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 Contents
Group 20 General Group 25 Intake and Exhaust Systems
Specifications . . . . . . . . . . . . . . . . . . . Construction and Function . . . . . . . . . . . . . . . . . . . . 77
Wear tolerances . . . . . . . . . . . . . . Service Procedures
Tightening torques . . . . . . . . . . . . Starting heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Special tools . . . . . . . . . . . . . . . . . . . . Exhaust pressure governor . . . . . . . . . , . . . . . . . . 82
General. . . . . . . . . . . . . . . . . . . . . . . . .
Engine. removal and installation . .
Group 26 Cooling System
..
Construction and Function . . . . . . . . . . . . . . . . . . . . .85
Group 2 1 Engine Assembly Service Procedures
Construction 'and Function . . . . . . . Coolant. etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .:'89
Service Procedures Thermostats, coolant pump . . . . . . . . . . . . . . . .90
Cylinder heads . . . . . . . . . . . . . . . . 'Thermostat fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Cylinder block . . . . . . . . . . . . . . . .
Cylinder liners. . . . . . . . . . . . . . . . .
Valve mechanism . . . . . . . . . . . . . Group 29 Turbo-Compressor
Timing gears . . . . . . . . . . . . . . . . . Construction and Function . . . . . . . . . . . . . . . . . . . .95
Crank mechanism . . . . . . . . . . . . . Service Procedures
Checking the charging pressure. etc . . . . . . . 96
Overhauling the turbo-compressor ........ 97
Group 22 Lubricating System
Replacing turbo-compressor on engine . . . . . 102
Construction and Function . . . . . . . . . . . . . . . . . . 52
Service Procedures
Oil$pump. pipes . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Illustrations
Oil filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 1 FuelFsystem.
8 6
2 Fuel system. N7
Group 24 Fuel System 3 Cooling system. F86
4 Cooling system. N7
Construction and Function . . . . . . . . . . . . . . . . . . . . 59
5 Turbo-compressor. AiResearch
Service Procedures
6 'TD70E engine
Injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Feed pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
fuel filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74.
Air cleaner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

Reproduction permitted if source quoted

 Main bearing shells
Diameter. bearing shell location in block
. Thickness. standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
undersize 0.0 1 0 . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.020 . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.030" . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.040 . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.050" . . . . . . . . . . . . . . . . . . . . . . . . . . .

Big-end bearings
Connecting rod pins
Big-end bearing. radial clearance . . . . . . . . . . . . . . . . . . . . . . .
Bearing pin length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diameter. standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
undersize 0.0 10" . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.020" . . . . . . . . . . . . . . . . . . . . . . . . . . . .
.. 0.030" . . . : - . . . . . :. . . . . . . . . . . . . . . . . .
0.040" . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.050" . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Connecting rod shells

Thickness. standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
undersize 0.0 10" . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.020" . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.030 . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.040 . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.050 . . . . . . . . . . . . . . . . . . . . . . . . . . .

Connecting rods
Marked 1 to 6 "FR0hIT"-marking on stem faces forwards
Provided with replaceable bearing shells
Diameter. connecting rod bushing bearing seat . . . . . . . . 49.89 1-49.930 m m (1.9642-1.9657")
bearing shell bearing seat . . . . . . . . . . . . . . . . . . 73.740-73.753 mm (2.903 1-2.9037")
gudgeon pin bushing. . . . . . . . . . . . . . . . . . . . . . . See heading "Gudgeon pins"
Axial clearance. connecting rod - crankshaft . . . . . . . . . . . . a 0.15-0.35 m m (0.006-0.0 14")

Flywheel. fitted
Max. permissible axial throw (measuring radius 150 m m =
6") . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.15 mm (0.006")
Ring gear on flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 teeth

Flywheel casing. fitted

Max. permissible axial throw for contact surface against
clutch casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.15 m m (0.006")
Max. permjssible radial throw for steering diameter against
clutch casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Max. 0.25 mm (0.010")

Camshaft
Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gear
Number of bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Front bearing pin. diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68.996-69.015 m m (2.7 164-2.7 17 1")
2nd bearing pin. diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66.62 1-66.640 m m (2.6229-2.6236")
3rd bearing oin. diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64.223-64.252 m m (2.5385-2.5296")
4th bearing pin. diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63.44G63.465 mm (2.4979-2.4986")
5th bearing pin. diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 1.058-6 1.077 mm (2.4039-2.4046")
6th bearing pin. diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60.27 1-60.290 mm (2.3729-2.3736")
7th bearing pin. diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56.29C56.3 15 m m (2.2164-2.2 17 1")
Axial clearance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.05-0.0 13 mm (0.002C-O.005 1")
Radial clearance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.035-0.79 mm (0.00 14-0.003 1")
Checking the camshaft setting (cold engine and valve clea-
rance = 0) TD7OD TD7OE
At flywheel position lo0 A.T.D.C., the inlet valve for No.
1 cyl. should have opened. . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0 m m 3.6 mm (0.14")

Camshaft bearings
Front bearing. diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69.050-69.075 mm (2.7 185-2.7 195")
2nd bearing. diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66.675-66.700 mm (2.625C2.6260")
3rd bearing. diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64.287-64.3 12 mm (2.53 1C2.5320")
4th bearing. diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63.50C63.525 mm (2.500C2.5010")
5th bearing, diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 1.1 12-6 1.137 mm (2.406&2.4070")
6 t h bearing. diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60.325-60.350 mm (2.375C2.3760")
7th bearing. diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56.350-56.375 mm (2.2185-2.2 195")

Timing gears
Crankshaft gear. number of teeth . . . . . . . . . . . . . . . . . . . . . .
lntermediate gear for oil pump. . . . . . . . . . . . . . . . . . . . . . . . .
Drive gear for oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Intermediate gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drive gear for injection pump . . . . . . . . . . . . . . . . . . . . . . . . . .
Drive gear for compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drive gear for servo pump . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Backlash. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Journal for intermediate gear. diameter . . . . . . . . . . . . . . . . .
Bushing for intermediate gear. diameter . . . . . . . . . . . . . . . .
Radial clearance for intermediate gear . . . . . . . . . . . . . . . . . .
Axial clearance for intermediate gear . . . . . . . . . . . . . . . . . . .

Valve system
Valves
Intake:
DISC diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stem diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valve seat angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Seat angle in cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . .
Clearance, cold engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust:
Disc diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stem diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valve seat angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Seat angle in cylinder head . . . . . . . . . . . . . . . . . . . . . . . . .I ...
Clearance. cold engine. . . . . . . . . . . . . . . . . . . . . . . . . . ..

Valve seat Valve seat location

Valve seats
Valve seat for intake valve:
Diarnter (rneas. A). standard. . . . . . . . . . . . . . . . . . . . . . . . . . 46.074-46.090 rnrn ( 1.8 140- 1.8 146")
oversize . . . . . . . . . . : . . . . . . . . . . . . . . 46.274-46.290 rnrn (1.8218-1.8227")
Height (rneas. B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1-6.2 rnrn (0.240-0.244")
Valve seat location. intake valve:
Diameter (rneas. C). standard. . . . . . . . . . . . . . : . . . . . . . . . . 46.000-46.025 rnrn ( 1.81 10-1.8 120")
overslze . . . . . . . . . . . . . . . . . . . . . . . . . 46.200-46.225 rnrn ( 1.8 189- 1.8 199")
Depth (meas. D). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.95-9.05 rnrn (0.352-0.356")
Seat bottom radius (meas. I?) . . . . . . . . . . . . . . . . . . . . . . . . 0.5-0.8 rnrn (0.020-0.031")
Valve seat for exhaust valve:
Diameter (rneas. A). standard. . . . . . . . . . . . . . . . . . . . . . . . . 0.05-0.8 rnrn (0.002-0.030")
oversize . . . . . . . . . . . . . . . . . . . . . . . . . 44.05G44.082 rnrn (1.7345-1.7355")
Height (meas. 6 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4-9.5 rnrn (0.370-0.374")
Valve set location. exhaust valve:
Diameter. (rneas. C). standard . . . . . . . . . . . . . . . . . . . . . . . . 44.000-44.025 rnrn ( 1.732S1.7333")
oversize . . . . . . . . . . . . . . . . . . . . . . . . . 44.20C-44.225 rnrn (1.7401-1.741 1")
Depth (rneas. D). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.8-9.9 rnrn (0.38G0.390)
Seat bottom radius (meas. R) . . . . . . . . . . . . . . . . . . . . . . . . 0.5-0.8 rnrn (0.020-0.030")
The measurement between the valve disc and the cylinder
head face must be . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.55 rnrn (0.022") TD70D 0.45 rnrn (0.018")

Valve guides
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 rnrn (2.5984")
Inner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1.032-1 1.050 rnrn (0.4343-0.4350")
Height above cover spring face . . . . . . . . . . . . . . . . . . . . . . . . 22 rnrn (0.866")
Clearance valve stem - guide:
Intake valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.032-0.068 rnrn (0.00 13-0.0027")
Exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.064-0.100 rnrn (0.0025-0.0039")

Valve springs
Outer valve spring
Length. off.load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64.1 rnrn (2.52")
With 270-330 hl (27-33 kp = 59-72 Ibf) load . . . . . . 48.6 rnrn (1.91")
480-600 N (48-60 kp = 105- 132 Ibf) load . . . . 36 rnrn (1.42")
Coil by coil. rnax. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 rnrn (1.22")

Inner valve spring

Length. off.load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60.1 rnrn (2.37")
With 120-1 3 0 N (12-1 3 kp = 2 G 2 8 ibf) load . . . . . . 44.6 rnrn (1.76")
195-225 N (19.5-22.5 kp = 43-56 Ibf) load . . . 32 rnrn (1.26")
Coil by coil. rnax. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 rnrn (1.06")

Lubricating system
Oil capacity. incl. lubricating oil filter (and oil cooler). . . . . 15 litres (3.3 Irnp.gals. = 3 . 4 US gals.)
Oil capacity. excl. lubricating oil filter . . . . . . . . . . . . . . . . . . . 12 litres (2.6 Irnp.gals. = 3 . 1 US gals.)
Oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300-500 kPa (3-5 kp/crn2 = 42-71 lbf/in2)
Oil pressure. idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Min. 50 kPa (0.5 kp/crn2 = 7 lbf/in2)
Lubricant . . . . . . . . . . . . . . . . . . . . . . . . . .
.. . . . . . . . . . . . . . . . . Engine oil for service CD (DS)
viscosity. when starting difficulties can be anticipated or
temperatures below -1 OC (14OF) . . . . . . . . . . . . . . . . . . . . SAE 10 W or SAE 10 W / 2 0
between -lOC and +20C (14 and 68OF) . . . . . . . . . . . SAE 20/20 W or SAE 20 W / 3 0
above +20C (68OF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAE 3 0 or SAE 20 W / 3 0
Lubricating oil pump. type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gear
number of teeth. . . . . . . . . . . . . . . . . . 11
 axial clearance. pump gear . . . . . . . .
backlash . . . . . . . . . . . . . . . . . . . . . . . . .
diam., interm. gear bearing sleeve
diam.. bushing for interm. gear . . .
radial clearance . . . . . . . . . . . . . . . . . . .
Relief valve springs:
Length. off-load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
loaded with 5.5-5.9 kp (12-13 Ibf) . . . . . . . . .
loaded with 4.1-4.5 kp (9-10 Ibf) . . . . . . . . . . .

Fuel system
lnjection pump's direction of rotation seen from the front Clockwise
lnjection sequence. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5-3-6-2-4
Fuel gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical

Fuel injection pump

TD70D
Make. designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch PE 6 P 100 A 3 2 0 RS 269
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . : . . . . . . . . 18-1 9' B.T.D.C.
Pump element. daim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 mm (0.39")
Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch RQV 250-1200 PA 231 /2R
Injection quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See "Diesel Test Standards"
Feed pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch FP/K 2 2 P 9
Feed pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60-98 kPa (0.6-1.0 kp/cm2 = 8.5-14 lbf/in2)

TD70E
:
Make. designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch PE 6 P 110 A 3 2 0 RS 272
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-2 1 B.T.D.C.
Pump element. diam. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 m m (0.43")
Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch RQV 250-12000 PA 235/2R
Injection quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See "Diesel Test Standards"
Feed pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch FP/K22 P9
Feed pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98-147 kPa (1.0-1.5 kp/cm2 = 14-21 lbf/in2)
.
By-pass valve TD70D TD70E
Type designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch PVE 5 3 s Bosch PVE 53S52

Fuel filter
Type designation ...................................... Bosch FJ/ DB/ W 6x2/ 102

Injectors
TD70D
Nozzle holder. make and type . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch KBAL 100s 2 4 / 4
Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch DLLA 150 S 633
Injector. opening pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.5 MPa (175 kp/cm2 = 2488 lbf/in2)
adjusting pressure (new spring). . . . . . . . . . . . . . . . . . 18.0-18.8 MPa (180-1 8 8 kp/cm2 = 2560-2673 lbf/in2
Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.325 mm (0.013")
Marking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 818

Nozzle holder. make and type . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch KBAL 100s 2 4 / 4

 Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch DLLA 150 S 138
Injector opening pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 MPa (200 kp/cm2 = 2844 lbf/in2)
.
adjusting pressure (new spring). . . . . . . . . . . . . . . . . . 20.5-21.3 MPa (205-21 3 kp/cm2 =
29 15-3029 lbf/in2)
Bore.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.355 mm (0.014")
Marking.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 814

Cooling system
Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Overpressure with expansion tank
Radiator cap valve opens at.. . . . . . . . . . . . . . . . . . . . . . . . . . . 0.23-0.32 kp/cm2 (3-4.5 lbf /in2)
Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 litres (6.6 Imp.gals. = 8.0 US gals.)
Thermostats:
Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wax
Marked . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Starts opening at.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74-78OC (165-1 72OF)
Fully open at.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84-88OC (182-1 90F)

Drive belts
. Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HC 38 x 1050
Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Coolant pump (F86) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HC 50 x 1100
Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fan (N7) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HC 50 x 1200
Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Wear tolerances
Cylinder head a

Height ................................................ Min. 108.65 mm (4.2776")

Cylinders
Cylinder liners and pistons with piston rings should be changed
with wear of 0.35-0.40 mm (0.014-0.01 6")

Crankshaft
Max. permissible out-of-roundness on main and connecting-
rod journals.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.075 mm (0.0030")
Max. permissible taper on main and connecting-rod journals 0.05 mm (0.0020")
Max. axial clearance on crankshaft.. . . . . . . . . . . . . . . . . . . . . 0.40 mm (0.160")

Valves
Valve stem, max. permissible wear. . . . . . . . . . . . . . . . . . . . . . 0.02 mm (0.0008")
Max. permissible clearance between valve stem and valve
guide:
Intake valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.15 mm (0.0059")
Exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.17 mm (0.0067")
Valve disc edge should be min. . . . . . . . . . . . . . . . . . . . . . . . . 2.0 mm (0.079")
Valve seat may be ground down so far that the distance from
the valve disc (new valve) to cylinder head face is max. . 2.0 mm (0.079")

Camshaft
Max. permissible out-of-roundness (with new bearings). .. 0.05 mm (0.0020")
Bearings, max. permissible wear.. . . . . . . . . . . . . . . . . . . . . . . 0.05 mm (0.0020")
Tightening torques Lbfft
Cylinder head. long bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
short bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Connecting-rod bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Injection pump:
Pressure valve holder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drive shaft. pump cam flange . . . . . . . . . . . . . . . . . . . . . . .
Injectors:
Retaining nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vibration damper. retaining screws . . . . . . . . . . . . . . . . . . . . .
Centre bolt for hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Shaft journal for intermediate gear . . . . . . . . . . . . . . . . . . . . .
 Special tools

110286

Fig. 2.Special tools

999
(SVO) 2265 Puller for camshaft gear
No. 2266 Counterhold for disassembling/assen~blingcoolant
1084 Drift for removing valve guides Pump
1531 Extractor excl. puller plate, for extracting cylinder lin- 2267 Socket for removing/installing ball bearings on pul-
ers ley, coolant pump and bearings in injection pump
1801 Standard handle 18x200 mm drive
1819 Extractor for flywheel ball bearings 2268 Drift for removing/installing ball bearings, shaft and
2002 Puller for pulley sealing in coolant pump
2013 Drift for installing flywheel ball bearings 2269 Fixture for installing pulley with bearings
207 1 Drift for removing/installing ,gudgeon pins - 2270 Drift.for.installing coolant pump seal
2124 Expander plugs (4)for cylinder head pressure teg~ng 2429 Press washer for removing coolant pump ball bear-
2139
2178
Ring for installing pistons
Puller plate used with 1531
.._
.
~- - ..
.,.
-.--
- '
.-
_,

2479':
..
,Ings. '
.

id indicator holder used when checking liner collar . . .

. .
2182 Extractor for injector copper sleeve >height above cylinder block face , ..".: . .'
,
 Drift for removing/installing connecting rod bush-
ings
Extractor for oil pump gear and flange on injection
Pump
Extractor for crankshaft polygon hub
Tool for installing crankshaft polygon hub
Puller for crankshaft gear
Press tool installing crankshaft gear
Drift for installing valve guide
Washer for pressure testing cylinder head
Connection washer for pressure testing cylinder
head
'ress. tool for pressing down cylinder liner when
measuring liner height above cylinder block face
Drift for removing/installing rocker arm bushings
Fig. 3. Milling and grooving tools
9505 Tool for marking grooves in cylinder head (cutter
9517)
9508 Milling tool, complete, for milling cylinder liner seats
(miller 95 18)
9514 Expander for turning cylinder liner when lapping
cylinder liners seats
6049 Rapid coupling with hose for draining coolant (N7)
Puller for camshaft gear and injection pump gear
Device for testing leakage in cooling system
Expander plugs (5)for cylinder head pressure testing
Extractor for injectors
Spanner for removing fuel filter
Tool for 2682 when removing injectors
Remaining tool for injector copper sleeve
Device for pressure testing oil cooler
Face milling tool for cleaning copper sleeve seat
Pressure gauge with hose for connection to banjo
nipple 6066
Banjo nipple with rapid coupling for checking fuel
feed pressure
Drift for removing/installing bushings on exhaust
pressure governor
Concerning hoist equipment for engine, see page 17.
General

engine (F86)

engine (F86)
Fig. 6. TD7OE engine (F86)

Fig. 7. TD70E engine (N7)

The TD70D and the TD70E engines are a further development of the
earlier TD70B engine. The TD70D is fitted only on F86 trucks and is
primarily intended for trucks used in densely populated areas where there
are great demands on low noise level and clean exhaust gases. Cha-
racteristic of the TD70D engine is the low, specific fuel consumption
and high low-speed torque.
A number of constructional improvements have been introduced with
the TD70D and TD70E. The following pages shows those components
which differentiate the TD70D and TD70E from the TD70B.

The thickness of the material in the upper part of the liner has been
reduced by approx. 1 m m (0.04")in order t o achieve better cooling and
lower piston-ring temperature.

New material in the valve seats for the exhaust valves increase their
lifespan.
Double valve springs and new valve guides. The outer diameter of the
guides have been adapted to suit the new, double valve springs.
New valve spring retaining locks, valves and valve spring washers. The
change here consists of altered lock lugs inside the valve spring retaining
locks as well as corresponding modification to the valve stem. The cone
angle between the valve spring retaining locks and the valve spring was-
hers has been reduced.

This engine is fitted with the D70B-engine camshaft, which gives it im-
proved low-speed performance.

TD7OE
This engine has been given an entirely new camshaft with large valve
overlap, which makes for better function. Performance has thereby also
been improved throughout the entire speed range.
 TD7OD
A new belt pulley where the position for the belts has been moved for-
wards 18 mm (0.72").

TD7OE
A new vibration damper with greater moment of inertia. The number
of retaining bolts has been increased from four to eight so that a new
hub has had to be fitted. The vibration damper is approx. 20 mm (0.8")
wider and for this reason a new pulley has also been introduced.

New piston with compression ratio 16:1 and four piston rings. The second
compression ring is filled with ferrox.

TD7OE
New piston with lower compression ratio (14.5:l)
and four piston rings.
The second and third compression rings are ferrox-filled.

TD70E
Because a wing-type servo pump is fitted, its position has been moved
from the timing gear casing to the timing gear cover.

Since the vibration damper requires more space, the position for the drive
belts has been moved forwards. A new pulley on the coolant pump as
well as a new tensioning pulley have had to be installed as a result.

TD7OE (F86)
Oil cooler, the function of which is to lower the oil temperature, particularly
when the engine is under heavy load. Introduced after start of production.

15
TD7OE
An electrically operated starting heater with an output of approx. 2.7
kW has been introduced as a separate unit in the engine intake pipe
to assist in starting at temperatures down to -20C (-4OF).

An exhaust pressure governor connected to the exhaust system immed-

iately after the exhaust turbine.
It has two functions:
1. To increase the exhaust back-pressure at idling and to assist in warming
up the engine so that the combustion rises. The higher combustion
temperature gives a more effective combustion and reduces the vo-
lume of white smoke and smelly exhaust gases.
2. To replace the earlier exhaust brake.

