing surfaces are clean and fit the cylinder head gasket(s) and the cylinder head(s).
Apply copper silicone seal 8366 62740 on contact surfaces of the exhaust manifold. Ensure that on
the six and seven cylinder engines both cylinder heads are parallel by lightly fastening the exhaust
manifold before tightening the cylinder head bolts (the exhaust manifold can become damaged if the
heads are not parallel). Clean, lubricate and fit the bolts.
4. The picture shows the correct tightening order of the cylinder head bolts. The order is not marked on
the cylinder heads.

Fig. 27
5. Tighten the cylinder head bolts progressively:
a) First tighten to 80 Nm
b) Tighten by 90°
c) Tighten again by 90°.
6. Adjust the valve clearances (see Adjusting valves.

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3. Maintenance

NOTE: After this the cylinder head does not need retightening.
7. Tighten the exhaust manifold nuts to 50 Nm.
Do not overtighten!

Fig. 28

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3. Maintenance

3.4 Valve mechanism

3.4.1 Reconditioning valve mechanism

Procedure
1. Check the valve tappets, especially the contact surface against the camshaft. Worn or damaged
tappets should be discarded.
2. Check the straightness of the push rods by
rolling them on a surface table. Also check
the spherical surfaces at the ends. Notice the
length difference between the push rods in
different engine types.

Engine Total Order

length of number of
push rod, push rod
mm

33/44/49/66 245 - 246.3 8370 70119

/74
Fig. 29
84/98 286 - 287.3 8370 69014

3. Dismantle and clean the rocker arm

mechanism. Check the shaft for wear and
check that the oilways are clean.
4. Check the diameter of the rocker arm bore,
25.000 - 25.021 mm. Change the worn or
damaged rocker arm. Where necessary,
grind the rocker arm valve contact surface to
the correct shape. Do not grind more than
necessary, as the hardened layer is thin.

Fig. 30

5. Fit the plug to the other end of the rocker

arm shaft. Lubricate the shaft and fit various
parts in the correct order. Note the correct
position of the shaft and the bearing
brackets. Fit the other end plug and tighten
plugs to 25 Nm.

Fig. 31

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3. Maintenance

6. Fit the connecting parts onto the valves in

position as shown in the picture "Valve
position".

Fig. 32 Valve position

7. Fix the valve mechanism and ensure the

right end clearance, 0.05 - 0.20 mm, for the
levers at the end. Tighten the mechanism
screw and nuts to a torque of 45 Nm.
NOTE: In slant mounted engines (e.g.
terminal tractors) should the additional oil
bore on the rocker arm shaft point as much
downwards as possible.

Fig. 33

3.4.2 Changing camshaft or camshaft gear

Procedure
1. Remove the valve cover. Remove the rocker arm mechanism.
2. Remove the radiator, cooling fan, alternator and belt.
3. Remove the belt pulley, the crankshaft nut and the hub (with damper).
4. 66, 74, 84 and 98 engines: Remove the belt pulley and damper. Slacken the crankshaft nut. Do not
remove it! Remove the hub using puller 9104 53300. Take off the puller, open the nut and remove
the hub.
5. Remove the timing gear casing cover (engine front cover).

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3. Maintenance

6. Lock the tappets up to eliminate the risk of

their falling down when removing the
camshaft and thus preventing the installation
of the camshaft. Lift two adjacent push rods
up, stretching them slightly towards each
other. Connect the push rods in pairs, using
O-rings or elastic bands to prevent them
from falling through.
NOTE: Do not connect the push rods too
tightly as this might cause them to bend or
snap.
7. Crank the engine until the aligning marks on
the idler gear and camshaft gear are facing Fig. 34
each other. Extract the camshaft.
8. Separate the camshaft from the gear wheel.
9. Clean the parts which are to be re-fitted.
10. Fit the key in its groove and fit the gear on the camshaft. Tighten the nut to 200 Nm.
11. Lubricate bearing surfaces and lobes and insert the shaft in the cylinder block. Ensure that the
aligning marks on the gears correspond.
12. Fit the timing gear casing cover, the hub, damper and crankshaft belt pulley.
13. Free the push rods and fit the rocker arm mechanism. Adjust the valves. Fit the valve cover.
14. Fit the other removed parts.

3.4.3 Preparations for valve adjusting

Preparations needed for valve adjusting will vary between different applications. This instruction is valid for
most 84 and 98 tractor engines.

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3. Maintenance

Before adjusting valves, at least the following parts

need to be removed:
• Boost pipes of turbochargers
• Cooling pipe of the ICAC
• EGR actuator cooling pipe from upper end
• High pressure turbocharger actuator cooling
pipe
• Low pressure turbocharger return oil pipe
• Pipe between the EGR cooler and inlet
manifold
• Actuator of the high pressure turbocharger
• Support of the ICAC
• Support of the cooling pump
NOTE: When fitting the support of the ICAC, make
sure there is no tension between the supports of
the ICAC and the turbochargers.
After fitting all removed parts, remove the air from
the cooling system by using the highest bleeding
plug of the engine.

Fig. 35

3.4.4 Adjusting valves

NOTE:
See the valve clearances adjusting intervals in the maintenance chart.
The nominal clearance of both inlet and exhaust valves is 0,35 mm. The valve clearances can be checked
regardless of whether the engine is cold or hot. The valve clearances of a certain cylinder can be adjusted
when the piston is at its compression stroke top dead centre. The valves for different cylinders are
adjusted in the same sequence as the order of injection.

Adjustment instructions

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3. Maintenance

(1) Exhaust valve

(2) Inlet valve
(3 ) Injector
The adjustment has to be made from the space
between the rocker and the connecting cap as
shown in the picture.
• Loosen the locknut on the adjusting screw.
• Check the clearance with a feeler gauge and
1

adjust to the correct clearance by turning the

adjusting screw. 3

• Tighten the locknut and check again that the

clearance is correct. 2

Fig. 36

Adjusting order
3 cylinder engine
Check the valve clearances in the injection order of the engine. Injection order is 1 - 2 - 3.
• Check valves in the 1st cylinder, when the exhaust valves of no. 3 cylinder are completely open.
• Check valves in the 2nd cylinder, when the exhaust valves of no. 1 cylinder are completely open.
• Check valves in the 3rd cylinder, when the exhaust valves of no. 2 cylinder are completely open.
4 cylinder engine
• Rotate the crankshaft in the running direction until the valves in the 4th cylinder are rocking (exhaust
closes, inlet opens). Check the valve clearance of the 1st cylinder.
• Rotate the crankshaft by 1/2 of a turn in the running direction so that valves in the 3rd cylinder are
rocking. Check valves in the 2nd cylinder.
• Continue according to the order of injection:

Injection order 1-2-4-3

Valves rock in cyl. no. 4-3-1-2

6 cylinder engine
• Rotate the crankshaft in the running direction until the valves in the 6th cylinder are rocking (exhaust
closes, inlet opens). Check the valve clearance of the 1st cylinder.
• Rotate the crankshaft by 1/3 of a turn in the running direction so that valves in the 2nd cylinder are
rocking. Check valves in the 5th cylinder.
• Continue according to the order of injection:

Injection order 1-5-3-6-2-4

Valves rock in cyl. no. 6-2-4-1-5-3

7 cylinder engine
• Rotate the crankshaft in the running direction until the valves in the 6th cylinder are rocking (exhaust
closes, inlet opens). Check the valve clearance of the 1st cylinder.
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3. Maintenance

• Rotate the crankshaft in the running direction so that valves in the 7th cylinder are rocking. Check
valves in the 2nd cylinder.
• Continue according to the order of injection:

Injection order 1-2-4-6-7-5-3

Valves rock in cyl. no. 6-7-5-3-1-2-4

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3. Maintenance

3.5 Crankshaft

3.5.1 Removing crankshaft

Procedure

1. Remove the oil sump.

2. Disconnect the balancing unit lubricating oil pipe from the cylinder block and unscrew the balancing
unit fixing bolts. Remove the balancing unit and the lubricating oil pipe (44- and 49-engines).
3. Unscrew the lubricating oil pump pressure pipe fixing screws from the cylinder block. Remove the oil
pump and the suction and pressure pipes.
4. Remove the flywheel and the flywheel housing.
5. Detach the belt pulley and the hub from the crankshaft front end. Remove timing gear housing (see
Removing timing gear casing).
6. Remove the connecting rod bearing caps and push the connecting rods out of the way of the
crankshaft.
7. Remove the main bearing caps and lift out the crankshaft.

3.5.2 Checking crankshaft

NOTE: When grinding, note that the journal edges must remain round.
NOTE: Because of the automatic assembly, the thrust bearings are integrated into the main bearings.
Undersize spare part main bearings and thrust bearings are always delivered separately.

Procedure
1. Clean the crankshaft. Do not forget the oilways.
2. Measure the journal wear in several points.
Out-of-round, taper or other wear must not
exceed 0.03 mm.

Fig. 37

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3. Maintenance

3. Refit the bearing caps with new bearing

shells and tighten them to the correct torque.
Measure the I.D. with a dial gauge which has
been zeroed to the dimensions given in point
2. With this method the indicator shows the
actual bearing clearance. Measure at several
points in case the worn bearing housing is
not round.
4. If the bearing clearance exceeds 0.18 mm for
main bearings or 0.14 mm for connecting rod
big-end bearings with new bearing shells, the
bearing journals on the crankshaft should be
ground. Refer to the specifications for the
relevant correct undersize and the
corresponding bearings, see Technical data,
Crankshaft.

Fig. 38

3.5.3 Changing crankshaft gears

Procedure
1. Apply puller 9052 48800 to the crankshaft
gears and pull off both gears. 98-engines:
Break the crankshaft gears using e.g. a
grinder. Grind the gears sufficiently. Hit the
gears apart with a chisel. Do not damage the
crankshaft!

2. Clean the seat on the crankshaft, for

example, with a wire brush.

Fig. 39

(1) Puller 9052 48800

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3. Maintenance

3. Heat the new gears to 220 - 250°C.

Assemble them onto the shaft. Note the
position of the key and ensure that the
aligning marks on the front gear are visible.
Set the crankshaft key into the angular key
slot arrowed in the picture. Let the gears
cool.

Fig. 40

3.5.4 Fitting crankshaft

NOTE: Bearing shells should never be reamed or machined in any other way, nor should the sides of the
bearing caps be filed.

Procedure
1. Clean the oilways, bearing shells and bearing locations. Check that the crankshaft is clean.
2. Assemble the bearing with oilholes/groove
(A) to the cylinder block and the bearing with
no hole (B) to the bearing cap. Ensure that
the bearing shell clamping claws fit into their
notches and that the shells to be fitted in the
cylinder block have a hole coinciding with the
oil port.
3. Lubricate the bearing surfaces and fit the
crankshaft. Fit the crankshaft thrust bearings
with the lubricating grooves facing the
crankshaft.

Fig. 41

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3. Maintenance

4. Fit the main bearing caps according to their

numbering (bearing lock in the block and in
the cap are on the same side); the rear thrust
bearings are provided with guide lugs.
Lubricate the bolts and tighten them to 200
Nm.

Fig. 42

5. Check that the crankshaft can rotate without

binding. Check the end float using a dial
gauge. The correct end float is 0.10 - 0.38
mm. If the end float is too large, oversize
thrust bearings should be fitted.

Fig. 43

3.5.5 Crankshaft hub piece

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3. Maintenance

Check hub piece functionality, especially the

sealing surface. If the sealing surface is worn out,
a 3 mm spacer ring, order number 8368 73100,
can be fitted under the crankshaft rear oil seal (33 -
84 engines). The crankshaft pulley does not have
any timing or installation marks. There is no
specific position for the crankshaft hub piece.
NOTE: 33-engines have speed sensor located on
the crankshaft pulley. Therefore these engines
have fixed hub and pulley position with key and
cotter pin (arrowed).

Fig. 44

3.5.6 Viscose type vibration damper

(1) Housing
(2) Damper mass
(3) Liquid cavity
(4) Bushing
Engine has a vibration damper of "viscose type".
Inside the damper there is a housing filled with
stiff silicone oil, in which the damping substance
has very small tolerances.
NOTE: Even a small dent makes the vibration
damper inoperative. Do not remove it by turning
forcibly and be careful not to damage it when it is
loose. If you detect a dent on the outer surface, do
not re-install the damper in the engine.
NOTE: If you are making the installation mark on
the vibration damper, use an electric pen, do not
tap it.
Fig. 45

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3. Maintenance

3.6 Connecting rods and pistons

3.6.1 Removing pistons together with connecting rods

Procedure

1. Remove the oil sump and the oil inlet and pressure pipes.
2. Remove the cylinder head.
3. Scrape off any soot in the cylinder liner. If the turning edge is clearly marked, smooth it down
carefully with a scraper.
4. Remove the big-end bearing caps and bearing shells. Place the shells in order if they are to be re-
used.
5. Push up the piston and connecting rod with the shaft of a hammer or similar wooden tool.
6. Remove the piston pin snap rings. Push out the pin.
NOTE: If the piston pin does not move under thumb pressure, the piston should be heated to 100°C.

3.6.2 Checking connecting rod

The connecting rod is checked in a special fixture,

intended for the purpose (e.g. Carl Larsson). See
Technical data, Connecting rod.
The connecting rods are divided into weight
classes with intervals of 20 g. The weight class (a
letter) is stamped on the side face of the
connecting rod. All the connecting rods in one
engine should be of the same weight class, that is
to say the greatest permissible weight difference
is 20g.
The letters show the weight classes, see tables.
NOTE: Always change connecting rod screws,
when opened.

33, 44, 49, 66 and 74 engines

Letter (A) Weight

F 1935 - 1954 g

V 1955 - 1974 g
Fig. 46
X 1975 - 1994 g

Y 1995 - 2014 g

W 2015 - 2034 g

Z 2035 - 2054 g

G 2055 - 2074 g

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3. Maintenance

84 and 98 engines

Letter (B) Weight

E 2330 - 2349 g

F 2350 - 2369 g

G 2370 - 2389 g

H 2390 - 2409 g

I 2410 - 2429 g

J 2430 - 2449 g

K 2450 - 2469 g

L 2470 - 2489 g

M 2490 - 2509 g

Spare part connecting rod kits

Engine type Number of Order
Spare part connecting rods are only available as cylinders number
kits.
33 3 8366 40968

44, 49 4 8367 40859

66, 74 6 8368 40928

84 6 8370 79475

98 7 8370 79496

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3. Maintenance

3.6.3 Changing piston rings

Procedure
1. Remove the piston rings with piston ring
pliers 9052 46900. Do not open the rings
more than is necessary. If the rings are to be
used again ensure that they are fitted in the
same groove.
2. Clean the piston ring grooves and measure
the piston ring clearance, which must not
exceed 0.15 mm. Determine whether too
large a clearance is due to worn rings or a
worn groove. Change worn parts.

Fig. 47

3. Measure the piston ring gap by pushing one

piston ring at a time into the cylinder bore.
The piston ring gap must not exceed 1 mm
on the 1st and 3rd piston rings and 1.5 mm
on the 2nd piston ring (33-74 engines). The
piston ring gap must not exceed 1 mm on
the 1st and 3rd piston rings and 1.3 mm on
the 2nd piston ring (84 and 98 engines).

Fig. 48

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3. Maintenance

4. Fit the piston rings on the piston using the

piston ring pliers. Ensure that the rings are
fitted in the correct groove and that "TOP", or
the manufacturer's designation, faces
upwards.

Fig. 49

3.6.4 Checking pistons

Procedure

1. Check the condition of the pistons and piston pins.

2. Pay special attention to any cracks on the edge of the combustion chamber and on the upper edge of
the piston pin hole.
3. Measure the diameter of the piston at the point shown in the figure.

Fig. 50
4. Replace the piston if needed.

Engine D (mm) H (mm)

33, 44, 66 107.883 - 107.897 17.0

49, 74 107.893 - 107.907 19.0

84, 98 110.863 - 110.877 15.0

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3. Maintenance

3.6.5 Fitting piston pin

Procedure
1. Place the connecting rod inside the piston
and push the piston pin into place.
The weight class letter should be on the fuel
equipment side in the 33 - 74 engines. The
weight class letter should be on the side of
the camshaft in 84 and 98 engines. The
arrow on the piston points towards the front
end of the engine.
2. Fit the piston pin circlips. Ensure the circlips
are pressed correctly into the grooves. The
circlip ends must point upwards.

Fig. 51

3.6.6 Fitting piston together with connecting rod

Procedure

1. Check that the bearing locations are clean and place the bearing shells in the connecting rod and
bearing cap. Note the position of the bearing shells.
2. Lubricate piston, rings and cylinder bore. Ensure that the piston ring gaps are spread around the
piston.
3. Use a piston ring strap or preferably fitting tool 9201 85840 in the 33 - 74 engines. Use a piston ring
strap or preferably fitting tool 9231 06340 in the 84 and 98 engines. Fit the piston with the
connecting rod so that the direction of the arrow on the piston shows forward.
4. Lubricate the big-end bearing journal and bearing shells, and push the piston down. Fit the bearing
cap so that the notches for the guide lugs are in the same side. Tighten the connecting rod screws to
40 Nm > 80 Nm + 90° in the 33 - 74 engines. Tighten the connecting rod screws to 40 Nm > 80 Nm
+ 90°+ 90° in the 84 and 98 engines.
5. Check that the connecting rod has sufficient end float on the big-end bearing journal.

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3. Maintenance

3.7 Changing connecting rod bearings

3.7.1 Piston pin bushing

Procedure
1. Clean the connecting rod and bearing shells.
2. Measure the I.D. of the piston pin bushing
using a cylinder gauge.
3. If the piston pin bushing is worn, it should be
driven out using a suitable drift.

Fig. 52

4. Press the new bush in its place. Ensure that

the oil hole in the bush coincides with the
respective hole in the connecting rod. After
fitting check that the oil hole in the bush
coincides with the respective hole in the
connecting rod by size and location. Ream
the bush to obtain its correct shape and
diameter (33 - 74 engines). Ream the bush to
obtain its correct diameter (84 and 98
engines).
NOTE: The connecting rod can, if needed, be
fitted with a 0.5 mm oversize bushing. See
Technical data, Connecting rod.

Fig. 53

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3. Maintenance

3.7.2 Big-end bearing

Procedure

1. Fit the bearing shells together and tighten the screws.

2. Measure the I.D. using a cylinder gauge which has been zeroed to the diameter of the respective
bearing journal. If the clearance exceeds 0.14 mm with new bearing shells, the big-end journals
require grinding. Refer to the specifications for the correct undersize and the corresponding bearing.
NOTE: Ensure that the radii at the end of the bearing journals are not altered when grinding.

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3. Maintenance

3.8 Counterbalance in 4 cylinder engines

3.8.1 Removing and disassembling counterbalance unit

Procedure

1. Remove the oil sump.

2. Disconnect the lubricating oil pipe of the counterbalance unit.
3. Remove the counterbalance unit. Take care of any shims.
4. Loosen the locking screws and press out the shafts in the direction of the locking screws. Remove
the counterweights and thrust washers.
5. Clean all parts.

3.8.2 Reconditioning counterbalance unit

Check the shafts, gear wheels and bushings for wear and damage.

Procedure
1. If one of the gear wheels is damaged, change both counterweights as a complete unit. The gear
wheels are not available separately as a spare part.
2. If necessary, remove the old bearing bushings with a suitable drift. Before removing them, mark the
position of the bushing oil groove on the counterweight. Press in new bushings in the correct
position. After fitting, the bushings should be reamed to a correct dimension, see Specifications.
3. Place the weights in the body, observing the
notch markings. The gear wheel with two
notch marks run against the crankshaft and
should therefore be placed highest. Insert
the shafts, remembering the thrust bearings.
Apply thread lock fluid (e.g. Loctite 270) to
the locking screws, and lock the shafts.

Fig. 54

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3. Maintenance

4. Check that the tooth backlash is 0.05 - 0.25

mm and that the end float is 0.1 - 0.3 mm.

Fig. 55

3.8.3 Fitting counterbalance unit

Procedure
1. Fit the tension pins to the cylinder block.
2. Turn the crankshaft and weights so that the
markings correspond, and lift the unit into
place.
3. Tighten the screws to 60 Nm. Check that the
tooth backlash between the crankshaft and
counterweight is 0.1 - 0.3 mm. The backlash
can be increased by placing 0.2 mm-thick
shims (order number 8361 19920) between
the cylinder block and balancer unit body.
One shim (0.2 mm) changes tooth backlash
by about 0.07 mm.
4. Fit the lubricating oil pipe using new seals.
5. Fit the oil sump. Fig. 56

3.8.4 Changing crankshaft gear rim

Procedure
1. Mark the position of the gear rim on the shaft.
2. Heat the gear rim with a welding torch and drive it off using a suitable drift.

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3. Maintenance

3. Heat the new gear rim to max. 250°C. Fit the

gear rim with the chamfer facing the
crankshaft flange, and with the teeth
according to markings or according to the
figure. Tap the gear rim down and leave it to
cool.
NOTE: The picture shows a rear view of the
crankshaft and no. 2 cylinder big-end bearing
journal.

Fig. 57

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3. Maintenance

3.9 Flywheel

3.9.1 Changing starter ring gear on flywheel

If the ring gear is worn, replace it with a new one.

The ring gear cannot be turned around because its
teeth are chamfered and hardened on the starter
motor side.

Fig. 58

Procedure

1. Remove the old starter ring by tapping it at various points with a drift. Clean the flywheel contact face
with a steel-wire brush.
2. Warm the ring gear to a temperature of 150 - 200°C. Fit the ring gear with the inner diameter
chamfering turned against the flywheel and the teeth chamfering against the starter motor.
3. Allow the ring gear to cool freely without using any coolant.

3.9.2 Fitting flywheel

Procedure
1. Clean the contact surfaces on the crankshaft
rear flange and on the flywheel.

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3. Maintenance

2. Fasten the flywheel to the crankshaft rear

end. Suitable studs (2 pcs) can be used as
guide pins, and screwed into the flywheel
fixing bolt holes.
NOTE: The flywheel fixing bolt holes are
asymmetrical in the 84 and 98 engines.
3. Tighten the flywheel retaining screws evenly
to a torque of 150 Nm in the 33 - 74 engines.
Tighten the flywheel retaining screws evenly
to a torque of 200 Nm in the 84 and 98
engines.

Fig. 59

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3.10 Timing gear assembly

3.10.1 Removing timing gear casing

Since the bottom face of the timing gear casing forms a part of the mating face of the oil sump gasket, the
casing cannot be removed without first removing the oil sump (or the engine).