TD7OD
A new Bosch in-line pump without smoke eliminator. Dwell angle 18-1 9O
B.T.D.C. New injector with smaller bag to reduce unburnt hydrocarbons.

TD7OE
New injection equipment. The injection pump has through-flow, which
means that it is cooled by fuel flowing back to the tank. The relief valve
has therefore been moved from the fuel filter to the injection pump.
The pump element diameter is 11 mm (0.04"). 'The opening pressure
for the injectors has been raised to 200 kp/cm2 (2844 lbf/in2).
 TD70D
hlew Holset-turbo with smaller turbine housing supplies more air at low
speeds.

TD70E
New turbine compressor of make AiResearch.
120 28:l

TD70E - engine versions

The TD70E engine for the F86 differs from the TD7OE
for the N7 among other things by a different location
for the turbo-compressor, different pipe routing for
the fuel system and location for the cooling fan. As
far as the N7FFA (front axle moved forwards) is con-
cerned, the oil sump and oil piping to the oil pump
differs from that on the N7NFA (normal front-axle lo-
cation).
Because of the special legislation in Switzerland con-
cerning output - overall weight ratio (minimum 8 h.p.
engine output/tons total weight), another version of
the TD70E engine has been constructed and has been
given the designation TD7OES. The injection pump
for the TD70ES-engine has a "2" after the ordinary
pump designation, which means that the injection vo-
lume has been altered. Otherwise the TD7OES does
not differ from the TD7OE.

Service Procedures
Removing and installing the engine
Hoist tools:

Fig. 10. Hoist tools

Hoist tool 2760, complete, includes the following:

999
(SVO)
No. 2758* Lifting wire
2516" Extension piece for cab support 2759 Lifting lug (N84, N88)
2754"- Hoist beam for lifting engine 2762 Lifting eyelet (N84)
2755"- Block and tackle with hook 2770 Lifting lug (N86)
2756"- Lifting wire 2771 Lifting lug (N88)
2757 Lifting wire with holed beam 2772 Lifting lug (N88)

+ Used for F86

- Used for N7
 108 3'5
505s Dollies (two) for removing and installing engine
(N7)
2994 Wrench for torquing propeller shaft flanges (see il-
lustrations for F86, N7 part 4)
Removing the engine (F86)
1. Take off the battery case cover and disconnect
the (+) battery cable from the battery. Remove
the bracket round the steering column.
2. Tilt up the cab and place extension sleeve 25 16
on the cab stop (Fig. 11).
3. Drain the coolant and the engine oil.
4. Disconnect the propeller shaft at the gearbox and
the attachment for the intermediate bearing fixed
to the frame crossmember. Disconnect the speed-
ometer cable at the angle gear and remove the
gear-control rod from the gearbox and the wire
for the high-gear and low-gear control. Discon-
nect the hose for the exhaust pressure governor
solenoid and the hose from the exhaust pressure
governor. Disconnect the inhibitor valve hose
from the T-branch in the arm. Separate the com-
pressed-air line at the right-hand side of the clutch
casing.
5. Remove the nuts for the silencer suspension from
the rubber b l o ~ and
k disconnect the control cylin-
der for the clutch from the gearbox arid the thrust
rod from the clutch lever.
6. Unscrew the six lower nuts round the clutch cas-
ing. Slacken and turn down the clamp for the
exhaust pipe.
7. Place a jack under the gearbox.
8. Unscrew the six upper nuts round the clutch cas-
ing and pull the gearbox backwards. Remove the
heat-guard plate at the left-hand side of the en-
gine.
108 376
6052 Crossbeam with lifting slings for engine (N7)
9. Disconnect the discharge hose for the exhaust
pressure governor at the connection to the, so-
lenoid. Unscrew the retaining bolts for the cab
crossmember on the left-hand side.
10. Remove the clamp for the speedometer wire and
the high-low gear control at the cab crossmem-
ber. Separate the return fuel line at the flywheel
casing.
1 1. Disconnect the throttle control at the throttle arm,
the stop control and the bracket for the cold-start
chain.
12. Remove the side plate at the lever carrier and
the cover plate at the gear lever. Remove the con-
trols from the gear control housing.
13. Remove the split-pin bolts for the lever carrier
and move to the side the gear lever and cover
plate.
14. Remove the leading silencer and the exhaust pipe
from the exhaust pressure governor shutter hous-
ing. Remove the exhaust pipe mounting from the
engine.
15. Disconnect the fuel line at the feed pump. Dis-
connect the electric cables from the temperature
gauge and speedormeter gauge senders, also
from the alternator.
16. Disconnect the hose for the power steering at
the frame. Disconnect the upper and lower rad-
ator hoses and the hose to the expansion tank.
Disconnect the water hose for the heating system
at the thermostat housing and the hose at the
air compressor.
 Fig. 11. Removing the engine, F 86
17. Disconnect the intake hose from the turbo and
the hose between the air intake and air cleaner.
Disconnect the hose to the compressor and the
hose to the pressure-drop indicator. Remove the
air cleaner.
18. Disconnect the compressed-air line to the exhaust
pressure governor solenoid and undo the retaining
bolts for the cab crossmember at the right-hand
side.
19. Remove the clamp for the battery at the flywheel
casing. Disconnect the electric cables from the
Installing the engine (F86)
1. Lift the engine into the engine compartment and
lower it down onto the front engine mounts.
Tighter: up the bolts. Fit the rear brackets and
the rubber mounting pads. Remove the hoist unit.
115009
starter motor and the oil pressure sender, also
the electric cable t o the solenoid for the starting
heater.
20. Remove the fan hub from the vibration damper.
Place the lifting tools according to the Fig. Hoist
slightly and remove the bolts from the engine
mounts. Lift out the engine. Concerning adjusting
clutch clearance, see F 86 and N7 respectively,
Part 4.
2. Push in the gearbox against the flywheel casing.
Fit the bolts round the clutch casing and connect
up the propeller shaft and the speedometer cable.
3. Fit the control cylinder for the clutch and the
thrust rod to the clutch lever. Check and if ne-
cessary adjust clutch clearance.
 4. Fit the hose for the T-branch inhibitor valve to
the frame. Assemble the compressed-air line.
5. Connect the hoses to the exhaust pressure gov-
ernor and its solenoid.
6. Fit the leading exhaust pipe and silencer.
7. Connect the electric cables to the alternator, spee-
dometer and temperature gauge senders, also the
fuel line to the injection pump.
8. Fit the lever carrier and the nuts on the brackets
for the silencer and exhaust pipe. Tighten up the
member under the gearbox. Connect the wire for
the high-gear and low-gear controls to the gear-
box.
9. Connect up the fuel line over the flywheel casing. Fig. 13. Air-compressor connections
Fit the gear-control rod.
10. Connect the stop control and throttle control to
the injection pump. Fit the cover plate at the lever
carrier.
11. Position the cab member and fit the retaining bolts
on the left-hand side. Fit the cold-start chain.
12. Fit the coolant hoses. Tension the drive belts. Fit
the splash plate. Fit the hoses for the power steer-
ing.

Fig. 14. Hose routing over gearbox

16. Connect the compressed-air pipe to the solenoid

Fig. 12. Positioning the coolant hoses and hoses for the
servo pump
13. Cmnect the compressed-air hoses t o the com-
pressor.
14. Remove extension 25 16 from the cab stop.
15. Fit the retaining bolts for the cab member (r-h
side).
and fix the battery cable to the flywheel casing.
17. Connect the electric cables to the starter motor
and oil pressure sender. Connect the oil-pressure
hose.
18. Fit the air cleaner. Connect up the hoses.
19. Fill the engine and power steering with oil.
20. Fill the cooling system with coolant according to
the recommendations.
21. Start the engine and check the controls and in-
struments.
Removing the bonnet and casing
The bonnet is locket in position by means of two levers,
one on each side of the cab. Lever position: forwards
- bonnet locked; rearwards - bonnet open.
1. Tilt up the bonnet.
 Fig. 15. Engine bonnet lever
2. Remove the calbe harness connections from the
electrical distribution centre and the three adja-
cent couplings and the electric cable to the pres-
sure-drop indicator. Release the cable harness-
from the cowl wall. Remove the earth leads at
the radiator attachments.
3. Off-load the stop wires and disassemble the
damper springs.
Fig. 16. Disassemblingthe damper spring
4. Close the bonnet and then remove the retaining
.bolts at the front end of the bonnet, two on each
side.
5. Lift off the bonnet and place it where it can be
protected.
6. Release the four locks on the engine casing and
lift off the casing.
Fig. 17. Bonnet retaining bolts
Note: The bonnet can suitably be supported at the
front according to Fig. 18 when working on the engine
which concerns the bracket for the attachment for
the stop wires and which does not require bonnet re-
moval.
Fig. 18. Bonnet support
Removing the engine, N7
1. Remove the bonnet according to the instructions
and lift off the engine casing.
2. Drain the coolant (use drain hose 6049) and the
engine oil.
3. Remove the cover over the battery case and the
clamp for the starter motor cable at the battery
case.
4. Disconnect the positive cable from the battery
or from the battery separator. Disconnect the ca-
ble from the battery case.
5. Remove the bumper and radiator.
 jection pump and the pipe from the frame mem-
ber.
15. Remove the throttle controls from the injection
Pump-
16. Remove the stop control lever from the pump.
17. Remove the I-h bumper retaining bracket.
18. Fetch and place a vessel for collecting the power-
steering oil. Drain the oil from the power steering
by disconnecting the power-steering hoses from
the pipes on the engine.
19. Remove the rear gearbox suspension.
20. Remove the speedometer wire (spanner 27 mm).
2 1. Disconnect the propeller shaft from the gearbox.
Fig. 19. Draining the coolant Place a support under the propeller shaft.
22. Disconnect the hose from the inhibitor valve and
the power take-off control cylinder.
23. Remove the control wire from the high-gear and
low-gear control cylinder and the wire clamp on
the gearbox cover.
24. Remove the retaining bolts for the exhaust pipe
joint at the silencer.
25. Remove the retaining bolts for the gear control
on the gearbox cover.
26. Remove the clutch hydraulic hose from the pipe
on the power cylinder.
27. Remove the retaining bolts for the rubber seal
round the gear lever. Remove the metal ring, lift
up the gear control and place the control so that
it remains in position.

Fig. 20. Removing the radiator

6. Remove the air cleaner

7. Remove the coolant hoses between the engine
and expansion tank.
8. Release the engine cable harness from the con-
nections on the cowl. Attach the cable harness
to the engine.
9. Remove the hose from the pressure governor. Se-
parate the two fuel hoses and the compressor
feed hose at the right-hand engine mounting.
10. Remove the retaining bolts for the two front re-
taining brackets on the suspension rail for the
brake hoses.
Fig. 21. Removing the gear control
11. Remove the r-h bumper retaining bracket from
the frame. 28. Remove the starter motor earth cable from the
12. Disconnect the electric cables from the horn and starter motor.
the hoses from the rapid - release valve. 29. Remove the bracket for the stop cable and hand
13. Disconnect the hose from the exhaust pressure throttle. Move the wires to the one side.
governor. 30. Clean the top of the frame members in front of
14. Remove the cold-start cord bracket from the in- the engine mounts.
31. Remove the retaining bolts for the attachment
of the engine mounts to the frame.
32. Place a jack under the gearbox with a wooden
block on the lifting head. Lift the rear end of the
engine and fit creepers 6050, one under each rear
engine mount. Lower the jack and chek that the
creepers centre on the frame.
33. Remove the centre nut for the front engine
mounting block (Spanner 2 4 mm.)

Fig. 23. Removing and installing front member

35. Remove the front crossmember.

36. Pull forwards the engine so far that the rear lifting
eyelets are free from the cab. Check that the
dollies run in the centre of the frame. Place two
trestles under the front engine mount. Lower the
Fig. 22 Placing dolly 6050 under I-h engine mount
front end of the engine.
37. Place lifting beam 2754 in the hoist unit together
34. Fit lifting sling 2756 to the engine front lifting with lifting sling 2756 at the front end and 2755
eyelet. Lift the front end of the engine with hoist and 6052 at the rear end. Hoist the engine to-
unit. gether with the gearbox.

Fig. 24. Removing and installning the engine (N 7 )

Installing the engine (N 7) 18. Assemble the rear exhaust pipe and silencer.
Before installing the engine, fit the clutch and the gear- 19. Fit the propeller shaft. Use wrench 2994. Tigh-
box onto the engine. Then hoist engine, clutch and tening torques 55 Nm (5.5 kpm = 4 0 Ibfft).
gearbox into position as follows: 20. Connect the speedometer wire. Lead-seal it ac-
1. Fit dollies 6050, one at each rear engine mount. cording to instructions.
Fit the hoist unit. 2 1. Fit the crossmember under the gearbox.
2. Coat the shift control contact surface with ad- 22. Connect the hose to the exhaust pressure gov-
hesion (see Fig. 2 1). ernor. Fit the stop control lever on the pump.
3. Lift the engine off the trestles. Push the engine 23. Connect the throttle control push rod to the con-
as far as possible into the vehicle. Lower it and trol on the cab.
check that the dollies centre on the frame mem-
bers. Place two trestles under the front engine 24. Fit the retaining bracket for the I-h shock absor-
mount. Lower the engine. ber.
25. Fit the cold-start cord together with pipe and
4. Remove the lifting beam and lifting slings.
clamp.
5. Lift the front end of the engine from the front
26. Connect the power steering hydraulic hoses to
life eyelet. Remove the trestles and push the en-
the pipes on the engine.
gine into position.
27. Connect the hoses to the rapid-release valve and
6. Fit the front crossmember. Lower the engine and
position it on the front engine mount rubber block the electric cables to the horn.
on the crossmember. Note: check-tighten the
bolts for the front engine mount. Tightening tor-
que 118-147 Nm (12-15 kpm) = 88-1 10 Ibfft).
7. Raise the rear end of the engine with a jack placed
under the gearbox. Remove the dollies from the
rear engine mounts.
8. Slightly lower the jack. Fit the retaining bolts and
the nuts for the rear mounts. Lower the engine
rear end fully. Do not forget to attach the bracket
for the air-compressor feed hose on the front re-
taining bolt for the r-h engine mount.
9. Tighten the retaining bolts for the rear engine
mounts and the retaining nut for the front engine
mount.
Note: The late prod. type bolt for the rear engine
mount hassize M 10, previouslyit was M8. Where
the bolting is exposed to excessive load when Fig. 25. Routing pipes and hoses, I-h side
driving, the M 8 bolts (where fitted) should be re-
placed with MlOs. The bolt holes must then be
widened from 9 mm to 10 mm 0.
10. Fit the stop wire and the hand throttle wire to
the bracket on the engine.
11. Connect up the starter motor earth cable.
12. Place the gear control in position and fit the two
front retaining bolts.
13. Fit the gear lever rubber seal and metal ring.
14. Fit the rear retaining bolts for the gear control.
15. Connect the clutch hydraulic hose to the pipe on
the servo cylinder.
16. Fit the control wire for the gearbox control cylin-
der. Fit the clamp on the gearbox cover.
17. Connect the hose to the inhibitor valve and the
power take-off control cylinder. Fig. 26. Routing pipes and hoses, r-h side
28. Fit the compressor feed line and the hose to the
governor.
29. Fit the suction and return fuel lines.
30. Fit the r-h shock absorber retaining bracket. Do
not forget the retaining bracket for the electric
cables on the front, upper retaining bolt.
31. Fit the t w o front retaining brackets for the sus-
pension rail for the brake hoses. Check that the
plastic clamps are positioned correctly.
32. Connect all cables between engine and cowl and
electric cables. Fit the clamps, plastic clamps and
connect up the rapid couplings.
Installing the bonnet (N 7 )
1. Place the bonnet in position folded down. Fit the
retaining bolts to the front end.
2. Tilt the bonnet up halfway and fit the stop wires.
Tilt up the bonnet fully.
3. Connect the earth cables to the rear retaining bolt
on the radiator mounting.
4. Connect the rapid coupling for the headlights, etc.
5. Close the bonnet.
6. Check the function of the lighting, direction in-
dicators and position lights.

33. Fit the coolant hoses between the engine and ex-
pansion tank.
34. Install the radiator and bumper.
35. Install the bonnet and air cleaner according to in-
structions.
36. Fit the battery cable and the cover on the battery
case.
37. Bleed the fuel system and fill the engine with oil.
38. Fill the cooling system with coolant and the power
steering with oil. Bleed the power steering and
clutch system.

39. Check function and for leakage. Install the engine

casing.

Install the engine casing (N 7 )

Check the sealing strip for the engine casing. Replace
if damaged. An engine casing with poor sealing means
that there will be greater engine noise inside the cab
and the risk of dust getting into the cab. Secure well
the clasps so that the sealing strip is pressed down
against the floor.
 Group 2 1 Engine Assembly
Construction and Function
Cylinder heads
'The engine has two cylinder heads, each of which Co-
ver three cylinders. The cylinder heads are bolted to
the cylinder block by means of thirteen 9 / 16" bolts
per head.
The cylinder head face has special sealing grooves,
which determine the size of the sealing surface so that
the necessary sealing pressures are obtained without
having to have excessive tightening torque which co-
uld deform the liner shelf on the cylinder block.
The cylinder heads are made of special-alloy, cast iron.
The cylinder head gasket is of solid steel plating.
Cylinder block
The cylinder block is cast in one piece of special-alloy,
cast iron. The pulling stresses in the cylinder head bolts
from the combustion pressure is transmitted via re-
inforced sections of the cylinder block walls directly
to the main bearings.
The camshaft bearings are first fitted before being dril-
led t o the correct dimension.

Pistons
The pistons are made of light-alloy. The upper com-
pression ring, which transfer most of the heat being
transmitted through the piston rings, lies in a ring car-
rier of high-alloy, special-cast iron, which is cast in
the piston. This gives the piston ring groove a long
lifespan, in spite of the heat stresses.
The piston ring groove for the second and third com-
pression rings and the one for the oil scraper ring are
machined directly in the piston.
The engine combustion chambers are situated entirely
in the piston crown.

Piston rings
'9
Each piston has four piston rings. The top compression $ 3
N

ring is chromed. The glide surface against the cylinder

wall has an extra, thick layer of chrome and is slightly -TD 70 D ,
rounded.
Fig. 27. Pistons
The second and third compression rings are slightly
tapered and the slide surfaces (applies to TD70E, only D classification letter
second compression ring on TD70D) have ferrox-filled Meas. in mm
grooves. Because the rings are tapered, the text TOP
is marked on the top to ensure that this side faces
upwards.
The oil scraper ring is provided with two, chromed
scraper pegs, which are pressed against the cylinder
wall, partly through the ring's own spring force and
partly through the expander spring which is placed
on the inside of the ring. Thanksto the expander spring
the ring aligns itself to the cylinder wall in a more
effective way and thus limits oil consumption.

Cyli~iderliners
The cylinder liners are of the wet, replaceable type,
centrifugally cast and made of cast iron.
Three rubber O-rings are sued for the cylinder liner
outer sealing. The lower rings are placed in milled groo-
ves in the cylinder block.
120 294

The ring which is placed furthest down is of silicon

Fig. 28. Piston rings (TD7OE)
rubber and can be recognized by its red colour.
Sealing against the upper end of the cylinder liners
is by means of an O-ring placed under the liner flange
and by the cylinder head gasket pressing down the
flange on the liner against the shoulder on the cylinder
block.
 Fig. 29. Cylinder liner w i t h seals

Valve System
Valves and valve seats
The valves are made of chrome nickel steel. The valve
stems are chromed. The exhaust valves have stellite-
lined sealing surfaces in order t o cope with the heat.
The valve seats are made of special steel and are re-
placeable. Standard size seats and oversize seats are
available as spares. The oversize seat has a 0.2 m m
(0.08")greater outer diameter and is used when new
valve seat position have t o be milled because of the
cylinder head.

Fig. 30. Cylinder head and valve arrangement

1 Lock nut
2 Adjusting screw
3 Wear hat
4 Valve spring retaining lock
5 Rubber seal
6 Spring dish
7 Valve spring, outer
8 Valve spring, inner
9 Valve
Camshaft ulder on the camshaft front journal and on the thrust
washer bolted to the front of the cylinder block.
The camshaft is journalled in seven bearings. Axial
clearance is determined by the camshaft gear, the sho-

Fig. 31. Camshaft and valve mechanism

Timing Gears
The timing gear assembly consists of helical spur gears.
The fuel injection pump and camshaft are driven from
the crankshaft via an intermediate gear. In addition
to the camshaft, the camshaft gear also drives the
drive gear for the air compressor and for the power-
assisted pump. The engine lubricating oil pump is also
driven from the crankshaft gear.
The advantage of having a gear drive for components
connected to the engine is, of course, that it gives
us greater reliability.
 Air compressor Camshaft gear assembly (inclu-
drive des also intermediate gear for

Steering servo pump

operating gear

1mm7
Fig. 32. Timing gears
Crank Mechanism
Crankshaft
The crankshaft is journalled in seven main bearings. that torque is divided equally.
Axial journalling consists of thrust washers placed at crankshaft front end has a polygon profile and
the fourth main bearing. The crankshaft is statically the rear end a flange to which the flywheel is bolted.
and dynamically balanced. The working impulses of -rhe crankshaft can be ground to all the undersizes
the engine are balanced by eight counterweights so without re-hardening.

Flywheel adapted to
automatic transmission

C Fig. 33. Crank mechanism

 Main bearings and connecting-
rod bearings
The main bearings and connecting-rod bearings con-
sist of indium-plated, lead-bronze lined steel shells. The
bearings are precision-made and are entirely ready for
fitting. Five undersizes can be obtained as spare parts.
Thrust washers for the axial journalling of the crank-
shaft are available in three oversizes.

Connecting rods
The connecting rods have an I-section. Each connec-
ting rod is drilled throughout for pressure-lubrication
of the gudgeon pin. Because the connecting rods have
dividing bearing seats which are oblique, the connec-
ting rods can be drawn up through the cylinder liners
when removing. The gudgeon pin bushings are of steel
and overlapped with a light layer of tin.

Flywheel
Fig. 34. Vibration damper
The flywheel is bolted to a flange on the rear end
of the crankshaft. It is statically balanced and fully ma-
1 Crankshaft 7 Cover
chined. The ring gear is shrunk onto the flywheel. 8 Bushing
2 Flat washer
3 Hub 9 Fluid chamber
Vibration damper 4 Crankshaft oullev
. . 10 Felt seal
5 Alternator pulley 1 I Oil deflector
The vibration damper consists of a hermetically sealed
6 Vibration mass
housing in which a freely moving damping ring with
a rectangular section is fitted. The centre of the dam-
ping ring rests on a bushing and all the other sides
are surrounded by a viscous fluid (silicon).

Service Procedures

Cylinder Heads
Removing the cylinder heads

1. Drain the coolant.

2. Removethe rocker arm covers. Removethe water
connection pipe between the heads.
3. Disconnect the delivery pipes and the leak-off fuel
pipe from the injectors. Fit protective caps over
the injectors. Remove the injectors. If they are
difficult to remove, use tool 2683 with 299 1 (Fig.
35).
4. Remove the intake and exhaust manifolds.
5. Release the retaining bolts for the rocker arm
bearing brackeg. Remove the rocker arm me-
chanism and thkib?g?sh rods.
6. Unscrew the cylinder head bolts and remove the
cylinder heads. .-.
n
7. Removethe cylinder head gasket, the rubber seals
and their guides from the .block. Fig. 35. Removing an injector
 Disassembling
- the cylinder heads The cylinder head is provided with sealing grooves
immediately above the cylinder liner collar. If more than
1. Remove the valves and valve springs. Use a valve
0.1 mm (0.04) material is removed from the head
spring tensioner for compressing the springs to
yben grinding, new sealing grooves must also be mil-
remove the valve spring retaining lock. Place the
12d. :t +
:+,
valves in order on a valve rack.
Make sure that the stud bolts are securely fitted.
.*
2. Clean all the parts. Pay particular attention to oil
and coolant channels. Check for leakage by pres- Always change the cylinder head gaskets and rubber
sure-testing. seals.
-:
'"4, 3 t

~geksure-testingthe cylinder heads ,,,Face-grindingthe cylinder heads

1. Connect a water hose to the cylinder head ac- - When face-grinding thecyli;l&i heads, check the sur-
cording to Fig. 36. Use connection 2664, sealing face evenness according t w h e instructions given un- -
washer 2663, expander bolts 2 124 (3) and 2682 der the heading ':Inspecting the cylinder heads". The
d
(5).The rubber gasket will be damaged if the wing surface finish may be max. 6 p.
nut is tightened too hard. The distance from the face of the valve disc to the
X <

N/, \ -
cylinder head fac~~bfter the face-grinding may not be
less than 1.0 mmJ@CM;I'?,.;lf;;f,"rther machining of the -. *
cylinder tiead.-isiGqufed, the'Qzilveseat locations must -
also be milled .dow$sThe distancefrom the face of
the valve discso that of the cylinder head must be . .
max. 1.4 h m (0.~6"). After machining, the height of$'. '. ,>:
,.-

the cylinder.hea&:must not be less t~ap:~108.65 m6. . ,,$ii,:,i:,

..

(4.278'7. Clean thi"&linder head after the machinind,;:<,:;+$

,. , . . '..
:. '
, , ,, .....,
%*:-.
. .., ,. : . .;"..

Cutting new sbali'ng grooves

-- in the cy- .
linder heads ' i

Before cutting new grooves in the cylinder heads, com-

pletely obliterate the old grooves.
The sealing grooves are cut with tool 9505.
@?
-,-
,

Check that the cutter steel is marked D70. Proceed

~; as follows:
.. Fig. 36. Pressure testing a cylinder head
1. Set the steel cutter vertically by placing the to61 , -
in accordance with Fig. 37. Slacken the steel cut- h
ter retainer screws and allow the cutter to drop
down towards the recess in the template and then
2. Fill the cylinder head with water. tightening up the retaining screws. Repeat this
procedure with both the other cutters. Checkthat -
3. Test the cylinder head for leakage with a water the template is the right one for the edgise ih
pressure of- 3 kp/cm2 (43: l ~/in2).
f +
* -- 'e
.L ,dfOest~on-
-
---
4. After the test, remove the expandeF seals, the se- -
. . \
\I

.i aling and connection , . shers.

In the event of lea~agag@:f@p-tfj&copper
* y.:..
sleeves of
the injectbri, proc6&~&rdi"88icj&e -- instructions on
- .. .-
- . ~

--<>
ljag;&72-73
-1
,.-..>
.:.=. --..,
. :<
=:. -- ~T

. ,- . ' . ;:i,.
.. . . ?LC-
L<..:: -- ., ,.,; .< :: ,
. ..:s, .
. . ,

: ' Inspecting the cylinder heads ,:.;;);#;r;!.

. ..
:. ..:>. ;. ' . .$>!.-, Fig. 37. Adjusting the cutter
102 80(

' The maximum unevenness for the'~~i/!iiide;':heda,:face

is 0.03 mm (0.0012"). This check .should be'made - A. Cutter B. Template
with a feeler gauge and straight edge, the $ides yl
wh&h are shaved to an accuracy degree in a c t g f @ % $ f ?
-
': '
I>,' '
. .
with DIN 874/Normal. If the unevenness is ab$ifej{t') ' 2. ~i~the@o~~~ldi?$$ii&
, - . 9 .. placing both the dowels z
.s
:p$
..-2)'
,

permitted value or ifsthereare blister ridges, the'cyz in the vdve'guides(fi& 38).'~hedo&fh0le, which .@,; -;+,.: ~ ' ~ :,? ! ; %~ . : % >\
linder head should be machined smoothed or replaced. is marked "IN 70.,,mb&
. . always be placed in ;;:,i%?:,.$s$,$$%
~, .s.Lg$$; $f$,($:

. . , , . . .*<; , 5.;..
;&::,if~&2>,:$,,>>,.:
3'i .;'..., .. ... . $,,!.
,??<v:::,$,.::.,.; ..&;,
_;
. . +--+<>.:~~
:I">:*<
,.., . .
\.. . . . . . - -: ..
~.-\.. :.;
 2. If the sealing plugs have been removed, fit these
and apply sealing agent, e.g., Permatex.

Fig. 39. Valve spring washer and valve spring retaining lock

NOTE! The late prod. gaskets are made of plastic

120803
Fig. 38. Cutting sealing grooves
A. Groove
intake valve guide. Also make sure that the right
hole is used so that the tool is symmetrically pla-
ced with the cylinder bore. The reason for this
is that the tool guide plate has two holes for each
dowel due to the fact that the intake ports are
located differently in relation to the exhaust ports.
Tighten up the dowels properly so that the guide
plate is securely fixed.
3. Rotate the tool without pressing downwards.
which requires much less tightening compared with
the aluminium type. The plastic gaskets must be fitted
dry, i.e., no sealing agent must be used, nor may the
gasket be hammered into position.
IMPORTANT! Only aluminium washers may be fitted
on the cleaning plugs under the rocker-arm covers.
Installing the cylinder heads p
1. Clean the cylinder head and cylinder block face.
If necessary clean the threads with a die, sieze
9/1&12 UNC.
2. Check the liner he~ght.The liner is at the correct ' *

After cutting the grooves, clean the heads carefully
from any filings, etc. The groove width is 0.25k0.1
mm (0.0 100.004").
NOTE! The steel cutters must be sharpened in a "for-
ward" motion, that is, on the side where the handle
is flat.
No cutting must be done on oblique surfaces since
this can alter the position of the cutter in relation to
the centreline and thus also the distance between the
grooves.
height when the stepped edge of the collar is
0.29-0.34 mm (0.0 114-0.0 1 3 4 ) above the cy-
linder block face. The liners under the same cy-
linder head may not differ more than 0.02 mm
(0.0008") In height.
Concering measuring and adjusting, see page 38.
3. Position the cylinder head gasket and sealing rings
on the cylinder block. Fit the cylinder head.

Assembling the cylinder heads

1. Fit the valve springs. Oil the valve stems and fit
the valves in their guides. Compress each spring
with a valve spring compressor and fit the spring
washer and valve spring retaining lock. Then fit
the sealing rings and valve caps. Note! If a valve
spring washer or a valve spring retaining lock has
to be replaced, check that the spring washer or
valve spring retaining lock fitted is the correct one
with regard to cone angle and lock lug design. Fig. 40. Location of sealing rings
 4. Dip the cylinder head bolts in rustproofing (Volvo 1 1. Adjust the valves. To do this turn over the engine
art No. 282036) or corresponding. to the compression stroke for No. 1 cylinder. With
No. 1 piston in the top dead centre position, adjust
5. Fit the intake manifold and screw on the bolts
rocker arms 1, 2, 4, 5, 7, 9. .
loose.
Then rotate the crankshaft one turn, and adjust
6. Tighten the cylinder head bolts according to the
the clearance on rocker arms 3, 6, 8, 10, 1 1, 12.
sequence given in Fig. 41.
\ \ h $ >
The clearance should be 0.40 m m (0.016") for
,$he intake and 0.55 mm (0.022) for the exhaust
valves.(TD70D 0.45 mm (0.018 ) for the exhaust
valves).
12. Fit the i n j W T @ h t e n up the nuts alternatively .
and e v g a t o avoid uneven stress on the nozzle
contact&su?face.The tightening torque is 2 0 Nm
(2 kpm = 15 lbfft). Tighten up the delivery pipes, ;
and the leak-off fuel line.
13. Fit the rocker arm covers. Tighten the bolts to
a torque of 10 Nm (1.0 kpm = 7 Ibm. It is im-
portant that this torque is not exceeded.%xces-
'
sive tightening can cause leakage.
-3
;: 3
1
Cylinder block i

, Fig, 41. Tightening sequence Pressure testing the cylinder block "
\

.--. ' . ;. Cylinder heads

?' used for the pr
when the engine . :
be allowed to coo$$r approx. A Water pipe

;
,e ..
,
T& tightening should bkCdonein stages as fol-
'--.*
'.

*" lows: .2;:.,

<; ,
,.tq
. .
. ,

F I S ; . . . . :;.
, , ;
I.?,
.. . .
. .. . .;,:j: >
~ i ~ h t e e n , t ~ @ ' b o l t s ~order
i ~ ' t hnumbere
e
Nm (4 k$n = .29jlbfffq ~

<
2nd stad;.
~i~hten:the,holts in numbered sequence to 14
. .',.
:
Nm (14 kpm = 103 lbfft
Final
.:- . Order:3~~~~~4,5,6,7,13,.10,12,11,3an
1 t0,?.90Nm (19 kpm = 140 lbfft:
Rj
i;. ,;..
~dte'thatcertain bolts must be tightened twic
4 , ?. ~inal-tight& the intake manifold.&lt$~ss
I .'.. ,., the exhshst manifold. Make s"t%;that:fhepisto6:-
rings for, the,j o w s&al a,& m.fif"P~&@~$a
& ..,. :- th&f~eir~gap$'$'~f~d(;: 1~00*$<r&lationto each 1. Remove the sump and cylinder heads. . :
....*.;
. - .,
...
..,- ...+*'*
ot'h,er,,;,<.,"-' ;."':.' . x .i ;~,
, ,

. .
'.: . .:"'
I . .
..
.
'
.,! Y ; .

ii
d , :
2. Fit retainers 2667 for the cylinder linerskifore
8. Fig new manifid gaskets, Turn thk gaskets so pistons. Should a cylinder liner glide
that the'folded-over side'on the gasket faces the oving a piston, the liner should also
cylinder head. ere is great risk of impurities .;
NOTE! Two of the gaskets differ'in design. ween the liner and block and$;,
this would. . cause leakage. a
.; \;I;!
These should b e b c e d next to theexhaust flange ij~.,

for No. and No. 6 cylinders, and faced so that 3. ,., ~ e m d t l $ inspection cover under the flywheel/$,
the clipbed-off edge points straight forwards.. !,: , &,; "sinland turn over the engine until the con-';:
necting rod in question is at the bottom dead cent- :'!
,
.
, . ,.. . . :: -
the , p , w n n e c t i o n pipe.
? ' .... ...' .-.:. - re. Remove the connecting-rod cap together with ,"#
,.a . ..
. ,,A
. P.
?-. . 10:'~it thefi~sh&$$~nd the rocker arm mechanisk. : , the lower bearing half.
. .. .

.
.
d.
~,
. ~' ,:
.. ;<%?-":
:.g,@:;:;< . .,..
'<!
,

,
.;&.. .
34 . ., .$?,
,, :,
, : \'-'::<:.?! <* ,-*$'.
:.<
:*>.
.,,, . . '
<$;.:? + -,,
,
.
 4. Knock up the piston and connecting rod so that siderable Importance wlth regard to the time when
the piston rings are released from the cylinder.
Revove the piston together with the connecting
the piston ring should be changed.
Piston ring clearances in grooves:
-
rod. . Upper compresslon ring
*Mi
5. Rem6%b2thespiston piston ring pliers. 0.09-0.12 mm (0.0035-0.0047")
-=
-- -
- . 2nd and 3rd compresslon rlngs
6. a Remove the gudgeon pln with drift 2071
0.08-0.12 mm (0.003 1-0.0047")
Oil scraper ring . 0.04-0.06 mm (0.0016-0.0027")
Piston ring gap measured in ring opening, compresslon
'inspecting the piston rihgs rings . . . . . . . . . . . 0.30-0.60 mm (0.01 186.0236")
Ch& t i h e a r surfaces sides. Black spots on 011 Scraper ring. 0.30-0.60 mm (0.01 186.0236.')
the surfaces point to poor contact, In whlch case the -
,
piston rings should be replaced. Otherwrse, the plston
nngs should be replaced if there IS noticeable wear ~n$ecifd&~~g.rit"~t~&?~ - - a y _ I -..)
7%
Or out-of-roundness In the cyli?ders, since the rings
Check the pistons for cracks, dented.piston ring lap,& -
not take up the same posltlon they had and worn piston ring grooves If the piston h q deep.'.. '
sumptlon 1s of con- scoring on the jacket surface, the piston must'be dis- ,
carded. If the plston is zpproved after the first ocular
inspect~on,measure *e plston d~ametefikd&eelfl&;
' r" piston rinflclearance In the groove. Carry out a'crack - "
test aeordlng to 'the lime-milk method.

,Measuring the

Fig. 43. Piston ring clearance in piston ,'j der liner are supplied together a s an :mtegral, unrr.
'b
.". .L-
,,
,
9" ?& 35 .
?\ ,
 Inspecting the connecting rods 4. Fit the other circlip.
Check the connecting rods for cracks. Also check 5. Check to make sure that the connecting rod func-
straightness and for warp. A connecting rod may not tions smoothly in the gudgeon pin journalling.
be out-of-straight or wraped more than 0.01 mm 6. Fit the new piston rings in the cylinder liner.
(0.004) on a measured length of 100 mm (4").The
measuring is done with a fixture for indicating con- 7. Check the clearance of the rings in the piston ring
grooves (Fig. 43).
necting- rods.
8. Fit the piston rings on the piston with piston ring
Bent or wraped connecting rods must be replaced.
pliers. First fit the oil scraper ring with the gap
Check also the connecting-rod bushings. The most sui-
in any position. The opening in the oil ring spring
table way to do this is to use a gudgeon pin as a
should be placed opposite the oil ring gap. Fit
gauge. There must not be any noticeable looseness.
the compression rings according to the Fig. 46
below.
Replacing connecting-rod bushings
1. Press out the old bushing with drift 2497.
2. Press in the new bushing with the same drift.
Make sure that the bushing is fitted properly in
position as shown in the Fig. 45 below.

Fig. 46. Fitting the piston rings

102 821
9. Lubricate the piston and piston rings with engine
oil. Turn the rings so that the piston ring gap is
Fig. 45. Installing a connecting-rod bushing not in line with the gap on the other piston rings.

3. Ream the bushing. With correct fit, an oiled gud-

geon pin should be able to glide through the bush-
ing from its own weight (temp. 17-20C =
6368OF).
4. Check the connecting rod with a dial indicator.

Installing pistons, piston rings and con-

necting rods
1. Fit one of the circlips "dn the piston.
/

2. Oil the gudgeon gh and connecting-rod bushing.

3. Heat the pisto; to approx. 1OOC (2 12OF). Place
the piston and connecting rod in such a way that

- the "Front" marking on the piston and connecting

rod face in the same direction. Push in the gud-
,, geon pin with drift 207 1.
,
NOTE! No great force should be needed to press
in the gudgeon pin. Fig. 47. Installing a piston in a cylinder
10. Check to make sure that the "Front" marking on Removing the cylinder liners
the piston and connecting rod are turned in the
1.
same direction. Fit the piston and connecting rod
in the respective cylinder. The arrow on the piston
should point forwards. Use installation ring 2 139. 2.
11. Place the bearing shells in position in the con-
necting rod and caps. The bearing seats for the
Remove the cylinder heads, sump, pistons and
connecting rods.
Remove the cylinder liner with puller 1431 andb
puller plate 2178. NOTE! Do not remove the
cylinder liner until you are assured by measuring
that it has to be replaced. ,

connecting rods are provided with recesses for

the guide lugs on the bearing shells. It is important
that the bearing shells are turned properly when
being installed so that the steering lugs enter their
respective recesses and the oil holes are opposite
the holes in the connecting rods.
Check when installing that the guide pin which
guides the connecting rod cap axially is properly
fitted.
12. Oil the gudgeon pin with engine oil, fit the bearing
cap and tighten the connecting-rod bolts t o a tor-
que of 160 Nm (16 kpm= 118 Ibfft).
It is not necessary to replace undamaged bolts.
They can be re-fitted.

Cylinder liners
Measuring and inspecting the cylinder
liners
Fig. 48. Removing a cylinder liner
This consists in measuring wear and checking for
cracks.
Before measuring the cylinders, clean them thoroughly.
Installing the cylinder liners
The cylinder bores are measured with a dial indicator. All surfaces near the liner must be entirely free from
The measuring should be carried out at several points deposits, etc. Clean the upper and lower liner seats
diametrically, and also at different heights. with cleaning fluid, a brush and then blow them dry
with compressed air. Under no circumstances may a
In order to find out the actual amount of wear, first scraping tool be used for this purpose.
set-the dial indicator with a gauge ring, using the ori-
ginal bore of the cylinder liner as a reference meas- NOTE! It is most important that the stepped edge
urement. of the liner is protected from damage. It should, there-
fore, be protected during installation with, e.g., a plastic
The cylinder liner bores are classified as follows: cover.
Class Bore, mm (in.) Installation is as follows:
A 104.74-1 04.75 mm (4.1236-4.1240)
B 104.75-104.76 mm (4.1240-4.1244) 1. Coat the underside of the liner flange with a light
C 104.76-104.77 mm (4.1244-4.1248") layer of marking paste.
D 104.77-104.78 mm (4.1248-4.1252") 2. Push the liner down onto its seat without the seal-
E 104.78-104.79 mm (4.1252-4.1256) ing rings and rotate it a couple of timer or so.
If wear amounts to 0.35-0.40 mm (0.0138-0.0 157'7, 3. Pull up the liner and check if the paint has covered
the liners must be replaced, this assuming, of course, the entire area of the seat shoulder. If the pattern
that there is heavy oil consumption. The degree of of the paint shows that poor contact has been
wear will decide what action should be taken. Mag- made, slight damage can be repaired with grind-
naflux testing is the most effective way of checking ing paste. If the damage is more significant, the
for cracks. liner seats must be machined with a special miller,
 5. Fit one of the lower sealing rings on the block
and the upper sealing ring on the cylinder liner.
6. Soap the lower guide on the cylinder liner. Soap
also the rings in order to make sure that they
don't move round when being installed.
7. Press but do not force down the liner. It should
go down relatively easily.
NOTE! The red-coloured sealing ring is placed in the
bottom groove at the lower cylinder liner guide. It is
most important that the ring is placed correctly since
its material is adapted just for this particular position.

Overhauling the cylinder liner seats

1. Place the cylinder liner in the cylinder block and
check the liner height. Note the reading on the
Fig. 49. Checking a cylinder liner height above cylinder dial indicator.
block face The correct cylinder liner height should be
0.24-0.29 mm (0.0094-0.01 14"). Add to this a
machining allowance of 0.02 mm (0.008") when
grinding this liner seat with grinding paste after
the milling.
Use shims, which are available in different thick-
nesses, to compensate for removed material.
Strive to use as few shims as possible.