Procedure
1. Drain the engine oil and remove the oil sump.
2. Remove the radiator, fan, alternator, belt tensioner and belt (if not previously removed). If the engine
is equipped with an air compressor or air conditioner, it must be removed.
3. Coolant pump (8370 73601 or 8370 84381) must also be removed.
4. Remove the crankshaft belt pulley and vibration damper.
5. Loosen the crankshaft nut about two turns
with the spanner.

Fig. 60

(1) Spanner for crankshaft nut 9024 55800

6. Remove the hub from the crankshaft with
puller. Take off the puller, open the nut and
remove the hub.
NOTE: Do not remove the nut completely at
first. The hub can be thrown dangerously
when the nut is loosened.

Fig. 61

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3. Maintenance

(1) Crankshaft hub puller 9201 82390 (33-49

engines) Crankshaft hub puller 9104 53300
(66-98 engines)
7. Remove the camshaft speed sensor,
hydraulic pump drive unit lubrication pipe and
the drive unit (if installed) and remove the
front cover. Notice the screws attaching to
idler gear shaft. So called broad timing gear
has similar screws on small idler gear shaft
(arrowed in the picture). If necessary,
remove the oil deflector ring at the front end
of the crankshaft.
8. Remove the high-pressure pump. See
instruction Remove the high-pressure
pump. If the timing gear casing does not
need changing, the high-pressure pump can
remain in place. In this case, disconnect all
leads and pipes from the pump.
Fig. 62
9. Open the idler gear screw and remove the
idler gear. Remove also the small idler gear
(broad timing gear).
10. Extract the camshaft. If the cylinder head and
valve mechanism have not been removed,
the tappets must be prevented from falling
down, see instruction about changing
camshaft.
11. Open the timing gear casing screws and
remove the timing gear casing. If the
removal of the casing requires chocking
between the casing and the cylinder block,
make sure that no damage is caused to the
sealing surfaces.
12. Remove the crankshaft front sealing ring
from the front casing. Notice the oil deflector
ring behind the sealing ring. Clean the sealing
surfaces and all the parts that have been
removed.

3.10.2 Fitting timing gear casing

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The position of the timing gear casing and cover is

determined by two tension pins. The front cover is
positioned by a tension pin and idler gear shaft.
The broad timing gear casing cover is positioned
by idler gear shafts. Centring should therefore not
be undertaken in connection with fitting. However,
the tooth backlash between the different gears
should be checked.
Casings and covers delivered as spare parts also
have holes for the tension pins already machined.

Fig. 63

Procedure
1. Install thread adapter M14/M8 to 84 engine cylinder block.
2. Apply sealant 8366 62735 to a sealing surface and fit the casing against the cylinder block. Drive in
the tension pins with drift 9025 98700. Tighten nuts and bolts.
3. Lubricate the camshaft bearings and insert the camshaft into the cylinder block. Release the push
rods and tappets if they have been suspended.

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4. Fit the idler gear stud and ensure that the

timing marks are in the correct position.
Rotate the idler gear shaft so that the front
cover screw holes are vertically aligned
(arrowed in the picture) Fit the washer and
tighten the bolts to the 180 Nm torque.
5. Fit the small idler gear (broad timing gear).
Tighten the shaft fastening screw (use 12.9
screws with locking compound) to 45 Nm.
6. Fit the high-pressure pump and gear wheel,
notice the timing mark position.
7. Tighten the camshaft and high-pressure
pump gear nuts to the correct torque.

Fig. 64

8. Check the tooth backlash, which should be

0.05 - 0.25 mm.
NOTE: If the oil deflector ring was removed
from the front of the crankshaft, fit it before
installing the front cover.
9. Fit the drive unit cover and shaft to the front
cover (broad timing gear). Fit the timing gear
casing front cover using sealant 8366 62735.
Tap the tension pin to its place (narrow
timing gear). Notice the sealing rings under
the idler gear screws. Fit the drive unit rear
bearing and adapter plate (broad timing gear).
Tighten nuts and bolts.
Fig. 65

10. Fit the protective plate into the seal location

and fit the crankshaft front seal with drift (1) .
NOTE: If the hub piece is worn out at the
sealing surface, a 3 mm spacer ring, order
number 8368 73100, can be fitted under the
crankshaft rear oil seal (33 - 84 engines).
11. Check and clean carefully the conical
surfaces on the crankshaft and the hub.
Lubricate both the seal and the sealing
surface. Lubricate the hub nut thread, rear
surface and outer surface (the surfaces
affecting nut friction) with Vaseline.
NOTE: Do not use oil, it may run into the
conical surfaces.
12. Fit the crankshaft hub and install the hub nut
onto the crankshaft thread and tighten it to Fig. 66
1000 ±100 Nm.
(1) Drift 9103 94600 (3 - 6 cylinder engines)
NOTE: Fit the 98 engine hub piece according Drift 9235 17520 (7 cylinder engine)
to instructions fitting the crankshaft hub.
13. Fit the other removed parts.

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3.10.3 Fitting the crankshaft hub

98 engines
The crankshaft hub is attached to the crankshaft with a separate conical sleeve.
When installing the hub must the conical surfaces be absolutely clean and the installation sequence below
must be followed.

Procedure
1. Check and clean carefully the conical surfaces on the crankshaft and the hub.
2. Lubricate the O-ring lightly with Vaseline and install it into the groove in the hub.
3. Install the hub in its place towards the
crankshaft gear.
NOTE: The conical sleeve must not be
installed at this stage!
4. Press the hub firmly against the gear and
push cleaned and dry conical sleeve onto the
crankshaft.
5. Lubricate the hub nut thread, rear surface
and outer surface (the surfaces affecting nut
friction) with Vaseline.
NOTE: Do not use oil, it may run into the
conical surfaces.

Fig. 67

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6. Install the hub nut onto the crankshaft thread

and tighten it to 1000 ± 100 Nm.

Fig. 68

3.10.4 Power take-off

The engines use a transmission that can be

equipped with a PTO run from the camshaft gear.
The PTO can run e.g. a hydraulic pump.
NOTE: Use molybdenite-sulphide (MoS2) ball
bearing grease (NLGI 2) for the grooves of the
hydraulic pump shaft and the coupling sleeve.

Fig. 69

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3.10.5 Fan drive device

Procedure
1. Assemble the drive device as shown in the
picture. Fit the shaft, inner bearing and the
lock ring. Fill the bearing housing partially
with heat-resistant ball bearing grease (NLGI
2). Fit the spacer sleeve, the outer bearing
and the lock ring. Note the position of the
outer bearing during assembly.
NOTE: Press the shaft into place so that the
ball bearings do not transmit the pressure.
2. Tap the blocking plug (if removed) into place
with fitting drift 9025 87400.
3. Fit the belt pulley, washer and nut. Tighten
the nut to 350 Nm.

Fig. 70

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3.11 Lubrication system

3.11.1 Oil pressure regulating valve

If the pressure of the engine lubricating oil is insufficient or varies, the oil level and then the regulating
valve should be checked.

Procedure
1. Remove the cover and the spring with the
valve plate.
2. Clean the parts and check that the sealing
surfaces are undamaged. Damaged parts
must be changed. Scrape off any remains of
the gasket.
NOTE: There are two types of spring.
3. Apply locking fluid (e.g. Loctite 638, 8366
62737) onto the outside of the valve seat.
Tap the new valve seat into the cylinder
block using a suitable drift. Place the spring
with valve plate into the cylinder block and fit
the cover with a new gasket.
Fig. 71

3.11.2 Removing and dismantling lubricating oil pump

Procedure
1. Drain the engine oil and remove the oil
sump.
2. Remove the oil pump suction and pressure
pipe.
3. Remove the oil pump together with any
shims between the pump and the cylinder
block.
4. Remove the pump cover and the gasket.
Remove the gear on the dead axle.
5. Clamp the pump gear across the teeth in a
vice fitted with soft jaws, and loosen the
drive gear nut. Knock the gear wheel off by
hitting the end of the shaft with a soft
hammer. Pull out the drive shaft gear wheel.
6. Clean the parts and check for wear and other
damage. See Technical data, Oil pump.
Change damaged parts and all seals.
7. The bearing points are provided with
separate bearing bushings in the 66-, 74-, 84-
and 98-engines. If you change the bushings,
Fig. 72
machine them to a size of 18.000 - 18.018
mm after fitting.

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3.11.3 Assembling and fitting lubricating oil pump

Procedure
1. Fit the gear wheels to the pump body. Fit the cover using a new gasket. Partly tighten the screws.
Rotate the pump shaft and tap the side of the cover gently until it reaches the position in which the
shaft rotates most freely. Tighten the screws and check that the shaft still rotates freely.
2. Fit the drive gear onto the shaft. Apply thread sealer 8366 62736 onto the nut threads and tighten the
nut to 60 Nm. Remember the washer under the nut.
3. Fasten the oil pump in a vice and check the
end float between gear and pump housing.
The clearance, which should be 0.03 - 0.11
mm, is adjusted by the number of gaskets
between the cover and the body.

Fig. 73

4. Fit the pump and check the tooth backlash

against the crankshaft gear. The clearance,
which should be 0.05 - 0.25 mm, is adjusted
with shims between the pump body and the
cylinder block (shim 0.2 mm, order number
8360 07871). One shim increases/decreases
the backlash by about 0.07 mm.
NOTE: When measuring the tooth backlash,
the engine should be the correct way up as
the crankshaft bearing clearance affects the
tooth backlash.
5. Connect the suction and pressure pipes
together with new seals.
6. Apply thread sealer 8366 62736 to oil sump
bolts (engines with steel sump). Fit the oil
sump and fill in the lubrication oil. Fig. 74

3.11.4 Piston cooling nozzles

The engines with high output are fitted with piston cooling nozzles. The cooling nozzles can be removed
after the oil sump is removed. The nozzles have a valve with an opening pressure of 2.3±0.25 bar.

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Procedure
1. Detach the valve from the engine and check
its function. Fit a new valve if necessary.

Fig. 75

2. Fit the nozzle pipe at a 90° angle to the

centre line of the crankshaft as shown in the
picture above. Tighten the valve to 30 Nm.
Ensure that the pipe does not touch the
pistons or connecting rods when the engine
is running.

Fig. 76

3.11.5 Fitting oil sump gasket

Fit the oil sump gasket with the silicone stripes

against the cylinder block (self-carrying and casted
oil sumps).

Fig. 77

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3.11.6 Lubricating oil cooler

33 - 74 engines
Some engines are fitted with an oil cooler, which is positioned in between the oil filter and the cylinder
block.

Procedure
1. The engine coolant should be drained before removing the lubricating oil cooler.
2. Fit new sealing rings. Fit the cooler with the draining plug turned downwards. Connect the coolant
pipes in the correct way.
3. Apply locking fluid 8366 62738 to the nipple
(the thread that attaches to the cylinder
block) and tighten it to a torque of 60 Nm.

Fig. 78

3.11.7 Removing lubricating oil cooler

(1) Oil cooler

(2) Oil dipstick
(3) Oil pressure regulating valve 1

(4) Oil filter

(5) Coolant drain plug
84 and 98 engines 2
5
1 Open the coolant drain plug under the oil
cooler and drain the coolant into a suitable
container. Remove the pipe going into the
thermostat housing.
2 Remove the turbo oil pipes and the oil
pressure pipe from the cylinder block.
Remove the oil filter. Drain the oil into a 3
container. 4
3 Remove the oil cooler from the engine. Open
the cooler housing and remove the guide
plate. Unscrew the cell screws and remove Fig. 79
the cell from the body. Clean all the parts.