'"h
Fig. 50. Height of cylinder liner above cylinder block face
A = 0.29-0.34 mm (0.0
1 14.01 8 )

9502, and the amount of material removed must

be riplaced with shims.
4. Check that the stepped edge on the liner is
0.29-0.34 mm (0.01 14-0.0394) above the
cylinder block face and that the difference in
height between liners under the same cylinder
head does not exceed 0.02 mm (0.0079). If ne-
cessary, adjust further according to point 3. Liner
seats can be checked with a dial indicator and
holder 2479 (Fig. 49). Set the dial indicator to
0, and the indicator pointer should then glide to-
wards the cylinder block face. Thereafter move
the indicator up onto the stepped edge of the
liner flange and read off. The holder should always
be moved in the longitudinal direction of the cylin-
der block.

NOTE! When checking with the sealing rings fit-

ted, for example, before the liner has been re-
moved, a couple of clamp washers 2667 must
be fitted in order to hold the liner down on the
.^O
shoulder. Fig. 5 1. Machining the cylinder liner seat
Calculate the shim thickness required to compen- cleaned and the surface shaved with-a suitable
sate for the material removed bearing in mind shaver in order not to slow up the milling tool.
the correct height of the liner collar above the
cylinder block face.
Valve mechanism
Before milling a liner seat, its surface should be
Adjustin9 the valves
roughed up with an emery cloth in order not to
blunt the milling tool, particularly if the seat has Note!
been ground previously with grinding paste. Due to the fact that the piston crowns are designed
Put in order milling tool 9508 for the particular as combustion chambers, the pistons travel up so high
engine in question and place the tool guide in the towards the valves that the valves must not be ad-
lower liner seat. Make sure that the collar is free justed while the engine is running otherwise the valves
from the intermediate web in the block. will strike against the piston and cause serious damage.
Place the milling tool in the liner seat and fit the The valve clearance should be adjusted with a cold
yoke. Bolt the tool to the cylinder block Place engine.
suitable flat washers under the bolt heads. Make TD70D TD70E
sure that the feed screw does not press onto the Valve clearance:
tool. Intake 0,40 mm 0,40 mm
Place a dial indicator as shown in Fig. 5 1. Screw (0.0 16") (0.01 6 )
down the feed sleeve so that it lightly presses Exhaust 0.45 mm '0,55 mm
against the miller and zero-set the dial indicator. (0.0 18") (0.022")
Use a ratchet handle with a 3 / 4 connection and 1. Make sure that the stop control is pulled out.
a 25 mm (I") socket for turning the milling tool.
2. Remove the inspection cover underneath the
Rotate slowly and smoothly in order t o get an flywheel casing.
even feed. When the dial indicator indicates the
3. Turn over the engine in its direction of rotation
measurement to which the liner seat is to be ad-
until No. 1 piston is at top dead centre after the
justed, discontinue the feeding and rotate the mill-
compression stroke (0 on the flywheel).
ing tool several turns without feeding.
4. Adjust the following valves: 1, 2, 4, 5, 7, 9.
Check the contact surface of the liner seat.
Re-check the liner height.
Coat grinding paste underneath the liner collar.
Place the liner in the block and rotate it back and
forth until the grinding paste wears out. Take up
the liner and wipe off the paste. Repeat this pro-
cedure until good contact is obtained. Use ex-
pander 9514 for rotating the liner.

0 lntake
Exhaust

Fig. 53. Valve location

(viewed from the top of the engine)

Fig. 52. Expander tool for turning cylinder liner
Check the contact with marking paint and mark
the liner so that it takes up the same position
as it had when the contact surface was checked.
Clean.
..
all parts thoroughly.
Warning! If a milling tool must be used on any
liner seat which has been ground with grinding
pbste, the liner seat must first be thoroughly
5. Turn over the engine again in its direction of ro-
tation (one turn) until No. 6 piston is at top dead
centre after the compression stroke (0 on the
flywheel).
Adjust the following valves: 3, 6, 8, 10, 11, 12.
Grinding the valves
Sealing surfaces of the valves
Intake .................................. 29.5O
*
Exhaust ................................. 44.5O
.-

39
Sandpaper the sealing surface as little as possible, but Check the angle with a valve seat gauge after coating
just enough so that it is clean. If the edge on the ex- the seat contact surface with a light layer of marking
haust valve is less than 1 mm (0.04) and the edge paint.
of the intake valve less than 1.4 mm (0.056"), the valve
should be scrapped. Check for leakage. In the event
of leakage, re-grind the valve seat but not the valve
and re-check.

Changing the valve seats

1. Remove the old valve seat by cracking it or by
welding a used valve to the seat to enable the
seat to be knocked out.
2. ~ h o r o u ~clean
h l ~ the location of the seat in the
cylinder head and check the head for cracks.
3. Measure the diameter of the valve seat location.
With this measurement as a basis, examine to
see if it is possible to fit a standard-size seat or I IA
" if an oversize is required. Carry out any machining ,0244"

of the valve seat position that is necessary. Fig. 55. Machining an exhaust valve seat

4. Cool the seat in carbon dioxide snow (dry ice) A = Max. 2 mm (0.08")
to minus 6@70C (minus 7&94OF) and, if ne-
cessary, heat the cylinder head with warm water,
e.g., by hosing it. Press in the seat with a drift.
5. . ~ a c h i n ethe seats to the right angle and width.
Inspecting the valve guides
Grinding the valve seats In order to assess the wear of the valve guides, fit
a new valve on the guide and then measure the clea-
Before grinding, check the valve guides and replace
rance with an indicator (Fig. 56).
them if the wear limits have been exceeded. Do not
grind off too much material from the valve seat but Wear limits:
just enough to give it its correct from and to ensure Intake valve, max. clearance . 0.15 mm (0.006")
good contact. The valve seat should be replaced when Exhaust valve, max. clearance 0.17 m m (0.007")
the gap A (Fig. 54) exceeds 2 mm (0.08"), measured When wear exceeds the above measurements, replace
with a new valve. the valve guides.
A new seat is ground so far that the distance between
the cylinder head face and the upper area (A, Fig. 55)
of the valve is 1.@I .4 mm (0.04-0.06"), both for the
intake and the exhaust valves.

Fig. 54. Machining an intake valve seat

\ \ 102 836

A = Max. 2 mm (0.08") Fig. 56. Checking the wear on a valve guide

Changing the valve guides
1. Press out the valve guides with drift 1084.
2. Oil the outside of the guides and press them in
with tool 266 1. This drift gives the correct height
above the cylinder head's spring surface ( " A 22
mm = 0.9).
3. If necessary, ream the valve guides. Concerning
the clearance between the valve and valve guide,
see under "Specifications".

Fig. 58. The rocker arm mechanism

Timing Gears .-
Fig. 57. Removing and installing a valve guide Removing the timing gears
1. Slacken the belt tensioner and remove the drive
belts for the fan, coolant pump and alternator.
Rocker arm mechanism 2. Remove the crankshaft pulley and the vibration
1. Remove the circlips, rocker arms and bearing damper, which are bolted to the polygon hub.
brackets from the rocker arm shaft. 3. Remove the polygon centre bolt and pull off the
2. Clean the parts, paying particular attention to the polygon hub with puller 2655 (Fig. 59).
oil channel in the bearing bracket and the rocker
arm shaft oil channels as well as the oil' holes
in the rocker arms.
Check the wear on the rocker arm shaft and the
tightness of the cap plugs on the shaft end, and
also make sure that the spherical part of the ball
pin is not deformed or worn. The threads on the
pin and lock nut must be in good condition. This
also applies to the hex side of the nut. The surface
of the rocker arms which is in contact with the
valve must not be worn or pitted. For minor wear,
adjust with a grinding machine.
4. An oval-worn rocker arm bushing must be re-
placed. The bushing is removed and installed with
drift 2677. Check when installing the bushing that
its lubricating channels coincide with that in the
rocker arm. After pressing in the bushing, ream
it to an accurate slight fit on the shaft. Remove
any filings, etc.
5. Oil the rocker arm shaft and fit the parts. Note
that the rocker arms are placed opposite each
other as matched pairs. Make sure that the circlips
on the ends of the rocker arm shaft lock properly
in their grooves. Fig. 59. Removing the polygon hub

41
4. Remove the cover far the timing gear casing.
5. Remove the camshaft gear after having released
the three retaining bolts: If necessary use puller
2679 according to Fig. 60. Proceed in the same
way for the injection pump drive gear.

Fig. 61. Removing the crankshaft gear

Inspecting the timing gears

Check the timing gears thoroughly after cleaning them.
Fig. 60. Removing the camshaft gear
Heavily worn or defective gears must be replaced by
new ones. Max. permitted backlash is 0.17 mm
(0.007"). The axial clearance for the intermediate gears
6. Remove the intermediate gear and its bearing pin is 0.05-0.15 mm (0.002-0.006).
after having released the three retaining bolts.
7.. Remove the splash guard plate in front of the
oil pump intermediate gear. Earlier engines do not
have this splash guard plate.
Remove the crankshaft gear with puller 2658 (Fig.

Fig. 62. Timing gears

Installing and adjusting the timing
gears
All the timing gears which are of importance with re-
gard to adjustment, are marked with a punch pop op-
posite a gear tooth or gear tooth opening (Fig. 63).
Fig. 63. Adjusting the timing gears
1, 2 and 3 are line-up marks
1. Check to make sure that the crankshaft key is
fitted. Fit the crankshaft gear with tool 2659 (Fig.
64).
Fig. 64. Installing the crankshaft gear
2. Check. that the camshaft gear guide pin is fitted.
Fit the camshaft gear.
3. Adjust the crankshaft with No. 1 cylinder piston
at drop dead centre (the key groove in the crank-
shaft faces straight upwards). Fit the intermediate
gear according to the line-up marks on Fig. 63.
4. Fit the injection pump gear. Make sure that the
line-up marks are according to Fig. 63.
5. Fit the splash guard plate in front of the inter-
mediate gear for the oil pump. Lock the bolts.
6. Fit the oil deflector with the dished side facing
outwards (forwards).
7. Place the felt ring in the timing gear cover. Fit
the gasket and then the cover. Centre the cover
with the two guide pins on the lower part of the
casing.
8. Grease the crankshaft journal with molybdenum
disulphide grease. Heat the polygon hub to ap-
prox. 1OOC (2 12OF). Fit centring drift 2657 on
the crankshaft journal. Rapidly tap the gear onto
the pin up to approx. 5 mm (0.02") from the gear
wheel face (Fig. 65).
Fig. 65. Installing the polygon hub
After the hub has cooled, install it with the help
of a washer and the centre bolt. The tightening
torque is 260 Nm (26 kpm = 192 Ibfft).
9. Fit the crankshaft pulley and the vibration damper.
Tighten the retaining bolts to 6 0 Nm (6 kpm =
44 Ibfft).
10. Fit the belt tensioner and the drive belts. The drive
belts are properly tensioned when they can be
depressed approx. 10 mm ( 5 / 8 ) midway be-
tween the pulleys.
IVOTE! The vibration damper must not be exposed
to blows or impacts since this could alter its charac-
teristics entirely should the accurately balanced fluid
chamber alter its shape and volume.

lnjection pump drive assembly

In order to be able to remove the injection pump drive
assembly (Fig. 66), we must first remove the injection
pump, the crankshaft pulley, the vibration damper, the
polygon hub, the timing gear cover, the pump coupling,
the tachometer drive assembly and the injection pump
gear. After all this has been carried out, we release
the retaining bolts for the pump drive assembly on
the rear side of the timing gear casing and we pull
the assembly out backwards.

Fig. 66. Injection pump drive assembly

1 Shaft 7 Ball bearing
2 Lock washer 8 Bearing housing
3 Washer 9 Cover plate
4 Sealing ring 10 Gasket
5 Ball bearing 1 1 Sealing ring
6 S ~ a c e rsleeve
Disassembling the drive assembly
1. Remove the key (10, Fig. 67).
2. Remove the retaining bolts (2) and the washer
(3).
3. Press the shaft together with the bearing, spacer
sleeve and (tachometerworm, certain models)out
of the housing. It may happen when doing this
that the bearing (8) does not accompany the rest
of the parts, in which case the removal must be
done in two stages. Remove the bearings and
the tachometer gear from the shaft.
4. Take the shaft seal (9) out of the housing.

Fig. 67. Injection pump drive assembly

Assembling the drive assembly
1 Shaft 6 Spacer sleeve (also
1. Fit the rear bearing (8) in the housing with drift 2 Retaining bolt tach. worm on certain
2667. 3 Lock washer models)
2. Press the front bearing (5) onto the shaft. Fit the 4 Housing 7 Spacer sleeve
spacer sleeve (7)and press the (tachometerworm, 5 Front bearing 8 Rear bearing
9 Seal
certain models) (6) onto the shaft. Fit the spacer
10 Key
sleeve (8) on the shaft.
3. Place a counterhold against the inner ring of the
rear bearing (8) and press the entire unit into the
housing.
4. Fit the washer (3) and tighten up the retaining
bolts (2). Lock them with tab washers.
5. Press the sealing ring (9) into the housing. Fit the
key ( 10). mm (0.48") for the intake and 12.64 mm (0,49") ex-
haust valve (rocker arm ratio 1:1.528). This corres-
ponds to a cam height of 8.006 mm (0.32") on the
camshaft (ratio 1: 1.528 for the intake valve and 8.208
mm (0.33") for the exhaust valve (rocker arm ratio
1:1.528). With 0 valve clearance, the max. valve life
for the TD70D is 12.24 mm (0.48") for both the intake
Installing the drive assembly and exhause valves. This corresponds to a cam height
of 8.006 mm (0.32") on the camshaft (rocker arm ratio
Install the complete drive assembly in the timing-gear
1: 1.528).
casing. Tighten up the retaining bolts. Do not forget
the spring washers.

Camshaft
Checking the valve lift height
Cam wear can be assessed with engine installed by
measuring the valve lift heigt. With 0 valve clearance,
the max. valve height for the TD70E should be 12.24

Fig. 68. Checking the lift height
A. Camshaft cam height B. Valve lift
Removing the camshaft
1. Remove the rocker arm covers.
2. Remove the rocker arm mechanism.
3. Lift out the push rods.
4. Remove the two inspection covers and the
breather pipe opposite the valve tappets. Lift up
\ the valve tappets and place them in order on a
rack
5. Slacken the belt tensioner and remove the drive
belts for the fan, coolant pump and alternator.
6. Remove the crankshaft pulley and vibration
damper, which are bolted to the polygon hub.
7. Release the polygon hugcentre bolt and pull off
the hub with puller 2655 (Fig. 69). Remove the
cover over the timing gear casing.
8. Unscrew the three retaining bolts for the cam-
shaft gear and remove the gear. If necessary use
puller 2679 (Fig. 70).
Fig. 69. Removing the polygon hub
Fig 70. Removing the camshaft gear
9. Remove the flange (Fig. 7 1).This leaves the cam-
shaft loose for removing forwards. Pull the cam-
shaft straight out to avoid damaging the bearings.
Inspecting the camshaft
Check the camshaft for wear on the bearing races
and the cam fillets. It can happen that the cams are
obliquely worn axially. Slight wear here can be reme-
died by honing the cams. If the damage is more ad-
vanced or if there is considerable wear, replace the
camshaft.
Measuring
Wear on the camshaft bearing races is measured with
a micrometer. The max. wear and out-of-roundness
is 0.07 mm (0.0028"). Check the straightness of the
camshaft with a dial indicator. Maximum permissible
radial throw relative to the end bearings is 0.04 mm
(0.00 16").
When checking the cam height, secure the camshaft
between the studs.
Concerning the measurements for the camshaft and
camshaft bearings, see under "Specifications".
Changing the camshaft bearings
Press the bearings into their seats and then drill them.
Because of an operation like this, the camshaft bear-
ings can only be changed in connection with a com-
plete overhaul of the engine.
Check carefully when pressing in the bearings that the
bearings are pressed in in sich a way that the oil ports
are opposite their corresponding oil ports in the block
Installing the camshaft
1. Carefully push in the camshaft so as not to da-
mage the bearings. Fit the flange, which locates
the position of the shaft axially. Tighten up the
bolts and lock them.
2. Adjust the timing gears according to page 43.
the camshaft gear. Tighten up the three retaining
bolts and lock them with tab washers.
Fig. 7 1. Camshaft flange retaining bolts ( 1)
3. Check to make sure the oil deflector is in position
and fit the cover over the timing gears. Replace
the felt ring for the crankshaft seal.
4. Grease the crankshaft pin with molybdenum dis-
ulphide grease. Heat the polygon hub t o approx.
1OOC (2 12OF). Fit the centring section of 2657
onto the crankshaft pin. Quickly drive the gear
onto the pin with drift 2657, into approx. 5 mm
(0.2") from the face of the gear wheel. After the
hub has cooled, fit it with the help of a washer
and the centring bolt. Tightening torque is 260
Nm (26 kpm = 192 Ibfft).
5. Fit the pulley and the vibration damper. Tighten
the bolts to a torque of 6 0 Nm (6 kpm = 44
Ibfft).
6. Fit the belt tensioner and the fan belts. These
are properly tensioned when they can be depress- '
ed approx. 10 mm (5/8"J midway between the
pulleys.
7. Fit the valve tappets in the order in which they
were removed.
8. Fit the push rods and rocker arm mechanism.
9. Fit the inspection covers for the valve tappet
housings and the breather pipe.
10. Adjust the valves and fit the rocker arm covers.
Crank Mechanism
Replacing the'flywheel bearings
1. Knock up the lock washers for the flywheel re-
taining bolts. Remove the bolts and the washers.
2. Remove the flywheel bearingwith bearing remov-
er 1819.
Fig. 72. Removing the flywheel bearing
3. Fit the flywheel bearing with drift 2013 and stan-
dard handle 1801.
 Fig. 73,Installing the flywheel bearing

Fig. 74. Flywheel measurement

4. Place the lock washer in position and fit the bolts.
The tightening torque is 160-180 Nm (16-18
kpm = 115-130 Ibfft). Remove the inspection
cover underneath the flywheel casing in order to Changing the flywheel
be able to hold the flywheel securely while tigh- 1. Remove the flywheel.
tening up the bolts.
2. Check and if necessary replace the flywheel bear-
5. Lock the bolts. ing.
6. Fit the inspection cover. 3. Clean the contact surface on the crankshaft
flange.
4. Check and if necessary replace the guide pin in
the crankshaft flange.
5. If necessary, clean the flywheel contact surface
against the crankshaft flange.
6. Fit the flywheel. Tighten the bolts to a torque
of 160-180 Nm (16-18 kpm= 115-130 Ibfft).

See page 49 for instructions on checking the

flywheel for warp, etc.

Flywheel
Minor scoring or cracks in the flywheel can be removed
\
by grinding, but not more than 0.5 rnm (0.020") may
be ground off. With more severe damage, replace the
flywheel.
160-180~m
The flywheel depth, that is, the distance from the (16-18kpm)
clutch plate face to the face of the clutch retaining
plate should be:
Clutch Meas. A mm (in.) Meas. B mm (in.)
Single plate 49.2 (1.94) 40.0+ 0.08
(1.57f0.003)
Double plate 41.3 (1.63)
This measurement must be maintained. The retain- .<,,a
"0,""

ing plate, therefore, must be ground down as much

as the clutch plate if this is necessary. Fig. 75. Installing the flywheel
Changing the ring gear Checking the flywheel casing
1. Drill one or two holes in one of the gear covers 1. Check the fit of the flywheel casing against the
on the ring gear and break open the cover with clutch casing. This should be at right angles to
a chisel in order to get at and remove the ring the crankshaft within 0.15 mm (0.006").
gear.
2. Clean the contact surface on the flywheel with
a steel brush.
3. Heat the ring gear enevly all round. This can be
done in an oven. If a welding flange is ned (not
to be recommended) observe great caution not
to overheat the ring gear. To check this, polish
the ring gear clean at several points. If the tem-
perature is correct, these areas will be blue-an-
nealed (temp. 180-200C = 356-392OF), at
which point discontinue the heating.
4. Place the heated ring gear on the flywheel. Drive
it on with the help of a soft drift and hammer. I i i ;.?I
. ~ .
The ring gear should then be allowed to cool in
the open air.
Fig. 77.Flywheel casing, axial throw

2. Its inner edge must be concentrical with the

Checking the flywheel for warp, etc. flywheel within 0.25 mm (0.0 10"). Check these
1. Use a dial indicator with magnetic attachment. values with a dial indicator. If the values exceed
Zero-set the indicator, rotate the flywheel and these, check the flywheel casing contact against
note the highest reading. This reading must not the cylinder block.
exceed 0.15 mm (0.006") at a measuring radius
of 150 mm ( 6 ) .
2. If the warp is excessive, remove the flywheel.
Check to see whether there is dirt or unevenness
between the flywheel and crankshaft flange.

Fig. 78. Flywheel casing, radial throw

Crankshaft
Removing the crankshaft
1. Lift the engine out of the vehicle.
2. Remove the sump, oil pump and strainer and the
delivery lines.
3. Remove the crankshaft pulley, vibration damper
Fig. 76. Flywheel, axial throw and polygon hub.
4. Remove the timing gear cover.
5. Remove the clutch, flywheel and flywheel casing.
6. The crankshaft should then be free for removal
after the main-bearing bolts have been released
and the main bearing caps removed. A hoist block
and tackle intended for removing crankshafts
should be used for taking out the crankshaft.

Inspecting the crankshaft

Clean thoroughly all the channels in the crankshaft
when it has been removed. Measure wear and out-
of-roundness with a micrometer. The most reliable
10, 479
way to localize cracks, indents and fractures is by
means of the magnaflux test. The shaft must be de-
Fig. 79. Width of pilot bearing
magnetized after such a test. Maximum permissible
out-of-roundness on the main bearing and connecting-
rod journals is 0.08 mm (0.0031") and max. taper
0.05 mm (0.0020"). If these values are exceeded, grind
the crankshaft to a suitable undersize. 4. After grinding the shaft, carefully remove all grind-
ing residues and other impurities. Flush through
and clean the oil channels. Check the crankshaft
for warp with an indicator. The radial throw must
not be more than 0.05 mm (0.0020").
5. Check the crankshaft for cracks and de-magnetize
Grinding the crankshaft It.

1. The crankshaft is ground in a grinding machine

to the undersize given in the "Specifications".
2. It is important to remember when grinding the
crankshaft that the fillet radii at the transit bet-
ween bearing journals and flange are kept to R
3.25-3.50 mm (0.128M.1378"). Measure the
radius with a template.
3. Particular care is necessary when grinding the
centre bearing journal, which involves the width
measurement "A" (Fig. 79).
Width measurement for pilot bearings:
Standard 45.975-46.025 mm ( 1.8 100-1.8 120")
Oversize 0.2 mm (0.0079") (0.1 mm = 0.0039" over-
size thrust washers)
46.175-46.225 mm (1.817!3-1.8199)
0.4 mm (0.0 158") (0.2 mm = 0.0079" over-
size thrust washers)
46.375-46.425 mm ( 1.8258-1.8278")
0.6 mm (0.0236") (0.3 mm = 0.0 118" over-
size thrust washers)
46.575-46.625 mm ( 1.8337- 1.8356")
NOTE! If grinding the bearing races results in
sharp edges at the intake holes for the oil chan-
nels, rough these smooth with a grinding stone
or emery cloth.
Installing the crankshaft
1. Check to make sure that the crankshaft channelse
are clean, likewise the contact surfaces for the
bearing shells, cylinder block and caps.
2. Place the bearing shells in position in the block
and cap, Make sure that the shells are fitted pro-
perly and that shells and caps have no burr on
or are not pitted. Oil the bearings.
3. Lubricate the bearing journals with engine oil and
carefully fit the crankshaft in position.
4. Fit the thrust washers for the intermediate main
bearing (pilot bearing). The washers can be fitted
in only one position (Fig. 80) because of the lo-
cating recesses.
5. Fit the caps. The intermediate cap has a recess
which is faced so that it is over the guide pin.
This ensures that the bearing cap is always placed
in the right position axially. Note the number for
the main-bearing cap, which indicates where it
is to be placed.
 The bearing shell has a protecting lug which fits
the recess in the bearing :seat in the crankcase.
Because of this lug, the crankshaft can only be
rotated in one direction, which means that the
engine is turned over in its direction of rotation
when rolling out the bearing shell.

106310

Fig. 80. Installing thrust washers

6. Fit the main-bearing bolts after oiling the threads.

Tightening torque is 140 Nm ( 14 kpm = 103
Ibfft).
7. Check the crankshaft axial clearance
(0.068-0.268 mm = 0.0027-0.0105).

Changing the crankshaft seals Fig. 8 1. Guide lug ( 1) and guide pin for main-bearingcap (2)

The rear sealing ring (felt ring) is changed when over-

hauling the engine since it is necessary to remove the
flywheel and flywheel casing in order to replace this
seal. The front felt seal can be changed with the engine
installed in the vehicle, but see under "Timing gears".
Main bearings
Inspecting the main bearings
Check the main bearing shells for wear, fracture or
peeled surfaces on the lead-bronze lining. Worn bear-
ing shells or flaked lead-bronze linings must be re-
placed.
Changing the main bearings with the
engine in vehicle '
5. Wipe the bearing journal clean and check it for
damage. With severe damage or if excessive out-
of-roundness is suspected, the shaft should be
removed for measuring if there is access to a
crankshaft gauge.
6. Fit the new bearing shells by rolling in the upper
bearing shell with the pin mentioned in pos. 4.
Anti-clockwise rotate the shaft when fitting.
Check that the projecting lug on the shells are
placed correctly, likewise that the oil hole in the
upper bearing comes opposite the oil channel in
the block Fit the lower bearing and cap. Tighten
the bolts to a torque of 140 Nm ( 14 kpm = 103
Ibfft).
7. Fit. the sump, oil strainer and pipe. Fill with oil.

1. Drain the engine oil and remove the sump to-

gether with oil strainer and pipe.
2. Unscrew the main-bearing bolts and remove a
main bearing cap together with bearing shell.
3. Remove the injectors since this makes it easier
to turn over the engine.
4. Rotate the crankshaft until its oil hole is exposed.
Place a pin in this hole. The pin should be of such
a constructionthat when the crankshaft is rotated
it also rotates the upper bearing shells.
 Group 22 Lubricating System
Construction and Function

Fig. 82. Lubricating system

1 Oil pressure gauge/warning light 7 Main bearings

2 Camshaft bearing 8 Connecting-rod bearings
3 Main oil gallery 9 Oil filter
4 Delivery oil line, turbo-compressor 10 Sump
5 Rocker arm mechanism I I Oil pump
6 Oil gallery t o rocker arm mechanism 12 Oil cooler

The timing gears are shot-lubricated from the inter-

General
The oil pump is situated at the front of the sump and
is driven from the engine timing gears.
Oil is forced from, the discharge side of the pump
through the cooler and oil filter and out into the various
channel of the lubricating system. All bearings and
gudgeon pins, also the rocker arm mechanism and tim-
ing gears, are pressure-lubricated.
mediate gear bearing journal, which is connected via
the main oil gallery to subsidiary channels. The air com-
pressor, turbo-compressor and the injection pump are
also pressure-lubricated.
The oil pressure is limited by a relief valve. It is located
immediately in front of the oil filter. When the pressure
of the lubricating oil becomes excessive, it opens and
allows the oil to flow back to the sump.
Oil pump
The oil pump is of the gear-type. It sucks the oil
through a strainer and suction pipe to the suction side
of the pump.
The oil strainer, which is of the sire-netting type, prev-
ents thicker particles from accompanying the oil, be-
fore the oil is sucked up into the pump.

Fig. 83. Oil pump

1 Journal 11 Idler gear

2 Drive gear 12 Retaining bolt
3 Key 13 Guide pin
4 Drive shaft 14 Housing
5 Axial washer 15 Driving pump gear
6 Bushing 16 Bushing
7 Bushing 17 Cover
8 Retaining bolt 18 Driven pump gear
9 Lock washer 19 Guide sleeve
10 Bearing sleeve 20 Retaining bolt

Oil cooler
The TD70E (F86) engine is fitted with an oil cooler
which is placed in the connection to the oil filter and
consists of a tubular assembly through which coolant
flows. The oil is forced first through the oil cooler and
then through the oil filter.
The function of the oil cooler is to lower the oil tem-
perature, particularly with heavy loads on the engine.

Oil filter
The oil filter is of the full-flow type. It consists of a
housing (bracket) in which the cleaner insert is screwed
tight. The housing is fixed to the right-hand side of
the cylinder block.
The filter element consists of special filter paper. A
relief valve is situated in the bottom of each cartridge
and it allows the oil to flow past the filter paper when
the insert is clogged.
The insert is of the throw-away type and must be
scrapped after use. This simplifies maintance both
u ?,,,,,

from the viewpoint of time and quality. Fig 84. Oil filter and oil cooler
 170 1011

Fig. 85. Oil cooler and piping

 for oil pump on N7/FFA (front axle

Service Procedures

Checking the oil pressure

The oil pressure can be checked by connecting up a
pressure gauge with hose to the connection for the
oil pressure contact. At engine running speed and ope-
rating temperature, the oil pressure should be between
300-500 kPa (3-5 kp/cm2 = 43-7 1 lbf/in2). Should
the pressure go below 5 0 kPa (0.5 kp/cm2 = 7 lbf/in2)
with the engine warm at idling, this does not mean
that there is any leakage as long as the pressure during
the operating speed of the engine does not go below
about 300 kPa (3 kp/cm2 = 4 3 lbf/in2).
The bypass valve is accessible for removal after the
lubricating oil filter has been removed. Check the valve
Fig. 88. Bypass valve
and valve body for wear.
NOTE! The bypass valve should be fitted so that one 1 Flange 4 Relief valve body
hole points straight upwards and t w o obliquely down- 2 O-ring 5 Valve Peg
wards. 3 Spring
Oil pump
Removing the oil pump
1. Drain the engine oil.
2. Remove the sump.
3. Disconnect and remove the oil pipes between
pump and strainer and between' pump and cylin-
der block.
4. Remove the four retaining bolts after having
knocked up the tab washer. Remove the pump.

Disassembling the oil pump

1. Pull off the gear with puller 2654 (Fig. 89). Re-
move the key from the shaft. .
2. Remove the idler gear (2, Fig. 90). This gear is
attached by means of three bolts and is journalled
on a bearing sleeve.
3. Remove the retaining bolts for the pump housing
(10) and remove the housing. If the housing is Fig. 89. Removing the drive gear
firmly fixed, it can be driven out by using two
5 1 16" bolts.
4. Remove the axial washer (13) and press out the
drive shaft together with pump gear.
5. Remove the idler gear (11) from the housing.
Press out the shaft (12) if it has to be replaced.

Fig. 90. Oil pump and drive assembly

Inspecting the oil pump
Check the body for scoring and wear and for leakage
between bracket and pump body. Leakage is indicated
by blackened surfaces. Wear score is not allowed. Mi-
nor defects can be adjusted with an emery cloth. Re-
place the bushings in the pump body and bracket if
the radial clearance between shaft and bushing
amounts to 0.15 mm (0.006) or more. Ream the new
bushings to accurate slight fits. When reaming, the
body must be screwed so tight that it is centred by
the guide sleeves.
If the radial clearance between the gear and the journal
is excessive (above 0.20 mm = 0.008"). replace the
gear.
Check the pump gears for wear on teeth, outer dia-
meter and end face.

Fig. 92. Axial clearance, oil pump drive

Installing the oil pump

1. Fit the pump and tighten up the four retaining
bolts. Lock them with the tab washer.
2. Connect up the suction and delivery lines to the
pump. Fit O-rings on the pipe connections.
3. Fit the sump. Fill with oil.

Fig. 91. Checking the axial clearance Oil cooler

0.07-0.15 mm (0.0027-0.0059")
Assembling the oil pump
1. If the bushings for the driving gear have been
removed, press them in and ream them to
16.016-1 6.034 mm (0.6305-0.63 1 3 ) .
2. Press in the idler gear shaft if it has been removed.
3. ' Fit the drive shaft and its gear on the bracket
(5, Fig. 90).
4. Fit the key (15) in the shaft and press on the drive
gear (14). Make sure correct axial clearance is ob-
tained -(Fig. 92).
5. Fit the pump gear (I 1) and the pump housing.
Tighten the pump housing to the bracket. Check
by rotating that the pump runs easily.
6. Fit the idler gear and tighten up its bearing sleeve.
Lock the retaining bolts.
Pressure-testing the oil cooler
1. Remove the oil cooler from the engine.
2. Let the O-rings remain on the oil cooler flange
for connection to the oil system.
3. Fit pressure tester 6033. Check that it is properly
tight at the O-rings.
4. Connect the pressure tester (A) to a relief valve
and pressure gauge.
5. Close the relief valve and connect it to the work-
sho9 air supply system.
6. Adjust to a pressure of 30 kPa (0.3 kp/cm2 =
4.3 lbf/in2) and allow this pressure to remain for
1 minute. No pressure drop is permitted.
7. Increase the pressure to 500 kPa (5 kp/cm2 =
7 1 lbf/in2) and allow the pressure to remain for
1 minute. No pressure drop is permitted.
If the pressure does drop, then there is leakage and
the oil cooler must be replaced. It is not permitted
to repair the oil cooler.
 Oil channels
If necessary clean the oil channelse in the cylinder block
with cleaning fluid and then with heat or flushing oil
under a pressure of 3-4 kp/cm2 (43-57 lbf/in2).
Clean the oil channelse in the cylinder block, crankshaft
and connecting rods with a brush.

Fig. 93. Pressure testing the oil cooler

Oil filter
Changing the filter cartridge
1. Clean the outsides of the oil filter.
2. Remove the filter cartridge, if necessary, with a
spanner. Scrap the cartridge.
3. Moisten the cartridge packing in oil and screw
the cartridge in by hand until the packing makes
contact with the sealing surface. Then turn the
cartridge a further half turn.
4. Fill the engine with oil and start it. Check for
leakage.
Note! The spanner grip on the lower part of the filter
has been removed on the late prod. type. This means
that an ordinary spanner no longer can be used for
removing the filter cartridge. Use instead special span-
ner 2923 (see page 74).
 Group 24 Fuel System
Construction and Function

Fig. 94. Fuel system, TD70E

1 Leak-off oil line 6 Tank strainer
2 Delivery pipe 7 Inlet pipe, fuel filter
3 Inlet pipe, injection pump 8 Return line
4 Feed pump 9 Relief valve
5 Suction line

General means that return fuel flows through the injection

The fuel injection system is of Bosch make and consists
of an injection pump. fuel filter, injectors and pipes.
As far as the fuel system is concerned, the main dif-
ference between the TD70D and TD70E engines is
in the locaticn of the relief valve. The relief valve for
the TD70E is connected to the injection pump. This
pump before returning to the tank. The fuel flow then
the fuel in the pump fuel chamber and this evens
out the temperature of the fuel in the chamber
will be the same for all the cylinders in the engine.
On the TD70D, the relief valve is placed next to the
fuel filters in the same way as on the older versions
of, e.g., the TD70B.
 Fig. 95. lnjection pump

Cold-start control Pressure equalizer for damping Oil draining

Pressure intake, smoke eliminator pressure waves in fuel chamber Pump camshaft
Fuel inlet Stop lever Tappet
Delivery valve retainer Link Piston spring
Pump element bushing Control arm Hand primer, feed pump
Shims of different thicknesses for -
Oil level plug used when testing Delivery valve in feed pump
adjusting the stroke on pump test bench Shaft end for pump coupling
Delivery valve spring Adjuster screw, low idle Indication plate, engine adjustment
Throttle lever Adjuster screw for max. flow
Pump cylinder
Pump piston
} Pump element Adjuster screw, high idle
Protective cover Governor weight
Relief valve connection (TD70E) Screw plug

already in the low-speed range. Compared with the

Injection pump
~ i95 ~ . the injection pump for the T D ~ O Een-
shows
gine. The injection pump for the TD70D engine does
not have a pressure-dependent full-load stop (smoke
eliminator) (pos. 2). The TD70D-engine, which is spe-
cially adapted to city traffic, does not need a smoke
eliminator since it operates with a large air surplus
TD70E, the TD70D engine also has other types of
nozzles and another adjustment for the injection pump.
The smoke eliminator on the injection pump for the
TD70E engine also has a built-in cold-start function.
On the TD70D-engine, the cold-start function is at-
tained by means of a full-load stop of the cross-bolt
type (see page 63).
Governor torque is available on the arm at low speeds and this
makes for more precise control of the lower speeds.
The RQV governor is an all-speed type centrifugal gov-
ernor. Speed is thus regulated throughout the entire At high speeds, the torque on the arm becomes less
speed range from low idle to high idle. but the centrifugal force is, nevertheless, sufficiently
large at the speed in question that, in spite of the re-
When engine load increases, the speed drops, pro-
duced torque on the arm, this force can alter the p ~ -
viding that the throttle lever is held in the same position
sition of the control rod. The smaller torque on the
all the time. The governor weights then move inwards
arm is an advantage since it makes the governor more
and this causes the control rod to increase the amount
sensitive due to the fact that an alteration in the po-
of fuel injected so that the earlier speed is more or
sition of the governor weights would result in more
less maintained. When the load on the engine reduces,
travel on the control rod so that it is easier t o keep
the speed increases. This throws out the governor
the engine speed at the adjusted value with rapidly
weights and causes the control rod to reduce the
varying loads.
amount of fuel injected at a speed more or less un-
changed. The adjusting values for the governors on the TD70D
and TD7OE engines are the same. The governor de-
Characteristic of the RQV-governor is that the gov-
signation, however, differs due to the fact that the
ernor arm can move on a curve plate (9, Fig. 96). and
governors are mounted on two different types of in-
this varies the lever ratio on the governor arm. More
jection pumps.

Fig. 96.Centrifugal gow

1 Pivot lug
2 Guide screw
3 Lock ring
4 Adjuster bolt (pivot
5 Plug
6 Shaft
7 Sensing arm
8 Pin
9 Curve plate
10 Slide
11 Throttle arm
12 Link arm
13 Cover
14 Link
15 Stop lever (inner)
16 Guide lug
17 Link bolt
18 Spring
19 Sleeve
20 Stop lever shaft
21 Control rod
22 Adjuster nut
23 Spring dish
24 Governor spring
25 Governor weight
26 Angle lever
27 Lock washer
28 Control shaft
29 Housing
Smoke eliminator *--
<-zq
j

The function of the smoke eliminator is to limit the

fuel flow at low turbo-compressor boosting pressure.
When turbo speed rises, the pressure in the engine
intake manifold increases and at approx. 1200 engine
rev/min, the pressure is so high that the smoke elim-
inator is at position for max. fuel flow (Fig. 98, B).
Movement from the diaphragm, which is influenced
when pressure changes in the intake manifold, is trans-
ferred via a linkage system to an angle lever. At the
lower part of the angle lever there is an adjusting screw
for adjusting low flow. At low charging pressure, the
screw rests against the control rod for low max. flow.
At high boost pressure, the other end of the screw
goes against an adjusting screw in the governor hous-
ing for high max. flow.

VOLVO
1 1 5 027
Fig. 97. Smoke eliminator

Cover 9 Adjuster screw for low max. flow

Pressure intake 10 Angle lever
Diaphragm 11 Stop screw for high max. flow
Diaphragm spring 12. Leaf spring for preventing cold-start
Diaphragm rod engagement during operation
Bracket 13 Threaded bushing for adjusting cut-
Guide pin out points
Cold-start control

Fig. 98. Smoke eliminator function

Low boost pressure - small full-load flow
High boost pressure - large full-load flow
Cold-start
On the TD70D, the cold-start device consists of a man-
ually operated full-load stop of the transverse-bolt ,
type. When the cold-start engages, the rocker washer
(3, Fig. 99) pushes in the release bolt, the end of which
pushes aside the transverse bolt so that the control
Full-load volume
rod is uninhibited and can go forward to the start flow
when the accelerator pedal is depressed. After the
starting cycle and after the first over-run, the stop bolt
is pushed back to its initial position by the force of
the spring. The transverse bolt goes back to its original
position and thereby limits the control rod travel at
full-load flow.
On injection pumps fitted with a smoke eliminator,
the cold-start function is built into the smoke eliminator
housing (see Fig. 100 below). At cold start, the cold- pull line released
start shaft (Fig. 100 B) is pulled out about 10 m m
(3/8"). The angle arm of the smoke eliminator and
the stop bolt accompanies the shaft and opens the
way for the control rod to move to the start volume.
The control rod can only reach the start volume when
the governor throttle arm (accelerator)is in the full-load
position (pedal fully depressed). To prevent the cold-
start shaft from being pulled out when the control
rod is not at full load, the leaf spring (Fig. 99) blocks
the control rod travel until the control rod has reached Starting volume
120309
the full-load position. The same thing also happens
if the cold-start control sticks in the pulled-out position. Fig. 99. Cold start (full-load pin) of cross-bolt type
The control rod cannot then go to either the full-load 1 Cross bolt 4 Spring
or start positions after overrun or changing to another 2 Release bolt 5 Stop bolt
gear. This ensures that the engine gets less fuel than 3 ~ o c k e rwasher
it would do at full-load.