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3.11.8 Fitting lubricating oil cooler

84 and 98 engines
1 Assemble the oil cooler using new gaskets.
Fit the cell to the body. The oil side can be
pressure tested before the housing is fitted.
Test pressure is 5 bar.
2 Fit the housing. If necessary, the water side
can now be pressure tested. Test pressure is
5 bar.
3 Attach the oil cooler to the engine and
assemble the oil and coolant pipes. Replace
the oil filter.
4 Fill the coolant system. Start the engine and
check for leakages.

Fig. 80

3.11.9 Lubricating oil quality requirements

Use lubricating oils fulfilling following quality

grades.

Engine type API-grade ACEA-grade

AWF (Tier 4 CJ-4 E9

final, with
aftertreatmen
t)

Select viscosity grade from Oil viscosity -table

corresponding to outside temperature.
See oil capacities at Oil sump capacities.

Fig. 81

DANGER:
Lubricating oil is hazardous to health. Avoid prolonged contact with the skin. The oil mist
is dangerous to inhale.
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3.11.10 Oil sump capacity

Number of cylinders Oil sump partnumber Minimum oil capacity Maximum oil capacity

4 cylinders 8361 20641 9,5 11,5

8361 28794 8,0 10,0

8370 84513 13 17

8361 29147 8,0 10,0

6 cylinders 8363 47308 20,0 25,5

8363 36229 21,5 25,5

8370 74007 17 22

8370 84152 19 24

8370 84394 16 19

8368 73817 16 19

8368 74808 17 20

8368 84674 17 20

8368 84621 16,8 19,5

8368 73994 21 25

8368 74002 20 24

8368 73779 16,5 21,5

7 cylinders 8368 73028 27 33

8368 74866 29,5 35,5

3.11.11 Closed crankcase ventilation

All 5th Generation engines have closed crankcase ventilation (CCV) with filtering of ventilation gases. This
is to prevent oil and soot getting into engine air intake with ventilation gases. CCV system is maintenance-
free. There are two different types of CCV system. There is a centrifugal-type filtering in the 84 and 98
engines, which is driven by engine oil pressure. There is a filter that uses a small part of boost pressure for
filtration boosting in the 33, 44, 49, 66 and 74 engines.

Installing the closed crankcase ventilation system components

33 - 74 engines

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The Closed crankcase ventilation (CCV) filter is mounted on the rear end of inlet manifold. It is connected
to valve cover, inlet manifold and inlet pipe. The CCV system includes also return oil pipe non-return valve,
that is mounted on the engine oil pressure regulating valve cover.

Procedure

1. Mount the valve in vertical position as shown in the picture.

Fig. 82
2. When assembling CCV system hoses make sure that there are no unnecessary bends or creases on
them.
3. The hose line must be straightforwardly ascending as shown in the picture.
4. The filter pressure regulator has a monitoring hole for ambient pressure. Make sure that the hole is
not blocked.

Installing the closed crankcase ventilation system components

84 and 98 engines
The CCV filter is mounted on the rear end of cylinder block with a mounting bracket. Centrifugal filter is
connected to engine oil circulation with a pipe. The ventilation gases are circulated from valve cover to inlet
piping with rubber hoses.

Procedure

1. If the CCV filter has been removed, replace the mounting bracket O-ring and shaped gasket.

Fig. 83
2. When assembling CCV system hoses make sure that there are no unnecessary bends or creases on
them.
3. The hose line must be straightforwardly ascending as shown in the picture.
4. The filter pressure regulator has a monitoring hole for ambient pressure. Make sure that the hole is
not blocked.

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3.12 Cooling system

3.12.1 Coolant quality requirements

The coolant used must meet the demands of

standard ASTM D 3306 or BS 6580:1992.
• The cooling mixture must consist 40 - 60 % of
ethylene/propylene-glycol based antifreeze and
water. The best proportion is 50 % of
antifreeze liquid and 50 % of water.
• The water used must be mechanically clean
and not too acid (e.g. swamp water) or too hard
(calciferous well water).
• Check periodically the proportion of antifreeze
(the frost resistance) in the coolant.
• Do not mix ethylene- and propylene-glycol
based antifreeze.
• Change the coolant every two years.
NOTE: Never use only water as coolant but a
mixture of 40 - 60 % of water and antifreeze. See
Coolant quality requirements.

Fig. 84

DANGER:
Antifreeze is hazardous to health. Avoid contact with the eyes and skin.

3.12.2 Thermostat

Single thermostat

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33 - 49 engines
It is a 2-way thermostat. Its opening temperature
is 83°C. There is no separate winter thermostat.

Fig. 85

Two thermostats

66 - 98 engines
Engine has two separate thermostats. The smaller,
single-acting thermostat opens at 79°C and the
other, double-acting type, at 83°C. There are no
separate winter thermostats.
Return pipe can be turned 180° in 84- and 98-
engines. Observe the spacing ring that comes on
top of the smaller thermostat.

Fig. 86

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66 - 98 engines
Engine has two separate thermostats. The smaller,
single-acting thermostat opens at 79°C and the
other, double-acting type, at 83°C. There are no
separate winter thermostats.
Return pipe can be turned 180° in 84- and 98-
engines. Observe the spacing ring that comes on
top of the smaller thermostat.

Fig. 87

Removing thermostat

Procedure

1. Drain the cooling system so that the coolant level is below the thermostats and disconnect the top
hose from the water outlet cover.
2. Remove the outlet cover and the thermostats. Clean the sealing surfaces.

Testing thermostat
Check the function of the thermostat.

Procedure

1. Lower the thermostat into a vessel of boiling water so that it does not touch the sides or bottom.
2. Opening must begin after less than 20 seconds.
3. The thermostat must be fully open in less than 50 seconds. See Technical data, Thermostat.

Replacing thermostat

Procedure

1. Place the thermostats in position in the housing. Fit a new gasket and the outlet cover. M8 studs (2
pcs) can be used as guides. Observe the spacing ring that comes on top of the smaller thermostat
(84 and 98 engines). Fit the gasket so that the bigger hole is on the same side as the spacing ring (84
and 98 engines).
2. Connect the top hose and fill the cooling system.

3.12.3 Reconditioning coolant pump

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Coolant pumps with standard bearings

Procedure
1. Drain the coolant. Remove the thermostat housing, fan and belt.
2. Remove the coolant pump. Detach the pump rear plate and clean the sealing surfaces.
3. Unscrew the belt pulley fixing nut/screw and remove the belt pulley.
4. Remove the impeller on the shaft with puller 9101 93200 in 66- and 74-engines or according to the
next instruction in other engines.
5. Remove the circlip from the pump body. Press the shaft together with the bearings pointing in the
direction of the fan. Use a hydraulic press, for example. Support the pump body so that the bearings
have enough space to release.
6. Tap out the water seal using a drift. Clean the parts and inspect their condition. Replace faulty or
worn parts with new ones.
7. Put the bearings and the intermediate sleeve onto the shaft. Grease the bearings with heat-resistant
ball bearing grease (NLGI 2). Fit the shaft and the bearings in such a way that the ball bearings do not
transmit the pressure. Fit the circlip on the bearing.
NOTE: If the pump bearings have to be changed, use a reconditioning kit. This kit also contains all the
seals (see Parts Catalogue).
8. Fit the water seal with drift 9201 97870 (1).
Use coolant as a "lubricating liquid" between
the shaft and the seal.

Fig. 88

(1) Drift 9201 97870

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9. Impeller mounting dimensions

Impeller mounting dimensions

Diameter of the Dimension A

impeller (mm) (mm)

97 25,5 ± 0,2

120 8 ± 0,2

130 27,4 ± 0,2

156 30,4 ± 0,2

Fig. 89

10. Press the impeller into position while, at the

same time, supporting the shaft at the other
end. See the mounting depth of the impeller
(dimension A) in the table. Make sure that
the shaft can rotate freely. Fit the belt pulley
and tighten its attaching nut to a torque of 80
Nm (M12) or to 120 Nm (M16). Note in
particular the left-hand thread of the belt
pulley attaching screw.

Fig. 90

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Fig. 91

11. Fit the rear plate to the cylinder block using a

new seal. Use guide pin (Ø8 mm) in the hole
shown with an arrow in the figure. Apply
sealing compound to the thread of the
screw.
a) On 66- and 74-engines, fit the rear plate
to the pump using a new seal. Use
guide pins (Ø8.5 mm) in the holes
shown with three arrows in the figure.
Tighten the fitting screws (5 pcs / 10.9)
to the torque of 35 Nm.
b) Some coolant pumps are mounted to
the cylinder block without separate
back plate. They have a closing plate
sealed with an O-ring installed in the Fig. 92
pump body. Reconditioning of this type
of pump is done according to this
instruction.

Fig. 93

Coolant pumps with heavy duty bearings

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The reconditioning of the coolant pump with heavy

duty bearings is done according to instruction
Coolant pump with standard bearings. Note in
particular the position of the front bearing during
assembly.

Fig. 94

Coolant pumps with Flexonic belt

Coolant pumps 8370 84381 and 8370 73601 are driven by Flexonic belt. This coolant pump is mounted on
the front face of the cylinder block without a separate mounting plate.

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Procedure
1. The reconditioning is done mainly according
to instruction Coolant pumps with
standard bearings. Remove the belt pulley
and bearing lock ring. Remove the pump
back plate and press the axle with bearings
out from the pump body. Press out the water
seal with a suitable drift. Clean the parts to
be re-used.
NOTE: This pump does not have an axle seal
between the bearing and water seal.
2. Start the reassembly by pressing the inner
bearing on the axle and assemble the parts in
the pump body. Lubricate the bearings with
ball bearing grease. We recommend Isoflex
Topas NB52 or NLGI 2 class grease, amount
abt. 5 gr. Press the outer bearing into its
place and fix the lock ring.
3. Press the water seal into its place with drift
9201 97880. Press the impeller into its place
while supporting the axle on the other end.
See the mounting depth of the impeller from
the Coolant pumps with standard
bearings.
4. Fit the pump rear plate and the belt pulley.
Tighten the belt pulley screw to 50 Nm.
Fig. 95

5. Mount the pump to the engine. Fit a new

drive belt with fitting tool 9201 86480 or a
fitting device delivered by the replacement
belt manufacturer.
NOTE: The Flexonic belt does not have a
separate tensioner. Belt replacing is
recommended after every 3000 running
hours or when it has been removed.

Fig. 96

3.12.4 Installing the cylinder head connection part

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NOTE: When installing cylinder head connection

part and side covers, the gaskets (1 and 2) must
be installed with protruded side towards the
cylinder heads for better sealing. Tightening torque
for connection part bolts is 50 Nm. Tighten the
screws in crosswise sequence.

Fig. 97

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3.13 Air control system maintenance

3.13.1 Checking the air cleaner

The engine performance and length of service life depend to a great extent on the state of the air cleaner.
A defective air cleaner allows impurities to pass through, which in time damages the turbocharger and the
engine. A blocked air cleaner reduces the engine output and also causes oil leakage through the sealing
ring on the turbocharger shaft.
NOTE: The safety filter inside the main filter should not be removed for checking or cleaning. The safety
filter must not be cleaned, but should be changed when necessary.