Reglerstang
12 I

Fig. 100. Cold-start device, TD70E

A. Normal position B. Cold-start position
Feed pump Fuel filter
The feed pump is of the plunger-type. The fuel filter consists of two filter inserts of the spin-
on type (box type) connected in parallel. The inserts
The pump camshaft eccentric pushes down the feed
contain filter paper with a high degree of filtration.
pump plunger via the roller (3, Fig. 102)and the thrust
bolt (4). This causes a determined amount of fuel to
flow from the suction chamber to the discharge side
and this causes the plunger spring to tension (inter-
mediate stroke).
The thrust bolt, roller and plunger are loosely against
each other. Once the eccentric has carried out its
stroke, the plunger, push rod and tappet accompany
it upwards under pressure from the plunger spring. -med~atestroke
This causes fuel to be pumped from the pressure
chamber across the filter to the fuel injection pump
(pump stroke). At the same time, fuel is sucked from
the fuel tank via the non-return valve on the suction
side to the suction chamber.
The feed pump thus pumps almost the whole of the 1
requisite amount of fuel to the fuel injection pump
during the pump stroke. On the other hand, however, 11
a smaller amount corresponding to the volume of the
thrust bolt is pumped into the discharge chamber dur-
ing the intermediate stroke.
Should the pressure in the fuel line exceed a certain
value, the plunger spring pushes the plunger upwards

@
only a part of the full stroke. The fuel amount per
stroke will therefore be correspndingly less. The great-
er the pressure in the fuel line, the less the amount
of fuel supplied. Pump and suction stroke

Fig. 102. Feed pump

1 Pump camshaft
2 Eccentric
3 Roller
4 Thrust bolt
5 Discharge chamber
6 Plunger
7 Plunger spring
8 Non-return valve (discharge)
9 Suction chamber
10 Non-return valve (suction)
11 Inlet
12 Outlet
VOLVO
115032
Fig. 101. Fuel filter
Injectors
The purpose of the injectors is two-fold. They must
atomise fuel in order t o ensure firing and combustion
and they must distribute fuel spray in the combustion
chamber with the help of air turbulence in order to
achieve a balanced mixture of fuel and air.
The thrust spring tension, which decides the opening
pressure for the injector, is adjusted by means of ad-
juster washers (6, Fig. 103).

Fig. 103. Injector

1 Banjo screw for leak-off fuel 7 Thrust spring

2 Nozzle holder 8 Thrust stop
3 Washer 9 Guide
4 Delivery pipe connection with rod 10 Nozzle sleeve
filter 11 Nozzle nut
5 Leak-off channel 12 Nozzle needle
6 Washers for adjusting opening
pressure

Air cleaner
The air cleaner fitted on the F86 and the N7 is of
the dry type: the oil-bath type is not fitted. Fig. 104
shows the standard air cleaner for the F86.
Special types or air cleaners are fitted in trucks oper-
ating where high dust concentration is prevalent. Such
an air cleaner on the N7 consists of an insert placed
in the bonnet air intakes and are additional t o the stan-
dard air cleaner. On the F86 the standard air cleaner
is fully replaced by a special type, but because it re-
quires much more space, it is primarily intended for
tractive units.

6 7 '8 115 073

Fig. 104. Air cleaner (F86)

1 Cleaner hous~ng 5 Cleaner insert

2 Upper section 6 Cover
3 Connection t o pressure 7 Nut
drop ~ndicator 8 Rubber seal
4 Clamp
Pressure-drop indicator
A pressure-drop indicator has been fitted to indicate
the degree of clogging in the air cleaner. When the i
I
sighting glass is fully red, then it is time to replace
or blow clean the alr cleaner. The pressure-drop in-
dicator is electrically operated on the N7 and actuates
a warning lamp on the instrument panel when it is I
time to replace or clean the cleaner.

Cyclone type cleaner, F86

The cyclone type cleaner on the F86 consists of a Fig. 105. Pressure-drop indicator, F 8 6 (standard type)
standard air cleaner with double filter inserts, the inner
one of which is the safety insert. Thespecial air-cleaner
on the F86 is also provided with a built-in cyclone
cleaner, which consists of a number of vanes placed
round the filter housing. These wings are at an angle.
Incoming air rotates them rapidly and this separates
large dust particles which drop to the bottom of the
cleaner and are conveyed out into the atmosphere
through a rubber-flap valve. The dust particles that
remain are separated from the air when it passes
through the outer filter insert. The air continues on
through to the inner filter insert but this functions
mainly as a safety insert in the case of damage to
the outer insert. The safety insert also prevents dust,
etc., from getting to the clean side of the air cleaner
when cleaning or replacing the outer filter insert.

Fig. 106. Pressure-drop indicator, N 7

Fig. 107. Cyclone filter for F86

1 Cyclone vanes
2 Outer filter insert
3 Inner filter insert
4 Pressure-drop indicator connection
5 Air cleaner housing
6 Bottom
7 Rubber-flap valve
Cyclone cleaner for N7
Each cyclone cleaner consists of an outer housing with
grille (the same grille as that used on the ordinary air
intake for the vehicle) and an inner housing with
cyclone tubes, rubber seal against the bonnet and rub-
ber valve.
Fig. 108. Cyclone cleaner, function
1 Cyclone tube 2 Inner housing 3 Cleaned air
Service Procedures
Bleeding the fuel system
1. Open the bleeder nipple on the fuel filter.
2. Fill the fuel system with fuel by pumping with
the feed pump hand primer. When fuel free from
air bubbles starts flowing, close the fuel filter
bleeder nipple while the fuel is'still flowing out.
NOTE! Remember that the starting heater is en-
gaged at the same time as the starter motor. You
Fig. 110. Bleeding the fuel system
Fig. 109. Cyclone cleaner, location
1 Cyclone cleaner
can spare the batteries, if the starter motor is used,
by turning over the starter motor only for short
periods during the bleeding.
In addition to the filter on the TD70D engine, the
injection pump should also be bled by slackening
the pressure equalizer several turns.
Injection pump
Removing the injection pump
1. Clean thoroughly the injection pump, the pipe lines
and the part of the engine nearest the pump.
2. Disconnect the delivery pipes and other lines and
controls to the pump. Fit protective caps on all
connections to prevent dirt getting into the pump.
3. Undo the bolts (12, Fig. II I ) on the pump cou-
pling to enable the rear flange to be separated
from the intermediate part of the pump coupling.
NOTE! The nuts must not be turned when re-
moving or installing.
4. Remove the pump retaining bolts and lift off the
pump. Observe due care not to damage the steel
discs.
5. Send the pump to a diesel workshop for servicing.
 Fig. 112. Flywheel graduation marking

TD70D 1a19' B.T.D.C. TD70E 20-21' B.T.D.C.

Fig. 1 11. Pump coupling

Steel discs 9 Nut 112). Make sure that the sighting line from the
Front flange 10 Rear flange mark on the flywheel over the pointer to the eye
Washer 11 Nut is at right angles from the flywheel. If this is view-
Washer 12 Bolt ed from the side, it is possible to err a few degrees.
Nut 13 Bolt
Bolt 14 Nut 3. Mount the pump on the bracket after having re-
Intermediate part 15 Clamp bolt leased the clamp bolt (15, Fig. II1) and push
Bolt the coupling forwards on the shaft.
4. Mount the pump coupling rear flange on the pump
shaft and rotate it so that the line-up mark is op-
posite the line-up markon the pump end adjusting
plate (Fig. 1 13).
Overhauling the injection pump
Concerning the instructions for overhauling the injec-
tion pump and governor, refer to the repair and ad-
justing data issued by the Bosch Factory or its re-
presentatives on the respective markets. If a workshop
does not have its own specially trained personnel for
repairing injection pumps or the requisite testing equip-
ment, the injection pump and governor must be sent
to a Bosch workshop for the overhaul.

Installing/adjusting the injection

pump on the engine
Before installing the pump, make sure that it is in good
condition and, if necessary have it tested and approved.
Do not remove the protective plugs until the pipes
are ready to be connected up. Check that the pump
and governor are filled with oil to the correct level.
Adjustment is as follows:
1. Turn over the engine in its normal direction of
rotation until both valves for IVo. 1 cylinder are
closed (compression stroke).
2. Once both the valves are closed, continue to turn
over the engine to the adjustment graduation on
the flywheel (see under "Specifications") is op- Fig. 1 13. Line-up marks, injection pump - pump
posite the pointer on the flywheel casing (Fig. coupling
 Join the intermediate part of the pump coupling
to the flange on the pump by pushing back the
coupling onto the drive shaft for the timing gears.
Make sure that the dished washers are placed
between the rear flange on the coupling and steel
discs. Tighten the bolts (12). IMPORTANT! The
nuts must not be tightened when removing or
installing.
Finally lock the front flange to the drive shaft by
tightening the clamp bolt (15). Make sure that
the steel discs are flat in position.
Check the adjustment, in other words, the
flywheel adjustment and the line-up marks bet-
ween the pump and coupling by turning back the
engine a half turn and thereafter in its normal di-
Fig. 114. Adjusting the speed
rection of rotation (until firing position for No. 1
cylinder) until the respective line-up marks coin-
1 Stop screw, high idle
cide.
2 Stop screw, low idle
7. Screw tight the delivery pipes. Make sure that
they are not fitted obliquely and tighten up the
nuts well. Use an open-end spanner. Connect up
the fuel lines and a vacuum line (if fitted).
8. Bleed the fuel system according to the instruc-
tions given on page 67.

Seal on injection pump

Checking and adjusting the speed
Low idle
Warm up the engine before adjusting. Check that the
accelerator pedal control pulls the injection pump
throttle arm towards the idle position, when the pedal
is released, likewise that the throttle arm presses
against the rnax. stop when the accelerator pedal is
In addition to having a lead-seal on the max, speed
stop (Fig. 1141, the injection pump must also be lead-
sealed with a view to the fuel quantity (smokedensity).
Certain countries have legally stipulated the max. va-
lues for smoke desnity. In Sweden, the smoke density
must not exceed 4.5 Bosch units or 60 Hartridge units.
This reference to the units points directly to the in-
strument used for the measuring. Instructions ";

pushed to the bottom. Adjust the control if necessary.
1. Run the engine at low idle and check the speed.
2. Adjust the low idle to 7.9-8.8 r/s (475-525 r/m)
by screwing in or out the stop screw (2, Fig. 114)
for the throttle arm.
High idle
The high idle stop for max. speed is lead-sealed.This
seal must not be broken by other than specially qual-
ified personnel. Warm up the engine before checking
the speed.
1. Run the engine off-load at rnax. speed. Check that
the throttle arm on the injection pump can go
against the max. speed stop.
2. Check the speed. If necessary, adjust the stop ( 1,
Fig. 114) for max. speed so that a speed of
42.5-44.2 r/s (2550-2650 r/m) is obtained.
Lead-seal the adjustment.
carrying out the tests are issued by the makers
these instruments.
Note: Exhaust-emission legislation is not the same in
every country, but even where no such legislation ex-
ists concerning rnax. smoke density, the smoke level
should be as low as possible from the viewpoint of
the environment.
After the test has been apprdved, lead-seal according
to the Fig. and lead-seal between the bolts for the
side covers and the diaphragm housing cover on in-
jection pumps with smoke eliminator. Only one smoke
density seal is allowed on each injection pump.
The cold start is lead-sealed (Fig. 1 15 b) concerning
the injection pump without smoke eliminator (TD70D).
 Remove the pressure on the diaphragm fully.
Move back the throttle arm and then again to
max. position.
Adjust low rnax. flow by screwing in the adjuster
screw (2).Screwing it in towards the control rod
cuts down the flow.
Check the cut-out points, see Diesel Test Stan-
dards. If the cut-out points are not according to
the standards, adjust the bushing ( I)
for the diaph-
ragm rod. A higher cut-out point is obtained by
screwing the bushing upwards.

Fig. 1 15a. Smoke-density seal, TD7OE

Fig. 116. Smoke eliminator

1 Diaphragm rod bushing

2 Adjuster screw for low max. flow
3 Stop screw for high max. flow

Check the measurements according to Fig. 117

and the cold-start function. The throttle arm
should be at max. position when engaging the
Fig. 115b. Smoke-density seal, TD70D cold-start. If necessary, bend or displace the spr-
ing tongue.
7. Lead-seal the side covers and the cover over the
diaphragm housing.

Adjusting the smoke eliminator

Note! This adjustment is to be carried out on a pump
test bench.
1. Adjust the throttle arm to max, position. Force
down the diaphragm with compressed air (0.4
kp/cm2 = 57 lbf/in2) so that the screw (2, Fig.
116) goes against the stop (3) for max. flow.
2. Adjust high max. flow, see Diesel Test Standards. Fig. 1 17. Leaf spring (meas. in mm)
Adjust with the stop screw (3).
Injectors Check the nozzle thoroughly.
Replacing the injectors This can be suitably done with a pocket lamp
A. Remove the injector. If necessary use puller 2683 (with magnifying glass) a nozzle microscope. The
with 2991. nozzle sleeve can also be examined under a mi-
croscope. If the seat is intended, the needle must
be replaced together with a sleeve or, if the da-
mage is slight, it can be lapped in a lapping or
nozzle grinding machine.
4. Check the other parts. Clean and if necessary re-
26 . . .
place the rod filter.
5. Dip the nozzle parts in clean diesel or testing oil.
6. Assemble the nozzle using an adjuster washer of
the same thickness as the original one for the
opening pressure.

Testing
The test is carried out in a nozzle tester.

Opening pressure
Two different pressures apply: one for a run-in injector
(see under "Specifications" - "Opening pressure"), and
one which applies to a new or reconditioned injector
with new thrust spring (adjusting pressure). The pres-
sure for a new or reconditioned injector is higher than
that for a run-in injector because a certain margin must
be allowed for fatigue on the thrust spring.
Fig. 1 18. Removing an injector
With a pressure gauge connected, press the lever on
the nozzle tester slowly downwards until the nozzle
opens and releases oil. Read off the opening pressure
at that moment. If it does not agree with the pressure
'lean the 'Opper 'Ieeve surface in 'Ontact with stipulated in the specifications, it must be adjusted.
the injector. This is done by means of adjuster washers.
Fit the new injector. Torque-tighten the nuts to
20 Nm (2 kpm = 15 Ibfft).
3. Check for leakage.

Overhauling the injectors

1. Clean the outside of the injector.
2. Disassemble the injector. Pull the nozzle out of
the nozzle sleeve and place the parts In a de-
resinous fluid. If several nozzles are cleaned at 5
the same time, make sure that the nozzle needles -
and sleeves which belong together are not mixed
%
up with other nozzles and sleeves. To avoid this, \
<.
therefore, the nozzles should be placed on a nozzle
rack or separate reseptacles.
, ,a-
VOLVO
3. A suitable nozzle tool such as Bosch EF 8486 117377

B must be available when about to clean a nozzle.

Use cleaning petrol, diesel oil or varnolene as
cleaning agent. Fig. 1 19. Adjusting the opening Pressure
 Spray pattern
In the chatterless area, the oil is not atomized but ap-
pears in the form of a distorted spray pattern. At a
pump speed of 4-6 strokedsec., the spray pattern
should be similar and the oil atomized.
After completing the test, plug the pipe connections
and nozzle points with protective caps.

Changing injector copper sleeves in

the vehicle
1. Drain the coolant.
2. Remove the injector.
3. Pull out the copper sleeve with extractor 2 18 1.
4. Remove the O-ring seal in the upper part of the
cylinder head. Clean the O-ring groove and the
sealing surface between the cylinder head and
copper sleeve. Fit a new O-ring in the cylinder
head.
5. Remove the inspection cover on the flywheel cas-
ing and turn over the engine until the piston in
the cylinder where the copper sleeve has been Fig. 120. Installing a copper sleeve
replaced is at bottom dead centre. Fit the inspec-
The indication on the sleeve (see arrow) should point
tion cover on the flywheel casing.
upwards between the valves (when fitting the sleeve).
6. Fit the copper sleeve with tool 6008. This recess is only on stocked sleeves.
7. Unscrew the tool widening pin and place the new
copper sleeve on the tool. Screw out the nut for
the tool spindle.
8. Screw in the widening pin.
9. Oil the outside of the sleeve and push the sleeve 12. Screw down the nut until the tool spindle releases
and tool into the cylinder head. Check that the from the sleeve. Then pull up the spindle and re-
indication mark for the sleeve (recess) points move the remainder of the tool from the cylinder
straight upwards (according to Fig. 120). head.

10. Move down the widening tool with the injector 13. Fit the injector.
retaining nuts until the copper sleeve bottoms in 14. Fill with coolant.
the cylinder head.
15. Check for leakage.
11. Hold securely the widening tool spindle and screw
down the large nut. The widening pin is then Note: If the cylinder head contact surface is damaged,
pressed through the lower part of the copper it can be repaired to a certain extent with the special
sleeve. tool shown overleaf.
Changing the injection copper sleeves
(Cylinder head removedl
The contact surface for the copper sleeve in the cylin-
der head can be more accurately checked by removing
the cylinder head. It is most important that the contact
surface is in good condition.
If there is rust and carbon deposits on the contact
surface, remove these with cleaning tool 6048. The
surface must be absolutely clean. Note that the clean-
ing tool 6048 must only be used on the removed cylin-
der heads, otherwise there is risk of rust, carbon and
metal particles getting into the engine.
Otherwise the same method as for changing a copper
sleeve in the vehicle applies.
Checking the fuel feed pressure
Connect the banjo nipple 6066 and pressure gauge
6065 to the output on the discharge side of the fuel
filter.
In other words, the pressure is measured after the
fuel has passed through the filter insert. Run the engine
at low idle for the check
The feed pressure must not go below 10 kPa (1.0
kp/cm2 = 14 lbf/in2) (TD70D = 6 kPa = 0.6
kp/cm2= 8.5 lbf/in2).
Read off the pressure gauge within 1 minute.
Fig. 121. Checking.the feed pressure
Feed pump
Disassembling the feed pump
1. Screw tight the pump to a mounting plate and
fix the plate in a vice.
2. Unscrew the hand primer and remove the suction
valve.
3. Remove the plug for the delivery valve and then
the valve.
Remove the plug for the pump plunger. Remove
4.
the spring, plunger and thrust bolt.
5. Press in the roller and hold it there in position
with a small screwdriver, etc. Then drive out the
stop pin and remove the roller and spring.
6. Clean all parts in clean diesel oil.
Inspecting the feed pump
Examine the feed pump valve seats. If the sealing sur-
face is damaged, it can very often be adjusted with
a grinder and grinding paste. Examine the sealing sur-
face on the valves. Replace damaged valves.
Check the plunger seal in the liner and the plunger
spring tension.
Check the other parts and replace those that are da-
maged or worn.
Assembling the feed pump
Observe the greatest cleanliness and wash the parts
in clean diesel oil before assemling them. Fit protective
plugs on the connections if the pump is not to be
installed immediately.
Fig. 122. Plunger-type feed pump
1 Outlet valve 3 Plunger
2 Inlet valve 4 Tappet
Fuel filters
Replacing the fuel filters
1. Clean round the edge of the filters' cover.
2. Unscrew and scrap the filters cartridges. If ne-
cessary use 2923.

Fig. 123. Removing the fuel filters

Fig. 124.. Fluid gauge, connecting-up for checking pres-
sure-drop indicator
3. Screw on the new filter cartridge by hand until 1 Pressure-drop indicator
the gasket makes contact with the cover and then, 2 Measuring scale
still by hand, a further half turn. 3 Vacuum
4. Bleed the fuel system. 4 T-piece
5 Hoses
5. Start the engine and check round the filters for 6 Vacuum
leakage.

If the lamp and circuit are in good condition and the

lamp still does not light within the pressure-drop range
indicated, replace the pressure-drop indicator.