3.13.2 Checking the inlet and exhaust pipes

NOTE: Leaks in the inlet or exhaust system

drastically reduce the effect of the turbocharger.
Because of the pressure, even small leaks in the
manifold or the turbine inlet contact flange quickly
increase in size. For this reason, all leaks must be
dealt immediately.
Inlet air

Exhaust gases

Lubrication oil

Fig. 98

Procedure

1. Inspect the pipes and sealing surfaces between the air cleaner and the turbocharger, as well as
between the turbocharger and the intake manifold. If the intake manifold is dusty inside, there is a
leak in either the air cleaner or the inlet pipes. Fix the leak.
2. Clean the intake manifold sealing surface. Check that the sealing surface is flat using a straight ruler.
If the surface is not flat or has scratches on it, machine or renew the intake manifold. Ensure that the
cylinder heads are parallel (66, 74, 84 and 98 engines).
3. Fit a new gasket and fasten the intake manifold. Tighten the manifold fixing screws to a torque of 30
Nm. Fasten the air pipes carefully.
4. Check that the exhaust manifold is airtight. Tighten the nuts to 50 Nm and inspect for any damage
(cracks, deformation, corrosion etc.). Also check the connection between the turbocharger and the
exhaust manifold.
5. Remove the manifold if necessary. Clean the sealing surfaces and remove any carbon deposits.
Check that the sealing surfaces are flat. If the fastening flanges are twisted or there are scratches on
the sealing surfaces, machine the flanges or renew the exhaust manifold.
6. Ensure that no loose objects or impurities have entered the exhaust pipe or the silencer. Any such
loose objects or impurities can increase the back pressure for the exhaust gases from the turbine
wheel.

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3.13.3 Removing actuator of the high pressure turbocharger

Procedure

1. Remove cooling pipe and cooling pipe support of the actuator.

2. Remove the actuator from the turbocharger without removing the mounting bracket of the actuator
from the turbocharger.
NOTE: Do not remove the link rod of the actuator.

3.13.4 Fitting actuator of the high pressure turbocharger

Procedure

1. Fit the actuator to the turbocharger.

2. Fit the cooling pipe and the cooling pipe support.
3. Finally, remove the air from the cooling system by using the highest bleeding plug of the engine.

3.13.5 Removing the high pressure turbocharger

Procedure

1. Remove the inlet and exhaust pipes and pressure and return oil pipes from the turbocharger.
2. Untighten the clamp between the HP turbocharger and the intermediate piece of the turbochargers.
3. Remove the cooling pipes of the actuator and the actuator wire.
4. Remove the fixing nuts and remove the turbocharger.

3.13.6 Checking the turbocharger

If a fault is suspected in the turbocharger, it can be located in the following way:

Procedure
1. Visually inspect the turbine and compressor wheels. The vanes must not show any signs of damage,
deformation or wear caused by foreign objects.
2. Investigate any oil leaks through the sealing
rings on the shaft in the turbine and
compressor housing.
NOTE: At low idling speed there is always a
certain amount of oil leakage on the
compressor side. However, this should not
cause too much concern unless the oil
consumption is too great.

Fig. 99

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3. Check the turbine shaft running clearance.

Place the stylus of a dial gauge against the
shaft and move the shaft sideways. Refer to
the clearance given in the specifications. See
Technical data, Turbocharger.
4. Check the shaft end float. Place the stylus of
the dial gauge against the end of the shaft
and move the shaft axially. Refer to the
clearance given in the specifications. See
Technical data, Turbocharger.

Fig. 100

If any defects or wear are detected, the turbocharger should be replaced.

If the engine does not work correctly and the turbocharger is not defective or too worn, the fault could be
traced to one of the following items:
• Blocked air filter.
• Leakage in the inlet or exhaust systems. Leaking flange seal.
• Defective high-pressure pump or engine control unit.
• Defective or wrongly adjusted injectors.
• Low fuel pressure (e.g. blocked fuel filter).
• Low compression, wrong valve clearance.

3.13.7 Fitting the high pressure turbocharger

Locate the cause of the defects on the turbocharger. Remedy the fault before fitting the new turbocharger.
In order for the turbocharger to work satisfactorily, it is important that the engine oil is in good condition.
Likewise, the oil should be to the correct quality specification. The air filter and oil filter should be serviced
according to the Instruction Manual specification.
The adjusting of the engine control system affects definitely to the function of the turbocharger. The
adjusting have to be made according to the manufacturer's instructions.
Tightening torque for the clamp of the inlet and exhaust pipes of the turbocharger is 12 Nm.

Procedure
1. Check the tightness of the intake and exhaust manifolds, and that they are securely fastened. Ensure
that there are no loose carbon or rust particles, or other foreign objects in the manifolds.
2. Connect the turbocharger to the exhaust manifold and tighten down using new gasket.
3. Fit the clamp between the high pressure turbocharger and the connecting part of the turbochargers.
4. Connect the inlet pipe and the exhaust pipe to the turbo.
5. Connect the actuator cooling pipe and actuator wire.

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6. Pour about 0.1 litres of pure engine oil into

the bearing housing before attaching the
pressure oil pipe. This is very important in
order to ensure that the turbocharger is
lubricated when starting.
7. Connect the pressure and return oil pipes.
Use a new seal. Check that there is no
tension in the pipes when tightening.
8. Remove the air from the cooling system by
using the highest bleeding plug of the
engine.
9. Start the engine and check that there are no
leaks.
Fig. 101

3.13.8 Removing the EGR system

Procedure

1. Remove the EGR actuator wire.

2. Remove the actuator cooling pipe.
3. Remove the pressure and return oil pipes of the turbochargers.
4. Remove the EGR cooling pipe.
5. Remove the EGR cooler water hose.
6. Open the EGR cooler clamps.
7. Open the double fixing nuts between the EGR valve and exhaust manifold.
8. Pull the EGR system out of the engine.

3.13.9 Fitting the EGR system

Procedure

1. Fit the EGR system into its place.

2. Tighten the double fixing nuts between the EGR valve and exhaust manifold.
3. Tighten the EGR cooler clamp.
4. Connect the pressure and return oil pipes, cooling pipes and the EGR actuator wire.
5. Finally, remove the air from the cooling system by using the highest bleeding plug of the engine.

3.13.10 Removing the EGR actuator

Procedure

1. Remove the starter.

2. Remove the EGR actuator cooling pipes.
3. Disconnect the EGR actuator wire.
4. Open the fixing nuts of the EGR actuator mounting bracket.
5. Pull slightly the EGR actuator with its mounting bracket out of the engine to reach the EGR link rod.
6. Disconnect the actuator from the EGR link rod by opening the bolt in the head of the link rod.
NOTE: Do not change the length of the EGR link rod.
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7. Remove the EGR actuator with its mounting bracket from the engine.

3.13.11 Fitting the EGR actuator

Procedure

1. Fit the EGR link rod to the actuator. Note! Levers are parallel after fitting. Check length of the link rod
in EGR link rod.
2. Fit the EGR actuator with its mounting bracket and fasten the fixing nuts.
3. Connect the EGR actuator cooling pipes and wire.
4. Install the starter.
5. Finally, remove the air from the cooling system by using the highest bleeding plug of the engine.

3.13.12 EGR link rod

The length of the EGR link rod must be adjusted very carefully. Check the correct length of the link rod in
static state from the table.

Engine Length (mm)

98 AWF 128

84 AWF 128

44 AWF (Fendt) 292

49 AWF (Komatsu Forest) 329

49 AWF (Windrower) 224

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3.14 Fuel system

3.14.1 Fuel system

10
8 1

11
3
5
4

7 6

11

Fig. 102 Fuel system

(1) Fuel inlet (7) High pressure pump

(2) Hand pump (8) Rail
(3) Pre-filter (9) Pressure control valve
(4) Fuel filter (10) Injector
(5) Feed pressure sensor (11) Pressure sensor
(6) Temperature sensor
The engines are equipped with common rail system which is controlled by electronic control unit (ECU).
Fuel is drawn from the tank via the pre-filter, through the main fuel filter to the high pressure pump. From
the high pressure pump, fuel is pumped up into the rail. This high pressurized fuel is lying in a high
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pressure pipe where it is controlled and injected through electronic injectors that are controlled by ECU.
The injection is optimized in terms of emissions, efficiency and operation noise and takes place in four
steps (maximum). Excess fuel returns from the injectors and pressure regulating valves of the high
pressure pump and rail back to the fuel tank. The overflow pipe from the filter helps the bleeding of the
system. The fuel is diesel fuel according to the norm EN 590:2009 and it must be clean and free from
water after storage (see Fuel quality requirements).
NOTE:
Use of anti-freeze solution is not allowed and not useful at all!
WARNING:
Do not make any work at the common rail high pressure fuel system when the engine is
running. Wait at least 30 seconds after stopping the engine .The first high pressure
component has to be loosened slowly, so that the pressure inside the fuel system can
adjust to ambient pressure. If the jet of high pressure fuel contacts your skin, fuel
penetrates the skin causing severe injuries. Get medical help immediately!

3.14.2 Technical data of the fuel system

Fuel system

Fuel injection system Bosch common rail

Maximum injection pressure 1800 bar (33 - 44 engines)

2000 bar (49 - 98 engines)

Injection order 1-2-3 (33 engine)

1-2-4-3 (44 - 49 engines)
1-5-3-6-2-4 (66 - 84 engines)
1-2-4-6-7-5-3 (98 engine)

Fuel The fuel must be according to norm EN590:2009,

see Fuel quality requirements

Maximum continuous fuel inlet temperature 70° C

Fuel filters: .
• pre-filter • Donaldson 10 µ
• main-filter • Donaldson 5 µ
• filter element set 8370 79718

Tightening torques (Nm)

Injector retaining screw See Fitting the injectors

Injector wire nuts (M4) 1.5

High-pressure pump gear nut 80±5

High-pressure pump retaining screws 25+5

High-pressure fuel pipes to high-pressure pump 30

and rail

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Tightening torques (Nm)

Low pressure fuel pipes to high-pressure pump 30±2

Filter elements 40

Pre-filter water detector 6

3.14.3 Bleeding the fuel system

WARNING:
Do not make any work at the common rail high pressure fuel system when the engine is
running. Wait at least 30 seconds after stopping the engine .The first high pressure
component has to be loosened slowly, so that the pressure inside the fuel system can
adjust to ambient pressure. If the jet of high pressure fuel contacts your skin, fuel
penetrates the skin causing severe injuries. Get medical help immediately!

Procedure
1. Open the bleeding plug on the pre-filter
bracket.
2. Put a transparent hose in the plug hole and
lead it into a suitable container.
3. Pump fuel with the hand pump on top of the
pre-filter.
4. Pump with the hand pump until there are no
air bubbles in the fuel stream.
5. Remove the hose and turn in the bleeding
plug.
6. Clean the engine of eventual overspill fuel.

Fig. 103

7. Start the engine. The fuel system removes automatically the air left in the system.
NOTE: Do not use the hand pump when the engine is running. Do not use any tools or excessive
force on the pre-filter hand pump.
NOTE: The fuel system is equipped with a pressure sensor that alarms before interference has
developed. Reasons can be for instance:
• Empty fuel tank.
• Clogged fuel filters.
• Suction piping clogged or leaking air.
• Unsuitable fuel (e.g. summer fuel in the winter).