Replacing the filter insert, F86 (normal

type)
Air cleaner The dry-filter insert is of the throw-away type.
Checking the pressure-drop indicator
1. Unscrew and remove the pipe between the filter
1. Connect the pressure-drop indicator according to
and turbo-compressor or between the filter and
Fig. 124.
shutter housing, depending on engine type.
2. Suck in the hose (pos. 6). The pressure-drop in-
2. Release the clamps. Lift up the upper section. Re-
dicator should give a max. reading at 440-560
move the filter insert.
mm watercolumn. Replace the pressure-drop in-
dicator if faulty. 3. Clean the filter container and the upper part thor-
oughly. Fit a new filter insert. The dry-filter insert
The pressure-drop indicator on the N7 is electrically
cannot be washed. Make sure that the gaskets
operated. Even this indicator can be tested according
are securely fitted and that the insert is properly
to the foregoing. But before doing so, check to make
clamped so that air cannot flow past at the side.
sure that the warning lamp and circuit are in good
Fit the upper section.
condition by switching on the switch under the lamp.
The lamp should then go on. If not, check for a fault 4. Re-fit the remaining removed parts and set the
in the lamp or the circuit. pressure-drop indicator in function.
Cleaning the air cleaner with double
filter inserts
When the sighting glass on the pressure-drop indicator
is completely red (note this with the engine switched
off since the indicator locks when the glass is red),
clean the outer filter insert or replace it. Normally, it
is not necessary to replace the inner filter insert. How-
ever, should the sighting glass indicate red even after
cleaning or replacement of the outer filter insert, then
this is a sign that the inner filter insert is also clogged.
The inner insert may not be cleaned but must be re-
placed. Otherwise, the inner insert should be replaced
when the outer insert shows cracks or holes in the
filter paper or seals. Also when the outer insert has
been washed 3-6 times.
To prevent the inner insert from becoming clogged
when removing the outer insert, make sure that no
dirt or dust gets into the inner insert. Clean the inside
of the cleaner housing before fitting the outer insert.
If the inner insert has to be placed, the entire cleaner
housing syould be cleaned. Make sure that no dust
gets into the cleaner outlet studs.
Before starting the engine, re-set the pressure-drop
indicator by depressing the button or rubber on the
end of the indicator.
Cleaning the outer cleaner insert
There are two different methods for cleaning the outer
insert. If the filter paper indicates cracks, etc., or if
the outer filter has been washed 3-6 times, it must
be replaced.
Method 1: Use compressed air (max. 7 kp/cm2 = 100
lbf/in2) and blow through the insert from
inside and out. Move the air nozzle up and
down in the longitudinal direction of the
cleaner while turning the cleaner at the
same time.
Method 2: Clean the insert in a non-foaming washing
detergent, e.g., Donaldson D- 1400 or cor-
responding, approx. 15 grammes per litre
water.
Allow the cleaner insert to remain in the
35-40C (95-105OF) warm washing so-
lution for 15 minutes, and then rotate the
insert back and forth for about 2 minutes
(to enable loose particles to drop off). If
the insert is oily and/or dirty in any other
way, the steeping time must be increased
from 15 minutes to 2-3 hours. Then flush
the filter through with clean water (max.
3 kp/cm2 = 43 lbf/in2 pressure) from in-
side the insert and out until the water is
no longer dirty.
Allow the cleaner insert to dry (max. 80C
= 176OF) before fitting it back in the air
cleaner. Compressed air must not be used
for drying the insert.
It is important that the cleaning is done
thoroughly.
Check the filter insert for cracks by shining through
the insert from the inside with a lamp. If the filter
paper is cracked, the insert must be replaced.
Replacing the filter insert, N7
1. Remove the wing nut for the air cleaner cover.
2. Remove the cover, remove the wing nut for the
insert and lift out the insert.
3. Clean the inside of the air cleaner.
4. Check the cleaner insert. If slightly dirty, the insert
can be blown clean with compressed air (max.
6 kp/cm2 = 105 lbf/in2). Note that the air must
be blown from inside the insert and out. After
the cleaning procedure, check thoroughly the in-
sert, e.g., by shining through with a lamp from
the inside to look for any cracks and other da-
mage. If the insert is damaged, it must be re-
placed.
5. Fit the cleaner insert. Make sure that -the insert
gasket fits properly against the bottom of the air
cleaner housing otherwise there is risk of the filter
being fitted wrongly.
6. Hold the insert pressed against the air cleaner
housing inner end and screw on the filter wing
nut. Tighten the wing nut well by hand, at least
3 turns from the first contact against the plastic
bushing.
7. Fit the air cleaner cover. Make sure that it fits
well all round. Tighten up the cover wing nut well.
Installing the complete air cleaner, N7
1. When installing the complete air cleaner, check
that the air cleaner housing guide pin guides down
into the hole of the retaining bracket which is
placed about 80 mm (6") from the lower end of
the bracket. This guide is necessary in order to
locate the cleaner exactly.
 Fit the retaining band and tension tight the air
cleaner with eccenter lock. Adjust the eccenter
lock to obtain as tight a fit as possible without
deforming the filter housing.
Connect the rubber bellows between the cleaner
and turbo. Push in the bellowsabout 30 mm ( 1.2")
on the respective studs and place the hose clamps
about 5 mm ( 0 . 4 )from the respective ends of
the rubber bellows.
If necessary, adjust the hose clamp which clamps
the bellows tight against the connection studs on
the turbo by folding down the lever (correspond-
ing locked clamps) and then by tighten the ten-
sioning screw so that a firm band is obtained.
VOLVO
If the lever cannot be folded downwards, slacken 108 412
Fig. 125. Installing the air cleaner
the screw the necessary number of turns.
Make sure when installing the sealing collar for
the intake opening that it is pressed evenly against
the stud.

Cyclone cleaner insert, N7

Normally, it is not necessary to clean the cyclone clean-
er insert. The cleaner insert, on the other hand is flush-
ed with water, but it first must be removed from the
vehicle. Dust separated from the air here runs out
through the rubber valve when the engine stops. By
pressing on the valve, e.g., at the daily check on the
vehicle, one can make sure that no dust remains in
the valve.
Note! The function of the rubber valve to act as a
non-return valve is decisive for the function of the
cyclone cleaner insert. It must not take in air and it
is, therefore, important that a damaged valve is re-
placed et the first servicing opportunity.
Fig. 126. Rapid emptying of rubber valve

Fig. 127. Cyclone cleaner insert for N7

 Group 25 Intake and Exhaust Systems
Construction and Function

F86 - 497630 above means

F86 with automatic transmission

General
The intake system consists of an intake pipe, starting
heater(TD70E) and connection pipe between the start-
ing heater and the turbo-compressor. There are dif-
ferent kinds of connection pipes to suit the different
types of vehicles.
The air intake on the F86 is placed behind the cab
with the intake opening level with the roof. On the
N7, air is taken in through a duct cast in the bonnet.
This duct branches out of the intake opening in the
sides of the bonnet.
The exhaust system is made up of an exhaust manifold,
a front-section exhaust pipe, silencer and tail pipe. The
exhaust manifold can be divided into a front and rear
section sealed together by means of piston-ring type
seals. As an alternative to the standard silencer, there
is also a silencer which has been approved as a spark
extinguisher. On F86s fitted with the TD70D used for
special purposes the exhaust pipe can be fitted ver-
tically.
 Fig. 128. Intake system, F86

1 Protective cap 4 Air cleaner

2 Stack 5 Turbo intake
3 Bracket

Fig. 129. Intake system, N7

Exhaust pressure governor
The exhaust pressure governor is to the
exhaust system immediately after the exhaust turbine
in the turbo-unit.
Its function is to act as an exhaust brake when braking
the vehicle and also to warm up the engine when start-
ing and during idling by pulling a load on the eninge.
Loading is achieved by the exhaust pressure governor
constricting the exhaust flow so that the engine must
work against a backpressure and this increases the
combustion temperature. The higher the combustion
temperature is, the more effective will be the com-
bustion. This means less white smoke and smelly ex-
haust gases.
Construction and Function
The exhaust pressure governor consits of an air-oper-
ated piston which is connected to a shutter (19, Fig.
131). When the governor is switched on, air under
pressure is supplied to the piston (13, connection C)
and the piston is pushed into its inner position in the
cylinder. When the piston is in this position, the shutter
Fig. 130. Exhaust pressure governor (11, shutter housing (2)
closes off the outlet opening on the diffusor almost
wholly except for a few minor holes (2 1). This causes
the engine exhaust gases to act as a brake and the
pressure rises.
At low idling and when warming up the engine, that
is, at low speeds with small exhaust quantities, the
exhaust gases are able to flow out through the small
holes (21) at such a rate that the exhaust gas back-
pressure does not rise to any higher values.
When the speed increases and the exhaust gases in-
crease, the holes (2 1) are insufficient to keep the pres-
sure low so that the pressure rises until the shutter
opens. The shutter opens exactly enough for the force
from the exhaust gases to balance the force from the
compressed air. The compressed air, which issupplied
form the vehicle brake system, is operated by a so-
lenoid.
At low idle and when the engine is being run warm
the exhaust pressure governor is operated by a rocker
switch on the dashboard. When the exhaust pressure
governor is used as an exhaust brake, engagement
is by means of a foot switch.
and turbo-compressor (3)
 Fig. 13 1. Exhaust pressure governor (shutter in rest position)

A. From exhaust turbine

B. To exhaust manifold
C. Connection for compressed-air line

1 Seal 12 Washer
2 Hole for cooling air 13 Nipple
3 Bushings 14 Piston
4 Return spring 15 Cylinder
5 Piston rod 16 Wear washer
6 Piston sealing ring 17 Bearing housing
7 Washer 18 Shutter housing cover
8 Nut 19 Shutter
9 O-ring 20 Shutter housing
10 Lock nut 21 Holes for low speed
11 Cylinder cover 22 Diffusor

Fig. 132. Exhaust pressure governor, function

A. L o w idle and when running engine warm B. Exhaust gas braking

Exhaust pressure: 4C-100 kPa Exhaust gas pressure: max. approx.
(0.4-1.0 kp/cm2 = 6-14 Ibf/in2) 300 kPa (3.0 kp/cm2 = 43 Ibf/in2)
depending on speed Air pressure: 65C-800 kPa
Starting heater
The starting heater is electrically operated. Its function
is t o facilitate starting and to reduce exhaust smoke
when starting in cold weather. It consists of three band
elements connected in series and is placed between
the connection pipe from the turbo-compressor and
the engine intake manifold. The output is approx. 2.7
kW.
The starting heater is engaged with the ignition key,
which can be turned to 4 positions:
0-drive-glow-start. When the key is turned to"glow",
current flows to a cut-in relay which in its turn cuts
in the current to the starting heater. This heats up
the element to a red glow (approx. 700C = 1292OF).
The element then heats up the surrounding air in the
intake manifold. The ignition key is then pushed in and
turned further to the right to "Start" and this engages
the starter motor. To prevent the engine from stopping
again immediately after starting because of the cold
air flowing in, it is better to move the key back to
"Glow" for continued heating up of the air. "Glow"
can be engaged on this occasion for several minutes
without damaging the starting heater. The engine inlet
air cools the element during this time.

Fig. 133. Starting heater

Service Procedures

Checking the starting heater

Check the starting heater with a voltmeter. Turn the
ignition key to "Glow". The voltage drop across each
of the outer band elements should be approx. 8 volts.
If thewoltmeter does not indicate any voltage or if
the voltage drop is low, check the following:
- starting heater is not functioning, starting spray may
Battery voltage. If necessary charge the battery.
- Electric cables, poor contacts or breakages.
- Ignition key: Check by wiring past the ignition key.
- ment housing with your hand).
Relay. Check by wiring past the relay with a
heavy-duty electric cable.
If the voltage drop across the starting heater is still
not the correct voltage, replace the heater.
Warning! Gas (ether, e.g.1 must not be used to assist
in starting the engine.
All kinds of starting spray, ether, gas, which is sprayed
into the air intake can be ignited by the hot starting
heater and cause an explosion. The consequences of
this could be serious not only to persons but also to
the engine components such as the compressor wheel
in the turbo, the air intake, etc.
In cases of emergency where it is suspected that the
be used but on this occasion it is absolutely essential
that the wiring to the starting heater is disconnected
and the starting heater itself is not warm (feel the ele-
Difficulties in starting even when the starting heater
is functioning are often due to far too short a warming-
up time: up to 70 sec. should be used for this at am-
bient temperatures from -1 5OC (5OF) and downwards.
If the engine does not start after the prescribed pre-
heating, check to make sure that the injection pump
is getting fuel and that the fuel is free from air bubbles
before making the next attempt at starting.
Exhaust pressure governor Disassembling the exhaust pressure
The first thing that should be done when checking
governor
the function of the exhaust pressure governor is to 1. Remove the nuts (8,Fig. 134)and lift off the cover
check the exhaust braking function. (1 1).
Increase engine speed to approx. 1500 r / m and en- 2. Remove the lock nut (10). Remove the cylinder
gage the exhaust brake with the foot contact. The together with the piston.
noise from the engine should then alter noticeably. 3. Lift out the return spring (4), the bearing housing
If it does not, discontinue the test and check the electric (17) and the wear washer (16).
circuit for the exhaust pressure governor.
4. Remove the shutter housing and the piston rod.
If the electric circuit is functioning properly, connect
5. Remove the washer and seal (1)from the bearing
up a pressure gauge to the governor air intake. Check
housing. Use a screwdriver and remove the wash-
the air supply. If the governor still does not function
er from the seal.
when engaged, remove it from the engine.

Function test:
After removing the exhaust pressure governor from
the engine, apply an air pressure of between 6.5-8.0
kp/cm2(92-1 14 lbf /in2) to the exhaust pressure gov-
ernor pressure intake. Checkthe length of stroke which
should be min. 32.5 mrn (1.28"). Release the com-
pressed air. The shutter should then return to rest po-
sition within 1 second. The clearance between shutter
and shutter housing is max. 0.3 mm (0.0 12"). The clea-
rance between shutter and diffusor, when exhaust
braking, is max. 0.3 mm (0.012").

120 321

Fig. 134. Exhaust pressure governor (also shown on page

1 Seal 13 Nipple
3 Bushings 14 Piston
4 Return spring 15 Cylinder
6 Piston sealing ring 16 Wear washer
8 Nut 17 Bearing housing
10 Lock nut 18 Shutter housing cover
1 1 Cylinder cover 19 Shutter
12 Washer
6. Using drift 6068 remove the bushings from the 3. Fit the bearing housing bushings with drift 6068.
bearing housing. Check that the bushing slots come opposite each
other.
4. Fit the. seal and washer in the bearing housing.
Lock the washer.
5. Assemble the shutter housing cover and shutter
housing and fit the piston rod.

Fig. 135. Removing the bushings

7. Remove the piston from the cylinder. Take care

not to damage the inside of the cylinder.
8. Carefully remove the seal from the piston. Use
a screwdriver and pliers for this purpose.
Fig. 137. Installing the piston ring
9. Clean and check all the parts.

6. Fit the bearing housing.

Assembling the exhaust pressure
governor
1. Fit the piston seal on the piston. Observe due
care with the grooves on the inside of the seal
to make sure they are not damaged.
2. Fit the piston in the cylinder. Use a piston ring
compressor (60-120 mm = 2.4-4.7") and a drift.
Be careful not to damage the cylinder.

Fig. 138. Installing the bearing housing

7. Fit the wear washer and spring. Fit the cylinder

together with the piston. Tighten the piston lock
nuttoatorqueof 10-11 Nm(1.0-1.1 kpm=7-8
Fig. 136. lnstalling the piston IbfFt).
 -- Solenoid for exhaust pressure gover-
nor
.
. . .-
..
When the exhaust pressure governor engages, the
shutter in the governor must not strike against the
...
diffusor too hard.
A special washer ( I , Fig. 141) for constricting the air
has been placed therefore in the angle nipple at the
in!et of the solenoid. This washer causes the shutter
to close in a slow, smooth way and it thereby reduces
the risk of possible damage to the internal parts of
. .
the governor.
. .
.... . .
For this reason, always check the location of the wash-
. -
er in the event of damage to the exhaust pressure
governor shutter, etc.
Fig. 139. Installing the wear washer
NOTE! It is important that the washer for constricting
the air flow is placed in the correct angle nipple and
that it is not omitted. It is easy to lose this washer
since it is fitted loose in the nipple.
Incorrect location of the washer in the control line an-
gle nipple will still delay the closing of the shutter but,
because it is incorrectly placed, it will delay the return
of the shutter and this in its turn will give rise to dense
exhaust smoke and poor engine pulling power.

Fig. 140. Tightening piston lock nut

Fig. 14 1. Solenoid

1 Constriction washer, part number 1507 313-3

8. Fit the O-ring in the cover. Fit the cover. Tighten 2 Feed line
the nuts to a torque of 4-5 Nm (0.4-0.5 kpm 3 Control line
= 3-4 Ibfft). 4 Evacuation
 ad!d 6u!iua/\ t.
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General
The main components of the cooling system are: ra-
diator, fan, pump, thermostat housing with thermos-
tats and expansion tank. Because of space require-
ments, the external cooling system on the F86 differs
in construction from that on the N7, see Figs. 142
and 143.
The principle behind the engine's internal cooling
system with a channel running the length of the cylin-
der block, coolant circulating round the cylinder liners
and up through the cylinder heads, for cooling valves
and injectors and finally coolant flow to the thermostat
housing is the same irrespective of differences in the
external cooling system.
Fig. 143. Cooling system, N7
1. Coolant pump
2. Venting hose
3. Heating system
4. Air-separation tank
Expansion tank and air-separa-
tion tank, N7
The expansion tank and the air-separation tank are
placed on the right-hand side of the cowl. The bottom
of the expansion tank is connected to the air-sepa-
ration tank, which in its turn is connected partly to
the heating system and partly to the engine at the
coolant pump inlet. When the engine is running, air
is separated due t o the connection between the ther-
mostat housing and the air-separation tank. Air bub-
bles in the air-separation tank rise to the upper part
of the expansion tank where there is normally an air
cushion. Re-circulation from the heating system and
the expansion tank takes place via the connection to
the coolant pump intake side.
'The air-separation tank contains an electronic level
sender which gives warning of too low coolant level
in the system.
5. Expansion tank
6. Heating system venting pipe
7. Heating control valve
Thermostats
The T D 7 0 engine has t w o thermostats. Both have an
opening temperature of 76OC (16gF).
The capillary tubes in the thermostats contain wax.
When the temperature rises, the heat causes the wax
to increase in volume and the thermostat valve opens
for coolant circulation through the radiator. At the
same time the by-pass valve shuts off the passage
for re-circulation inside the engine. When the coolant
is cold, the thermostat valve is closed and the by-pass
valve open.
Under certain conditions, replacing the thermostats Fig. 144. Thermostat
because of ambient temperature may be recommend-
ed. In the event of extremely high ambient temper- 1 Thermostat valve 3 Cartridge
atures, one thermostat which opens at 76OC ( 16gF) 2 Retainer 4 By-pass valve
together with one which opens at 66OC ( 150F) al-
ternative or t w o thermostats which open at 66OC
( 150F): and at very low ambient temperatures there
are t w o which open at 8 I 0 C ( 1 78OF).

Coolant pump
The coolant pump is of the impeller type. It is driven
by twin belts from the crankshaft pulley. The drive
belts are adjusted by means of an adjustable tensioning
pulley.

105829

Fig. 145. Function of thermostats during heating-up period

A. By-pass pipe for the return of coolant within the engine.

115055

Fig. 147. Coolant pump

1 Pulley 8 Pump housing

2 Circlip 9 Deflector
3 Hub 10 Impeller
4 Shaft 11 Wear ring
5 Front bearing 12 sling& ring
105 830
6 Intermediate bearing 13 Spacer sleeve
7 Rear bearing Fig. 146. Thermostat function, full circulation
Thermostat-controlled fan, N7
The thermostat fan consists of a fan and a drive shaft
linked together by means of a fluid coupling. This cou-
pling consists of a drive plate (8) placed in a coupling
housing (9). A 0.1 mm (0.004") air column is to be
found on either side of the drive plate. During full en-
gagement of the fan, the air columns are filled with
oil (silicon oil).
During driving, the oil flow can flow in either of two
ways and it is the temperature round the bi-metal
washer which decides which way the oil flows and
thereby the extent the fan is engaged. At low tem-
peratures, the valve (6) is closed and oil flows from
the coupling housing (9) via the return channel (3) to
the oil space in the cover (2). This reduces fan speed
to about 1/ 4 of the speed for the drive shaft ( 1 I),
which corresponds to the minimum degree of engage-
ment. At higher temperatures, the valve (6) opens and
oil then flows through the valve opening t o the drive
plate (8) in the coupling housing. The more the valve
opens, the more the fan engages. However, the fan
speed cannot be higher than 95% of the drive shaft Fig. 148. Control device
speed, and 5 % constitutes slipping. a. Oil channel
The fan control function can be maintained by means
of t w o inhibitor lugs (10). These are pushed into re-
cesses in the drive shaft. Avoid driving for lengthy per-
iods with the fan blocked otherwise there is risk of
damaging the fan bearing.