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NOTE: Use of spirits as antifreeze is not useful or recommended at all. It makes the fuel solidify and
weakens the lubricating qualities of the fuel and increases the possibility of corrosion.

3.14.4 Measuring fuel feed pressure

Procedure
1. Clean the pre-filter, the fuel filter and the related fuel pipes from the outside.
2. Disconnect the feed pressure sensor
(arrowed) from the fuel filter and connect the
pressure gauge instead (the thread is
M10x1).
3. Run the engine at low idling speed for a
while and compare the gauge reading with
the prescribed value (4,5 - 5,5 bar).

Fig. 104

If the pressure is below the prescribed value, this may be caused by:
• Clogged fuel filters.
• Suction piping clogged or leaking air.
• Empty fuel tank or unsuitable fuel (e.g. summer fuel in the winter).

3.14.5 Inspecting injectors

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WARNING:
Do not make any work at the
common rail high pressure fuel
system when the engine is running.
Wait at least 30 seconds after
stopping the engine .The first high
pressure component has to be
loosened slowly, so that the pressure
inside the fuel system can adjust to
ambient pressure. If the jet of high
pressure fuel contacts your skin, fuel
penetrates the skin causing severe
injuries. Get medical help
immediately!
The function of the injectors can be tested using
service tool (so-called “Run-up test”). For more
detail, please see the service tool manual.
NOTE: The nozzle on the injector cannot be
changed. Instead a spare injector is available.
Fig. 105

Removing the injectors (CRIN3)

Procedure

1. Clean high-pressure pipes and surroundings.

2. Remove the valve cover.
3. Detach the high-pressure pipe and injector wires.
NOTE: Prevent fuel circulation to the engine via the overflow pipe located in the cylinder head (if the
fuel tank is above the engine).
4. Loosen the fastening screw holding the injector in place and the fastening nut holding the feeding
pipe in place. Unscrew and remove them. Plug plastic covers into all the connection points.
NOTE: The injector and feeding pipe are calibrated as couple. Do not mix them up.
5. Also remove the injector seal ring from the cylinder head if it has not been removed with the injector.
Blow the injector and feeding pipe locations dry.

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Fitting the injectors (CRIN3)

Procedure
1. Ensure the injector seat on the cylinder head
is clean. Replace the old seal ring and the O-
rings with new ones. Lubricate the O-rings.
2. Install the injector and feeding pipe on the
cylinder head. Pay attention to the position of
the feeding pipe. Adjust the feeding pipe’s
control balls (shown with an arrow on the
picture) so that they line up with the grooves
in the cylinder head.
3. Tighten the fastening screw and nut
progressively:
a) Pre-tighten the fastening screw (2) to
15 Nm
b) Undo the fastening screw
c) Pre-tighten the fastening nut (6) to 15
Nm
d) Tighten the fastening screw to 40 Nm
e) Tighten the fastening nut to 50 Nm
4. Install the high-pressure pipe (tightening
torque 30 Nm) and injector wires (nuts M4,
torque 1.5 Nm). Replace the valve cover
seals and attach the cover (torque for the
screws 25 Nm).

Fig. 106

(1) Injector wiring

(2) Fastening screw
(3) Washer
(4) Fastener
(5) Feeding pipe
(6) Fastening nut
(7) Seal ring

3.14.6 High-pressure pump

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The function of the high-pressure pump can be

tested using the service tool (so-called “High-
pressure test”). For more detailed information,
please see the service tool manual.

Fig. 107

Removing the high-pressure pump

WARNING:
Do not make any work at the common rail high pressure fuel system when the engine is
running. Wait at least 30 seconds after stopping the engine .The first high pressure
component has to be loosened slowly, so that the pressure inside the fuel system can
adjust to ambient pressure. If the jet of high pressure fuel contacts your skin, fuel
penetrates the skin causing severe injuries. Get medical help immediately!

Procedure
1. Disconnect the electric main switch.
2. Clean the high-pressure pump and surroundings.
3. Open the inspection plug on the timing gear front cover.
4. Rotate the engine so that timing mark on the high pressure pump gear is visible.
5. Mark the pump gear position on the idler
gear (arrowed).
6. Detach the wire connector.
7. Disconnect the fuel delivery pipes and insert
protective plugs in the connections.
8. Unscrew the retaining screws and remove
the high-pressure pump.
9. Remove the guide ring from the high-
pressure pump.
10. Remove the gear with the appropriate tool.
11. Take the high-pressure pump to the Bosch Fig. 108
Diesel agent or the service department of
AGCO power Inc. to be reconditioned.

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Fitting the high-pressure pump

Procedure
1. Attach new O-rings to the sealing grooves of the high-pressure pump and the guide ring. If the front
cover of the gear housing has not been removed, fix the gear to the shaft of the pump. Please note
that the guide ring of the high-pressure pump has to be fixed to the pump flange before the gear is
fixed.
2. Tighten the nut of the high-pressure pump gear to 80 Nm.
3. Lubricate the O-rings, place the high-
pressure pump in position in the gear
housing. Make sure that the pump gear mark
is aligned with the idler gear mark and
tighten the fixing screws to 25 + 5 Nm.
4. Fix the fuel feeding pipes. Tighten the
connectors of the low-pressure pipes and the
connectors of the high-pressure pipes to 30
Nm. Then attach the wiring connector.

Fig. 109

Fig. 110

3.14.7 Rail
WARNING:
Do not make any work at the common rail high pressure fuel system when the engine is
running. Wait at least 30 seconds after stopping the engine .The first high pressure
component has to be loosened slowly, so that the pressure inside the fuel system can
adjust to ambient pressure. If the jet of high pressure fuel contacts your skin, fuel
penetrates the skin causing severe injuries. Get medical help immediately!
The rail is attached to the intake manifold. Turn the main switch to OFF position before handling the rail.
Clean the rail and its surroundings carefully. Prevent fuel from leaking to the ground. Insert plugs where
fuel connectors have been removed.

Pressure release valve

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Fig. 111

(1) Pressure sensor (2) Pressure release valve (PRV)

33 and 44 engines
The pressure sensor (1) and pressure release valve (PRV) (2) will be delivered as spare parts for the rail.
These parts can be changed while the rail is in position. Alternatively, the complete rail can be replaced.
Fitting the pressure release valve:
1 Clean the sealing surface and the thread of the rail.
2 Check the condition of the end sealing surface of the pressure release valve. Radial scratch is not
permissible.
3 Lightly lubricate the valve thread, sealing surface and O-ring.
4 Tighten the valve in place to a torque of 100 Nm.

Pressure control valve

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Fig. 112

(1) Pressure sensor (2) Pressure control valve (PCV)

49 - 98 engines
The pressure sensor (1) and pressure control valve
(PCV) (2) will be delivered as spare parts for the
rail. These parts can be changed while the rail is in
position. Alternatively, the complete rail can be
replaced.
NOTE: PCV must not be reused!
Removing the PCV:
1 Clean interface area of the PCV using proper
degrease materials and compressed air for
drying.
Fig. 113
NOTE: Cleaning material must not penetrate
the electric contacts.
2 Unplug electric connector.
3 Loosen the component using a open ended
insert tool 30, grasp the component by hand
and pull it out simultaneously turning it
counter-clockwise.
4 Clean the thread and the sealing surface of
the rail.
5 Close the orifice using a plastic cap after
removing the PCV.
6 Inspect the sealing surface of the rail. Only
concentric grooves are allowed. No cuts in
radial direction are tolerable.
Fitting the PCV:

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1 Lubricate the sealing rings with fuel.

2 Insert the PCV manually and position the
electric connection orientation. Screw in the
flange screw manually maintaining the
orientation of the connector.
3 Tighten the PCV using the open ended insert
tool 30 counteracting with a wrench 45 at
the hexagon of the housing.
• Tighten the PCV first to torque of 80 Nm
± 4 Nm.
• Loosen the PCV 90°.
• Tighten the PCV to final torque value of
85 Nm ± 5 Nm.
NOTE: The electric cable must not be under
tension.

Pressure Sensor
1 Disconnect the electrical connector before loosening the sensor.
2 Clean the sealing surface and thread of the rail.
3 Check the condition of the end sealing surface of the pressure sensor. Radial scratch is not
permissible.
4 Lightly lubricate the sensor thread and sealing surface.
5 Tighten the sensor in place to a torque of 70 Nm.
6 Connect the electrical connector.

High Pressure Pipes

It is recommended that high-pressure pipes are replaced every time they are removed.
The torque for the high-pressure pipe connector is 30 Nm.

3.14.8 Fuel quality requirements

Requirement Test method

Density, +15°C 0,82 - 0,84 kg/dm3 EN ISO 3675:1998, EN ISO

12185

Viscosity, +40°C 2,0 - 4,5 mm2/s EN ISO 3104

Sulphur content maximum 15 mg/kg EN ISO 14596:1998

Cetane number minimum 51 EN ISO 5165:1998

Water content maximum 200 mg/kg prEN ISO 12937:1996

Lubricity/HFRR maximum 460 µm ISO 12156-1

The fuel must be according to norm EN 590:2009 or ASTM D 975-09b 1-D or 2-D.
CAUTION:
Supplementary admixtures or additives are not allowed.

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NOTE:
Make sure that genuine DEF (DIN 70070 or ISO 22241 certified) is used as a reducing agent. If urea quality
sensor detects a problem related to urea quality, it will alert the engine control system via CAN message
thus causing the engine to run under degraded mode.
CAUTION:
The storage of DEF must be done under 30°C, avoiding direct sunlight.

CAUTION:
Fuels according to EN 590:2009 may contain up to 7% FAME (fatty acid methyl ester) type
biodiesel according to EN 141214:2008. Fuels according to ASTM D975-09b may contain
up to 5% FAAE (fatty acid alkyl ester) type biodiesel according to ASTM D6751-08. Contact
AGCO Power R&D for more information of using different types of biodiesel!

Engine output depending on fuel quality

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Different fuel qualities like temperature, density

and viscosity affect the actual output of the
engine. Our outputs are specified by fuel with a
density of 0.84 kg/dm3 and specific heat rate of
42,7 Mj/kg at a fuel temperature of +15°C.
The correction in % caused by the change of fuel
qualities is seen in the attached figures.
FIG. A. Engine output dependence on fuel
temperature. +35°C is the reference temp
(correction 0%). The fuel temperature is not only a
function of ambient conditions but also varies
according to the fuel system of the application
(tank size and location, return flow etc.).
FIG. B. Engine output dependence on fuel density.
Normal value is 0,84 kg/dm3 at +15°C.
FIG. C. Engine output dependence on fuel
viscosity. Normal value is 3 cSt at +20°C.
Note figure B and C only if the fuel quality is
changed.
In fig. A there are all the quality dependencies
caused by the change of the temperature. The fuel
density and viscosity can be seen in the produce
declaration given by the manufacturer.
The output correction is made as follows:
Correction percentages from figures A, B and C
are summed up. The given rated power is then
corrected with the resulting percentage.

Fig. 114

Alternative fuels
Using diesel fuel according to European norm EN 590:2009 or ASTM D 975-09b 1-D or 2-D, all AGCO
POWER engines have full warranty for the specified warranty period and the engines will work well with
good reliability and long life time.

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NOTE: Use of fuel not meeting these requirements may result as reduced performance and shorter engine
life. It also invalidates the engine warranty.

3.14.9 SCR system

SCR system overview

AGCO POWER engines have exhaust gas treatment with SCR technology (Selective Catalytic Reduction).
In SCR technology a liquid called DEF (Diesel Exhaust Fluid) is injected into exhaust gases. DEF liquids are
specified in standards DIN 70070 and ISO 22241. Most commonly known trademarks of DEF are AdBlue,
Air1 and Greenox. The heat of exhaust gases converts DEF to ammonia and carbon dioxide. After this the
ammonia reacts with nitrogen oxides in catalyst reducing them to harmless nitrogen gas and water steam.
The DEF consumption is approximately 6 - 8 % of the fuel consumption. The DEF tank and pipes are
heated so system works also in low temperatures. If DEF freezes, it is automatically defrosted when the
engine is started. The congealing point of DEF with 32,5 % urea concentration is -11 °C.
See instructions of the machine for details of filling up, location and capacity of the DEF tank.
CAUTION:
The storage of DEF must be done under 30°C, avoiding direct sunlight.

CAUTION:
Fuels according to EN 590:2009 may contain up to 7% FAME (fatty acid methyl ester) type
biodiesel according to EN 141214:2008. Fuels according to ASTM D975-09b may contain
up to 5% FAAE (fatty acid alkyl ester) type biodiesel according to ASTM D6751-08. Contact
AGCO Power R&D for more information of using different types of biodiesel!
CAUTION:
Make sure that genuine DEF (DIN 70070 or ISO 22241 certified) is used as a reducing
agent. Diluting of DEF or mixing it with other substances is not allowed, it may damage
the catalyst!
CAUTION:
Even small amounts of diesel fuel in DEF tank may damage the gaskets of the SCR
system!
CAUTION:
Be careful when handling DEF. DEF is aggressive to some materials and corrosive to some
metals. DEF becomes crystalline when in contact with air. In case of a spillage rinse with
plenty of water and dry with a clean cloth.
NOTE: Engine with aftertreatment system meets EU97/68/EC Stage lV and EPA 40 CFR 1039 Tier 4 final
emission requirements.
Do not fit any components on the engine other than those originally intended for it. The use of other than
original AGCO Parts spare parts invalidates the responsibility of AGCO Power Inc. on the meeting of the
emission requirements.
NOTE: This manual only provides general information relating to SCR system. All service and repair work
should only be performed by someone with special training and the necessary special tools and gauges. All
servicing and repair work relating to the SCR system requires particular care and cleanliness!

SCR system components and their functions

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Fig. 115

The exhaust gas aftertreatment system used is Bosch DENOXTRONIC2.2 (DNOX2.2). DNOX2.2 uses SCR
(Selective catalyst reduction) technology in order to reduce the exhaust emissions from the engine.
AGCO POWER SCR system consists of engine control system and DNOX2.2 SCR system. These two
systems are connected together via CAN bus.
See instructions of the appliance for location and instructions for removing and installing the SCR system
components.

Supply module
Supply Module (SM) transfers NOx reductant (DEF) from tank and pressurizes it. It contains also filters for
reductant (prefilter and mainfilter).

Dosing module
Dosing module (DM) is installed in the exhaust pipe between turbocharger and SCR catalyst. DM contains
an electrically operated, ECU controlled solenoid valve, which will inject the required amount of DEF
through the DM nozzle. DEF amount is calculated by EEM4 for optimal reduction of NOx.

Sensors
DNOX2.2 system includes several sensors:
• NOx sensors
• Exhaust temperature sensors
• DEF tank level sensor
• Temperature sensors: DEF tank, Supply Module internal

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SCR system technical data

Principal data

SCR system Bosch DENOXTRONIC 2.2

Minimum operating temperature -40 °C

Maximum DEF temperature 70 °C

Maximum SCR system temperature 80 °C

Dosing system

Reagent fluid type DIN70070/ISO22241 certified DEF (Diesel Exhaust

Fluid), e.g. AdBlue

DEF consumption Approximately 6-8% of fuel consumption[1]

Pre-filters 100 µ

Main filter 10 µ

[1] DEF consumption may be higher, depending on the application and load profile of the engine.

SCR system maintenance

AGCO POWER SCR system is durable and almost maintenance free. Only main filter change for supply
module is required in normal use. AGCO POWER SCR is equipped with on-board diagnostic, which will
warn the operator or limit the usage of the machine if any problems (e.g. leakages or blocking of lines)
occur in the system.
NOTE: Engine with aftertreatment system meets EU97/68/EC Stage lV and EPA 40 CFR 1039 Tier 4 final
emission requirements.
Do not fit any components on the engine other than those originally intended for it. The use of other than
original AGCO Parts spare parts invalidates the responsibility of AGCO Power Inc. on the meeting of the
emission requirements.
CAUTION:
Fuels according to EN 590:2009 may contain up to 7% FAME (fatty acid methyl ester) type
biodiesel according to EN 141214:2008. Fuels according to ASTM D975-09b may contain
up to 5% FAAE (fatty acid alkyl ester) type biodiesel according to ASTM D6751-08. Contact
AGCO Power R&D for more information of using different types of biodiesel!
CAUTION:
Make sure that genuine DEF (DIN 70070 or ISO 22241 certified) is used as a reducing
agent. Diluting of DEF or mixing it with other substances is not allowed, it may damage
the catalyst!
CAUTION:
Even small amounts of diesel fuel in DEF tank may damage the gaskets of the SCR
system!

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Mounting of SCR system components

Dosing module (DM)

Dosing module is mounted with three M6x20

screws. Tightening is done in two stages:
1 Tighten the screws in sequence shown in
picture until the gasket is pressed evenly to
its mounting surface on the exhaust.
2 Tighten the screws to 8 Nm torque in
sequence shown in picture.
NOTE: Always change the gasket when opening
the dosing module joint.

Fig. 116

NOx sensor

NOx sensor includes a control unit and a separate

sensor head.
Mounting: 2 sensors on the exhaust line, before
DOC catalytic converter and after the SCR catalytic
converter.
• Sensor head thread: M20x1,5
• Sensor head torque: 50 Nm
• Voltage 12 V or 24 V

Fig. 117

Exhaust gas temperature sensor

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Mounting: 3 sensors on the exhaust line, before

the DOC catalytic converter, before and after the
SCR catalytic converter.
• Thread: M14x1,5
• Torque: 40 Nm

Fig. 118

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3.15 Engine control system

15
14

13 16
9
12
10 11 17
8 18

7
21 19
20
6

1
2
3
Fig. 119 Parts of engine control system

(1) Electronic control unit (ECU) (5) Speed sensor (camshaft)

(2) Oil pressure sensor (6) Coolant temperature sensor
(3) Fuel pressure sensor (7) Rail pressure sensor
(4) Magnetic proportional (M-PROP) valve (8) Injector wiring

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(9) Wastegate actuator (16) Inlet air heater solenoid

(10) Air intake throttle (17) Fuse water detector (fuel)
(11) Boost pressure sensor (18) Pressure control valve (PCV)
(12) Inlet air heater (19) Speed sensor (crankshaft)
(13) Inlet air temperature sensor (20) Fuel temperature sensor
(14) Mass air flow (MAF) sensor (21) Fuel pressure sensor
(15) EGR actuator

The basic function of the electric control of the engine is continuous adjustment and measuring of the load,
quantity of fuel and rotating speed. Other additional functions are for example cold start automatics, engine
protecting automatics and SCR system control. The central unit of the electric control receives continuous
signals from sensors that measure different functions in the engine like rotating speed, oil pressure, boost
pressure, coolant and fuel temperature. The control unit receives the relevant information about the engine
load need from the transmission or cabin through the CAN bus. The electronic control unit (ECU) makes it
also possible to have a wide diagnostics through error codes.

3.15.1 Service tool of the engine control system

The EEM4 engine control system can only be

operated using this service tool with additional
parts.
In combination with a laptop, this service tool can
be used to modify the engine control system, for
example to adjust the running speed and running
hours (values can only be increased) and calibrate
the throttle. It is also easy to follow up the fault
diagnostics, update software, perform a function
test of the injectors and high pressure pump and
other service related tasks, like reading the running
and shutdown memory. The engine identification
and operation memory can also be read by the
SisuTronic EEM4 service tool.
It is possible to carry out repair work, such as
changing an electronic control unit (ECU), using
the SisuTronic EEM4 service tool.
Furthermore, the service tool can be used to
cancel the stopping requests made, irrespective of
the engine, for example power cuts or insufficient
voltage (such as earthing problems, power needed
when the engine is running: ~8 A and voltage >7 Fig. 120
V) in the machine and the stopping requests
initiated by the gear box.
The service tool has a licence number. Every time
an engine is connected to the service tool for
adjustment or any other reason, this licence
number is found in the EEM4 system.
The service tool (order number 8370 79541) and
the additional parts are sold and supplied by AGCO
Power Inc. Service Department.
(A) Can adapter for connection via USB port
(B) Win EEM4 program

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3. Maintenance

The EEM4 engine control system can only be

operated using this service tool with additional
parts.
In combination with a laptop, this service tool can
be used to modify the engine control system, for
example to adjust the running speed and running
hours (values can only be increased) and calibrate
the throttle. It is also easy to follow up the fault
diagnostics, update software, perform a function
test of the injectors and high pressure pump and
other service related tasks, like reading the running
and shutdown memory. The engine identification
and operation memory can also be read by the
SisuTronic EEM4 service tool.
It is possible to carry out repair work, such as
changing an electronic control unit (ECU), using
the SisuTronic EEM4 service tool.
Furthermore, the service tool can be used to
cancel the stopping requests made, irrespective of
the engine, for example power cuts or insufficient Fig. 121
voltage (such as earthing problems, power needed
when the engine is running: ~8 A and voltage >7
V) in the machine and the stopping requests
initiated by the gear box.
The service tool has a licence number. Every time
an engine is connected to the service tool for
adjustment or any other reason, this licence
number is found in the EEM4 system.
The service tool (order number 8370 79541) and
the additional parts are sold and supplied by AGCO
Power Inc. Service Department.
(C) 8370 79553, Adapter for application
connector (pin-to-pin)
(D) 8368 62483, Extension cable L = 5m

3.15.2 Electronic diagnostic tool

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3. Maintenance

NOTE:
See also EDT user manual and instructions of the
appliance.
AGCO's Electronic Diagnostic Tool (EDT) program
offers a common platform diagnostic tool used to
service all AGCO brands. EDT is an in-field
diagnostic program to help the dealer technician
accurately diagnose and solve a technical problem.
The EDT can be used by dealership technicians to
interface with specific machines that have a
Controller Area Network CAN BUS as part of the
electronic system architecture
EDT is a plug and play diagnostic tool kit that
contains a diagnostic terminal, vehicle connection
cables, CAN BUS protocol adapter, carry case, and Fig. 122
other items.
A version of the EDT kit less the diagnostic
terminal and associated parts is available. This kit
will contain the EDT software application, cables,
and 2x4 CAN USB Protocol Adapter.
EDT includes troubleshoot documentation with
ECU fault codes and their explanations.

EDT diagnostic terminal

NOTE:
Make sure hands are clean of grease, water or
excessive grime before touching or turning on the
unit.
The EDT diagnostic terminal is a tablet computer.
The terminal has a network connection port and
will function like any other computer.
The EDT diagnostic terminal is semi-ruggedized
which means the terminal will withstand moderate
shock and vibration during use. The screen is fluid
resistant (including oil) with a replaceable
protective cover.
Fig. 123
NOTE:
It is advised to treat the EDT diagnostic terminal as
a service tool and not an additional computer to
include in the dealership LAN network.
The diagnostic terminal needs to be available to
the service technician at all times for use in
repairing customer applications.
The EDT diagnostic terminal has an electronic
keyboard program installed. The keyboard can be
activated by the user from within the EDT
application.
The on-screen keyboard is touch-screen activated,
fully functional, and is presented in the regional
format based on language requirements.
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Diagnostic terminal components

(1) Battery LED

(2) Hard drive activity LED
(3) Speaker

Fig. 124

(1) VGA out

(2) Ethernet port (RJ45)
(3) Modem port (RJ11)
(4) Firewire 400 (6-pin)
(5) USB 2.0
(6) eSATA
(7) Headphone jack
(8) Audio in jack
(9) Stylus

Fig. 125

(1) PCMCIA slot

(2) Power switch
(3) Bluetooth switch
(4) WiFi switch
(5) DC In (power in) Fig. 126

3.15.3 Changing the electronic control unit

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NOTE:
The electronic control unit (ECU) formatted with
AGCO POWER software, will be delivered under
order number 8370 74863. The required software
version is loaded with the SisuTronic service tool.
Alternatively, ECU can be delivered with the
specified software version already loaded. In that
case, the engine serial number or F.I.E. number
(Fuel Injection Equipment) must be provided.
The ECU is fixed to the bracket on the left side of
the engine. The specification of the model and the
engine serial number are indicated on the type
plate of the ECU.

Fig. 127

1 Turn the main switch to the OFF position or

disconnect the battery connectors.
2 Remove the plastic cover and disconnect the
multipole connectors. Do not touch the
connector poles. Note the position of the
earth wire.
3 Remove the control unit from the bracket.
Check that the bracket rubber dampers
work. Change if necessary. Torque for the
fixing screws is 30 Nm.
4 Attach the new control unit. Tighten the
screws to 10 Nm in the order shown in the
picture. Note the position of the earth wire.
5 Connect the multipole connectors and attach
the plastic cover. Turn the main switch to the
ON position.
6 Load the control unit (ECU) program using
the SisuTronic service tool . See the Fig. 128
instructions for the SisuTronic service tool.
Please note that the SisuTronic service tool
can be connected using the adapter 8370
79553 if the wiring harness for the vehicle
connector has been installed in the engine.

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Fig. 129

3.15.4 Wiring sets

Fig. 130

(1) Injector wiring (4) Nut

(2) Injector wiring bracket (5) Engine wiring
(3) Lock washer
NOTE: The wiring sets are delivered as complete sets; the connectors are not available as separate spare
parts.

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3. Maintenance

Injector wiring sets

Connect the wires to the injector with a torque of

1.5 Nm. Do not over-tighten as the injector can be
damaged very easily. The wires can be connected
to the injector in any order.
Thread the inner injector wiring set through the
hole in the valve cover frame. Attach the wiring set
to the brackets so that the wires will go straight
from the connector. Side thrust will cause oil to
leak from the connector.
NOTE: In four cylinder engines the wiring bracket
located nearest the feed-through connector has
one claw cut. The wiring is routed between the
bracket and the valve cover frame.
A special socket for installation/removal of the
inner wiring harness connector is available with
part number 9201 79670. If the connector has to
be removed from the frame, it is recommended to
change the nut and lock washer.

Fig. 131

Sensor and actuator wiring sets

(1) Sensor wiring set

(2) Actuator wiring set
Attach the wiring sets to the brackets with bands.
Avoid too sharp turns or damaging the wiring sets
on sharp parts.
NOTE: Engine control system fault codes and their
instructions, circuit diagrams etc. are shown in the
“Troubleshoot Information” list, which comes with
the service tool.

Fig. 132

Wiring set for intake air heater

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(1) Power wiring

(2) Fuse 150A, part no 8366 62501 Fuse 250A,
part no 8368 64541
(3) Solenoid
(4) Intake air heater
Intake air heater wiring is equipped with a screw-
mounted fuse. The fuse rating is 150A or 250A in
12 Volt system. In 24 Volt system the fuse rating
is always 150A. Check the correct fuse rating from
e.g. spare part list of the engine.
NOTE: The power feed wiring may be installed by
the appliance manufacturer.
Fig. 133

Sensors of the engine control system

Digital boost pressure / air temperature sensor

Location: Boost pipe

• Screw M5/3.3 Nm

Fig. 134

(1) +5 V
(2) Ground
(3) Digital output (SENT), non measurable

Fig. 135

Speed Sensor (camshaft)

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3. Maintenance

(1) Ground
(2) Rpm signal
Location: In timing gear housing
• Screw M6/8 Nm
• O-ring, order no. 6146 01718

Fig. 136

Speed Sensor (crankshaft)

(1) Ground
(2) Rpm signal
Location: Cylinder block, left side
• Screw M8/25 Nm
• O-ring, order no. 6146 01524

Fig. 137

Oil pressure sensor

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(1) Ground
(2) Pressure signal
(3) +5 V
Location: Cylinder block, right side
• Thread M10x1/25 Nm
• Seal ring, order no. 6158 71016

Fig. 138

Coolant and fuel temperature sensor

(1) Temperature signal / fuel signal

(2) +5 V
Location: Cylinder head / coolant sensor and in fuel
filter / fuel sensor
• Thread M12x1.5/25 Nm
• Seal ring, order no. 6158 81418

Fig. 139

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3. Maintenance

Fuel transfer pressure sensor

(1) Ground
(2) Pressure signal
(3) +5 V
Location: Main filter
• Thread M10x1/25 Nm
• Seal ring, order no. 6158 71016

Fig. 140

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Index

Index
A ecu ................................................................. 3-92
engine lifting ............................................................ 1-8
actuator ................................................................. 3-72 engine serial number .....................................................
air control system .......................................................... location ............................................................. 1-6
egr .................................................................. 1-20 engine type .............................................................. 1-5

B F
big-end bearing ...................................................... 3-40 fan drive device ..................................................... 3-52
flywheel ................................................................. 3-44
C flywheel housing ................................................... 1-12
fuel ................................................................................
camshaft ........................................................................ quality requirements ...................................... 3-84
bushings ........................................................... 3-8 fuel feed pressure ................................................. 3-77
camshaft bushing ...................................... 3-6, 3-7, 3-9 fuel system ............................................................ 3-74
camshaft gear ........................................................ 3-24
ccv ................................................................ 3-58, 3-59
connecting rod .............................................. 3-34, 3-38
G
coolant pump ................................................................. grinding valves ....................................................... 3-20
flexonic belt .................................................... 3-66
heavy duty bearings ....................................... 3-65
cooling of inlet air .................................................. 1-19 H
cooling system ............................................. 1-16, 1-17 high-pressure pump ..................................... 3-79, 3-81
counterbalance unit ...................................... 3-41, 3-42
crank mechanism .................................................. 1-13
crankshaft ...................................................................... I
gear ................................................................ 3-30
injector .......................................................... 3-77, 3-79
gear rim .......................................................... 3-42
inlet and exhaust pipes .......................................... 3-69
hub piece ........................................................ 3-32
interstage charge air cooling .........................................
oil seal ............................................................ 3-14
icac ........................................................ 1-17, 1-19
crankshaft hub ...............................................................
98 engine ....................................................... 3-50
cylinder block ......................................................... 1-12 L
cylinder head .................................................................
lubricating oil cooler ...................................... 3-56, 3-57
connection part .............................................. 3-67
lubricating oil pump ...................................... 3-53, 3-54
lubrication oil .................................................................
D requirements .................................................. 3-57
lubrication system ................................................. 1-15
diesel exhaust fluid ........................................................
def .................................................................. 3-87
dosing module ....................................................... 3-87 O
oil cooler ................................................................ 1-15
E oil filter ................................................................... 1-15
oil pressure ....................................................................
ecu .................................................................................
regulating valve .............................................. 1-15
service tool ..................................................... 3-93
oil sump .........................................................................
egr .................................................................................
capacity .......................................................... 3-58
actuator ................................................. 1-21, 3-73
gasket ............................................................. 3-55
link rod ............................................................ 3-73
electronic control unit ............................................ 3-96
electronic diagnostic tool ............................................... P
components ................................................... 3-96
piston .............................................................................
edt ......................................................... 3-94–3-96
cooling nozzle ................................................. 3-54
engine control system ...................................................
piston pin bushing .......................................... 3-39
sensor .......................................................... 3-100
piston pin ............................................................... 3-38
service tool ..................................................... 3-93
piston rings ............................................................ 3-36
engine control unit .........................................................
power take-off ....................................................... 3-51
Index-1
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Index

R valve clearances .................................................... 3-26

valve guides ........................................................... 3-18
rail .......................................................................... 3-81 valve mechanism ................................................... 1-12
valve seat ring ....................................................... 3-19
S vibration damper ............................................................
viscose ........................................................... 3-33
scr ..................................................................................
maintenance ................................................... 3-89
special tools ...................................................................
W
coolant pump ................................................. 2-26 wiring ............................................................ 3-98, 3-99
crank mechanism ........................................... 2-25 work instructions ...........................................................
cylinder block ................................................. 2-22 air cleaner ....................................................... 3-69
cylinder head .................................................. 2-24 camshaft .......................................................... 3-8
flywheel housing ............................................ 2-23 ccv .................................................................. 3-58
fuel system .................................................... 2-27 counterbalance unit ........................................ 3-41
timing gear ..................................................... 2-23 crankshaft ....................................................... 3-29
valve mechanism ........................................... 2-24 cylinder liner ..................................... 3-5, 3-6, 3-10
starter ring gear ..................................................... 3-44 flywheel housing ............................................ 3-14
supply module ....................................................... 3-87 high-pressure pump ....................................... 3-80
injector ........................................................... 3-78
T oil pressure regulating valve ........................... 3-53
valve mechanism ........................................... 3-23
technical data ................................................................
balancing unit ................................................. 2-12
camshaft .......................................................... 2-7
connecting rod ............................................... 2-13
cooling system ............................................... 1-12
crankshaft ......................................................... 2-8
cylinder block ................................................... 2-3
cylinder head .................................................... 2-4
cylinder liners ................................................... 2-4
dimensions ..................................................... 1-10
flywheel .......................................................... 2-12
fuel system ........................................... 1-11, 3-75
lubricating system .......................................... 2-16
lubrication system .......................................... 1-11
oil pump ......................................................... 2-16
piston ............................................................. 2-14
piston pin ........................................................ 2-14
piston ring ...................................................... 2-14
push rods ......................................................... 2-7
rockers ............................................................. 2-6
tappets ............................................................. 2-7
thermostat ...................................................... 2-18
tightening torques .......................................... 3-75
timing gears ................................................... 2-13
turbocharger ................................................... 2-19
valves ............................................................... 2-6
thermostat .................................................... 1-17, 3-60
throttle valve .......................................................... 1-19
timing gear ............................................................ 1-13
timing gear casing ........................................ 3-46, 3-47
torques .................................................................. 2-20
turbocharger ..................................................................
actuator .......................................................... 3-70
high pressure ........................................ 3-70, 3-71
hp .......................................................... 3-70, 3-71
turbocharging ............................................... 1-17, 1-19

V
valve adjusting ...............................................................
preparation ..................................................... 3-25

Index-2
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© AGCO Corporation, 2013. All rights reserved.

8370 79873 (English)
December 2013