1 Temperature-sensitwe bl-metal washer 7 Dr~veplate

2 Cover 8 Ball bearrng
3 Oil scraper 9 Coupling hous~ng
4 Control pin 10 Inhibitor lugs (two, placed diametrically)
5 Valve 11 Drive shaft
6 Intermediate plate and valve arm
 Service Procedures
Always use anti-freeze recommended by Volvo (ac-
cording to British Standard BS315 1, Type B, with cop-
per inhibitor). Other fluids can reduce the coolant per-
formance of the engine due to foam, etc.
The coolant system is filled at the factory with 40%
anti-freeze and 60% water. This mixture provides pro-
tection against freezing down to -25OC (-13OF) and
can be used during the first winter period providing
that the protection against frost is adequate. The coo-
lant should thereafter be changed once a year, suitably
in the autumn.
The anti-freeze has a double function: it must protect
the cooling system against damage from freezing, and
it must protect it against rust. For this reason, never
use a mlxture of coolant which has less than 40%
anti-freeze in the winter and 30% in the summer.
At lower temperatures more anti-freeze is required
as follows:
Cooling system Requisite amount in litres (gals.)
capacity, litres
(gals.) for protection against frost down to:
-25OC -30C -40C
(-1 3OF) (-22OF) (-40F)
approx. 3 0 approx. 12 approx. 13 approx. 16
(16.6) (2.6) (3.5)
The lowest protection against freezing, -56OC (-60F)
is obtained if the system is filled with 18 litres (4 gals.)
glycol.
Rustproofing
In warm countries where anti-freeze is not required,
the system must be filled with water and rustfroofing,
Volvo 277 356, or corresponding. The rustproofing
supplied by Volvo is packed in bags of 1 13 grammes
(4 OZS.)which is sufficient for 8-10 litres (2 gals.) of
water. The coolant must be mixed before being added
to the system.
Draining /filling coolant
The cooling system on the N7 is drained with the help
of drain hose 6049, see page 22.
Excessive coolant temperature
Excessive coolant temperature can be due to:
Low coolant level
Clogged radiator (reduced through flow)
Poorly tensioned drive belts
Clogged cooling system
Faulty thermostats
Faulty temperature gauge
Incorrectly adjusted injection pump with respect to
dwell angle.
Too low coolant temperature
Too low coolant temperature may be due to:
Faulty thermostats
Faulty temperature gauge.
Checking radiator for clogging
Make sure that the radiator tubular system is not clog-
ged on the outside with insects or other impurities
which can prevent air from flowing through. Impurities
can be flushed off with water. If the tubular system
discs are dented because of flying gravel, put them
right.
Check to make sure that sealing strips between fan
shroud and radiator and, in certain cases, between the
radiator and front end, are not loose, etc.
Adjusting the drive belts
Replace belts which have become oily, worn or da-
maged in any other way. Replace both belts at the
same time. The belts are tensioned by means of the
tensioning pulley. The tension on the belts is correct
if it is possible to depress the belts about 10 mm (318")
midway. Tighten the tensioner nut to a torque of 120
Nm ( 12 kpm = 88 Ibfft).
Filling with coolant
Mix the anti-freeze with water to the right quantity
in a clean, separate vessel, which can be used for filling
the cooling system.
Then fill through the filler opening in the expansion
tank. Do not fill so rapidly that air pockets form in
the system. Give the air an opportunity of flowing out
through the filler opening.
The engine must be switched off when filling
the cooling system
The engine must not be started until the cooling
system has been bled and fully re-filled.
During the filling, the heater control should be at
WARM.
Coolant losses
There are two types of coolant losses:
Coolant losses during driving
Coolant losses when stopping a hot engine.
Coolant losses during driving may be due to a leaking
cooling system or air or combustion gases are forced
into the cooling system and eject the coolant through
the delivery valve. The fault may be in the air com-
pressor for the brake system or in leaking cylinder head
gaskets.
Loss of coolant when stopping a hot engine may be
due to a faulty delivery value.
Checking the temperature gauge
Remove the temperature gauge sender and lower it
into heated water. Use a thermometer and read off
the temperature of the water. Compare this with the
reading on the temperature gauge. The light-grey field
concerns a temperature range between about
60-90C ( 140- 194OF).
Leakage check
Connect pressure tester 2680 to the expansion tank.
Adjust the pressure-redcution valve to 0.5 kp/cm2 (7
lbf /in2).
Plug the drain line from the delivery valve, if a separate
one is fitted. Ease up on the pressure and close the
cock so that any leakage can be discovered by seeing
if the pressure gauge drops. If the leakage is difficult
to trace, drain the coolant and apply air to the while
putting soapy water on hose connections, drain cocks,
etc., until the leakage is discovered.
Fig. 150. Tool 2680 for pressure-testing cooling system
1 Pressure gauge
2 Setting knob
3 Reduction valve housing
4 Shut-off cock
5 Cap for fitting on expansion tank
NOTE! The pressure gauge relief valve (adjusting knob)
must always be screwed out before the test in order
to prevent overpressure from arising. Increase the
pressure by screwing in the valve.
Thermostats
Removing the thermostats
1. Drain sufficient coolant.
2. Remove the upper connection pipe from the ther-
mostat housing. On the F-truck, the expansion
tank must be removed first.
3. Lift out the thermostats.
Checking the thermostats
1. Lower the thermostats into heated water.
2. With a thermometer check the temperature when
the thermostats start opening and when they are
fully open.
Marking 76
The thermostats should start opening at
74-76OC (165-1 69OF)
Fully open at. . . . . . . . . . 84-88OC (183-190F)
Check the closing function and make sure that the
thermostats are fitted tightly against their seats. Re-
move any rust flakes, deposits, etc. Damaged ther-
mostats or thermostats which do not maintain the
opening temperature indicated must be replaced.
Installing the thermostats
Use new seals when installing the thermostats. Fit the
seals on the thermostats. Place the thermostats in the
thermostat housing and fit the upper connection pipe
as well as the expansion tank (applies to F-truck).
Coolant pump
Removing the coolant pump
1. Drain the cooling system and remove the fan. The
fan removal applies to the N7.
2. Undo the nut for the belt tensioner.
3. Disconnect the hose lines and both the retaining
screws for the pipe on the suction side of the
Pump.
4. Undo the six bolts securing the pump to the block
and remove the pump.
Disassembling the coolant pump
1. Remove the retaining bolts for the fan hub.
2.
Drive the pump shaft out downwards so far with
a drift (014 mm) that the hub releases (Fig. 15 1).
Fig. 15 1. Removing the pulley hub
3. Place the pump as shown in Fig. 152 and with
drift 2268 press out the impeller, shaft, seal, de-
flector ring and the rear bearing all at one and
the same time.
NOTE! This operation will damage the deflector
ring, which must always be replaced. If the rear
bearing should stick on the shaft when pressing
out, remove it from the shaft with the help of
press washer 2429.
Fig. 152. Removing the impeller, bearing and seal
4. Remove the circlip for the front bearing.
5. Place counterhold 2266 (Fig. 153) on the extend-
ed bearing journal in the pump housing and fit
puller 2265. Pull off the pulley and bearing.
I
111059
Fig. 153. Removing the pulley
6. Place the pulley according to Fig. 154 and press
out the bearing with the help of drift 2267.
Fig. 154. Removing the bearing
7. Clean the pump thoroughly. Make sure that all
the old grease is removed.
Checking the coolant pump
Check the bearings. They must not seize but should
function easily. Balls and races may not be blue-an-
nealed. Also check the fitted bearings against the shaft
and housing also the fit between bearing journal and
pulley. The bearings must not rotate when doing this.
Damaged bearings must be replaced.
Make sure that the impeller is in good condition. The
impeller and shaft are stocked only as an integral unit.
The seal, wear ring in the impeller and the deflector
ring are replaced after each overhaul.
Assembling the coolant pump
1. Pack the bearings with heat-resistant, ball-bearing
grease.
2. Press the ball bearings into the pulley with drift
2267 (Fig. 155).
115051
Fig. 155. Installing the bearings
Fig. 156. lnstalling pulley and bearings
3. Place fixture 2269 where the impeller is to be
fitted (Fig. 156). With drift 2267 press on the
pulley and bearings (Fig. 156). Press down until
bearings and pulley are firmly located.
4. Fill the space to be occupied with the spacer ring
with grease, fit the spacer ring and press in the
front bearing with drift 2267. Fit the bearing cir-
clip.
5. Place the pump on a counterhold according to
Fig. 157. Press in the rear bearing (housing) with
drift 2268 after having filled the bearing with
grease and after having placed a small amount
of grease in the space inside the bearing seat.
The bearing should be turned in such a way that
its sealing washer points towards the impeller.
Fig. 157. lnstalling the rear bearing in the housing
Fig. 158. Installing the seal
6. Place the deflector ring and flange turned away
from the bearing and press in the shaft seal with
drift 2270 (Fig. 158).
7. Place the pump in such a way that the counterhold
is against the bearing journal so the pump shaft
is free. Oil the shaft.
Make sure that the deflector ring is placed pro-
perly and insert the shaft through the seal. Press
in the shaft with impeller so far that there is a
clearance of 0.9- 1.1 m m (0.035-0.043") bet-
ween the pump housing and impellers.
8. Press on the fan hub. Tighten up the fan hub re-
taining bolts.
115 065
Fig. 159. lnstalling the pulley hub
Installing the coolant pump
Fit a new gasket between the pump and cylinder block
and a new sealing ring between the pump and ther-
mostat housing. Install the pump. Check and if ne-
cessary replace the drive belts. Adjust the tension on
the drive belt according to the instructions.
Radiator
A damaged or clogged radiator should be repaired by
a radiator workshop. Internal cleaning isonly necessary
if what is clogging the radiator cannot be removed
by hosing through it.
Changing the cooling fan, F86
The rubber-mounted cooling fan shaft with a rubber
brushing, which is fitted on the fan hub before installing
the fan.
Tighten the retaining bolts evenly and in stages. The
final tightening torque is 16-22 Nm (1.6-2.2 kpm =
12-1 6 Ibfft). The large washer holding the fan in po-
sition must bottom against the end of the fan shaft.
Fig. 160. lnstalling the rubber-suspended cooling fan
Thermostat-controlled fan, N7
Checking
The thermostat fan should be fully engaged at approx.
55OC (131 OF) air temperature round the bi-metal
washer.
If the fan speed is too low, at temperatures when the
fan normally should be fully engaged, the reason may
be oil leakage. If this is the case, topping-up may be
necessary. This is done through the hole for the control
pin behind the bi-metal washer. Fill in doses of about
2 cm3. Special oil, Volvo part number 282792-1,
should be used. Because of space, the fan must first
be removed from the engine in order to fill-up properly
and in order to re-fit the control pin and bi-metal wash-
er.
 A. Control valve closed. B. Control valve open.
Fan rotates at reduced speed. The bl- The fan is fully engaged. The bi-metal
metal washer (1) pushes the control pln washer is bent outwards because o f in-
(2) towards the valve arm (3). crease in the ambient temperature.

Upper radiator stay, N7

Adjusting
The clearance between the fan ring, rubber seal and
fan shroud should be 0.5-4 mm (0.012-0.16") to rpo-
tect the rubber seal from wear because of engine
movement. This clearance does not influence the func-
tion of the fan.
Adjust with nuts A and B, Fig. 161.

Fig. 16 1. Adjusting the upper radiator stay

 Group 29 Turbo-Compressor

Construction and Function

discharge

Exhaust gas inlet

Fig. 162. Turbo-compressor

1 Compressor housing 4 Turbine housing

2 Compressor wheel 5 Oil inlet
3 Turbine wheel 6 Oil outlet

General
The TD70D engine is fitted with the Holset turbo and
the TD70E with the AiResearch turbo. The operating
principle is the same for both. Both turbo-units are
slide-journalled.
During operation of the engine, exhaust gases from
the engine pass through the turbine housing (4) on
its way out to the exhaust gas system and this causes
the turbine wheel (3)to rotate. The compressor wheel
(21, which is mounted on the same shaft as the turbine,
rotates with the turbine wheel. The compressor wheel
is placed in a compressor housing (1) is connected
between the air duct from the air cleaner and the en-
gine intake manifold.
When the compressor wheel rotates, it draws in am-
bient air, compresses the air and delivers it to the en-
gine cylinders at a certain overpressure(charging pres-
sure). The surplus air contributes to increased engine
output and cleaner exhaust gases because of better.
combustion.
The turbo-compressor is lubricated and cooled by the
engine lubricating system. Oil is supplied and drained
through the outer pipes and connections (5 and 6).
 Service Procedures

Checking the charging pressure

1. Connect a pressure gauge t o the engine intake
manifold. The pressure gauge must have a con-
nection hose long enough t o enable the pressure
gauge t o be placed in the driver's cab.
2. Measure when driving a fully-loaded vehicle up
a hill at full throttle (full load) when the engine
speed is passed relatively slowly. The charging
pressure should be 0.09-0.10 MPa (0.9-1.0
kp/cm2 = 13-14 lbf/in2) with the intake air at
20C (68OF).
If the measuring is done at another temperature,
the charging pressure measured must be rectified
according to the adjacent diagram.
Example: a pressure of 0.8 kp/cm2 (1 1 lbf/in2) meas-
ured at -lOC (14OF) corresponds t o 0.7 kp/cm2 ( 1 0
lbf/in2) at +20C (6gF), that is, the pressure drops
with rising temperature.

A low charging pressure may be more than due t o Fig. 163. Charging pressure a t different temperatures
a defective turbo-compressor. The following, there- A Measured charging pressure
fore, should be checked first before investigating the 6 Correction curves
turbo-compressor. C Temperature of intake air

1. Injection pump Overrun, dwell angle, high-idle

2. Injectors (correct marking) Opening pressure, spray pattern, faulty or clogged
holes
3. Delivery pipes Proper size, no staved-in holes
4. Checking the throttle control on the injection Correct travel for throttle arm
Pump
5. Feed pressure Fuel leakage
6. Air cleaner blockage
7. Exhaust pressure governor shutter The shutter is not stuck in open position
8. Leakage in connections Intake and exhaust manifolds and connections
9. Condition of engine Compression pressure, valve clearance
When checking the charging pressure, the vehicle must be loaded t o prevent running through the speed control
too quickly.

Turbo-compressor, rapid check

Check for any visible damage t o the compressor wheel,
check that the compressor wheel rotates easily, that
the axial and radial clearances are normal, that the
compressor wheel does not scrape against the sides
of the casing and that it otherwise functions normally.
Theaxial and radial clearances are normally only check-
ed in connection with overhauling aimed at establish-
ing wear on the unit. See under "Inspecting".
 Trouble Shooting Information

Trouble Probable cause Remedy

Noisy operation or Bearings are not being lubricated Supply required oil pressure. Clean or replace
vibration oil line.
If trouble persists, overhaul the turbo charger.
Leak in engine intake or exhaust manifold Tighten loose connections or replace manifold
gaskets if necessary

Engine will not de- Engine faults Refer to this manual.

liver rated power
Clogged manifold system
Foreign material lodged in compressor
wheel or turbine
Excessive dirt build-up in compressor
Leak in engine intake or exhaust manifold
Rotating assembly bearing seizure
Clear all ducting
Disassemble and clean
Thoroughly clean compressor assembly. Clean
air cleaner and check for leakage.
tighten loose connections or replace manifold
gaskets as necessary.
Overhaul turbo-compressor or replace if neces-
sary.

Holset 3LD turbo-compressor 4. Release the tensioning band (bearing housing -

Disassembling
- the Holset 3LD
turbine housing) and transfer it to the bearing
housing.
1. -
Secure the compressor exhaust flanae in a vice.
5. Remove the bearing housing.
2. Make line-up marks on the turbine housing, bear-
ing housing, compressor housing and tensioning 6. Hold securely the bearing wheel with a 5 / 8 U-ring
band. It is important that these components are spanner. The hub may possibly be able to fixed
re-fitted in their original positions when assem- in a vice, but observe due care when doing this.
bling. Be careful with the turbine-wheel blades. Un-
screw the compressor wheel lock nut.
3. Remove the compressor housing.
7. Lift off the compressor wheel.

Fig. 164. Removing the compressor housing Fig. 165. Removing the circlip
 8. Remove the interlock ring (Seeger ring pliers A6 1)
and lift up the cover with the help of two screw-
drivers. Remove the ring retainer and the O-ring
from the cover.
9. Remove the oil deflector plate, the thrust washer
and the thrust bearing. But do not remove the
two serrated pins in the bearing housing.
10. Remove the bearing housing from the shaft and
take out the bushing.
11. Remove the piston rings from the shaft and the
ring retainer.
Assembling the Holset 3LD
Lubricate the bearing bushings, piston rings, the axial
bearing components and the turbine wheel shaft when
about to assemble.
1. Fit the piston rings on the turbine-wheel shaft
by pushing installation sleeve Holset J 18392
onto the turbine shaft. Carefully open the piston
rings and fit them on the installation sleeve, one
at a time. Fit the piston ring in its groove with
the help of the ring, Holset J17393.

Inspecting the Holset 3LD

Turbine wheel and shaft
Check the turbine wheel and shaft for damage. The
turbine wheel blades must not be bent, broken or worn.
Never try to straighten out a turbine wheel. Replace
damaged parts. Check the shaft for straightness. Max.
permitted warp is 0.02 mm (0.0008"). Check the la-
teral throw for the turbine wheel. Max. laterial throw
is 0.051 mm (0.0020") at a measuring radius of 35
mrn (1.4).
Check the diameter of the shaft bearing seats. Min-
imum shaft diameter is 12.190 mm (0.48").
Note! The turbine wheel and shaft, the piston ring re-
tainer and the compressor wheel are separately ba-
lanced. This means that no balancing is required ir- Fig. 166. Installation sleeve and ring
respective of the part to be replaced. This is prividing
that the rotating component is replaced, even when
slightly damaged.
2. Fit the bearing bushing in the bearing hbusing.
Axial bearing bushings 3. Centre the piston rings. Place the rings so that
their gaps apart and fit the turbine wheel and shaft
Check the bearing bushings. If the tin-lining is cracked,
in the bearing housing. Use Holset . J 17394.
replace the bushings. Note that the bushings must
have a floating fit in the bearing housing.
Max. radial clearance when measuring compressor
wheel hub is 0.61 mm (0.0240"). Axial clearance is
0.10-0.20 mm (0.0039-0.0079").

Piston rings
The piston rings must be changed each time over-
hauling is carried out. The piston ring clearance in the
groove is 0.076-0.152 mm (0.007 1-0.0060), max.
0.204 mm (0.0080").

Compressor wheel
Check the compressor wheel-for cracks and other da-
mage. Replace the wheel if deformed. Otherwise, see
under the heading "Turbine wheel and shaft".

Bearing housing, compressor housing, turbine

housing
Fig. 167. Holset J 1 7 3 9 4 for installing turbine wheel and
Check for cracks and wear caused by piston rings. shaft
4. Fit the thrust bearing(4, fig. 168).Turn the bearing
so that the oil groove faces outwards.
5. Fit the thrust washer (10) and the oil deflector
plate (1 1).
6. Fit the piston ring (13) in the ring retainer (14)
and the 0-ring (3) on the cover (I 21, Place the
ring retainer in the cover. Fit the cover.
7. Fit the large circlip (16) with the bevelled side
facing outwards.
8. Fit the compressor wheel. Tighten the nut to a
torque of 19-22 Nm (1.9-2.2 kpm = 14-1 6 Ibfft).
9. Secure the turbine housing exhaust flange in a
vice.
10. Place the tensioning band on the bearing housing.
11. Grease the sealing surfaces of the bearing housing I 11I
12
\> L---
10
and turbine housing with graphite grease, e.g., Ba-
Fig. 168. Holset 3LD
toyle GEX441 or corresponding

1 Bearing housing
2 Washer
3
O-ring
4
Thrust bearing
5
Bearing bushing
6
Tensioning band
7 Turbine wheel
8 Piston ringw
9 Turbine housing
10 Thrust washer
11 Oil deflector plate
12 Cover
13 Piston ring
14 Piston ring retainer
15 Compressor wheel
16 Large circlip
17 Compressor housing
12. Fit the bearing housing on the turbine housing
according to the line-up marks. Tighten the ten-
sioning-band nut to a torque of 14 Nm ( 1.4 kpm
= 10 Ibfft).
13. Fit the compressor housing according to the line-
up marks.
14. Check the free rotation of the unit by rotating
the shaft.
15. Fill the bearing housing with engine oil in con-
nection with installing the engine. Plug all open-
ings on the turbo-compressor if the unit is not
to be fitted immediately.
Concerning installing the turbo-compressor on
the engine, see page 103.

Disassembling AiResearch T-04B

Clean the outside of the turbo-compressor with a pres-
sure spray of a non-caustic cleaning solvent before
disassembly. Disassemble only as required to make
Fig. 169. Fixture made of plywood, hardened wood or alu-
necessary inspection or repairs. As each part is re-
minium
moved, place it in a clean container t o prevent loss
or damage. Proceed as follows: Meas. in rnrn

1. Remove the bolts, clamps and lockplates which

hold the compressor and turbine housings t o the 7. Remove thrust collar and thrust bearing from
centre housing group. Tap the housings with a centre housing.
soft-faced hammer if force is needed for removal.
8. Remove bearings and retainers from centre hous-
Note! Exercise caution when removing housings ing. Discard rubber seal ring.
t o prevent damage t o compressor or turbine
wheel. Once damaged, they cannot be repaired.
Nver attempt to straighten bent compressor or
turbine vents - replace the faulty component.
2. Place the centre housing group in a suitable hold-
ing fixture which will prevent the turbine wheel
from turning.
3. Use a T-handle wrench when removing the com-
pressor wheel lock nut t o avoid possible bending
of the shaft.
4. Lift the compressor wheel off the shaft. Remove
the shaft wheel from the centre housing keeping
the shaft central with bearings until clear of centre
housing. Cleaning
Note! The turbine wheel shroud is not retained Before cleaning, inspect all parts for signs of rubbing,
to the centre housing and will fall free when the burning or other damage which might not be evident
shaft wheel is removed. after cleaning.
5. Remove bolts and lockplates from the backplate. Soak all parts in clean non-caustic carbon solvent. Aft-
6. Tap backplate with a soft mallet t o remove from er soaking, use a stiff bristle brush and remove all dirt
recess in centre housing. particles. Dry the parts thoroughly.
Inspecting the AiResearch T-04B
Checking the axial bearing clearance
Place a plunger-type indicator with 8 m m (0.312")
locating shank in the dial indicator locating bore. Tight-
en up the locating screw gently. The plunger of the
dial indicator should locate in the centre at the end
of the shaft. In some cases if may be necessary to
increase the effective length of the plunger by the ad-
dition of a suitable extension. If the total indicator read-
ing is less than 0.03 m m (0.00 12") or more than 0.10
mm (0.004"), the rotating assembly must be repaired
or replaced.
Fig. 170. Checking the axial bearing clearance
Checking the radial bearing clearance
Check the radial bearing clearance with the help of
the dog leg adaptor made from the dimensions shown
in Fig. 17 1 and a dial indicator.
Insert the dog leg end through the oil outlet so that
the dog leg and locates squarely with the turbo-com-
pressor shaft. The adaptor plate should be bolted to
the oil outlet.
With a dial indicator located on the exposed end of
the dog leg shaft, apply an equal pressure to both
ends of the turbo-compressor shaft so that this shaft
movement is in the same direction as the dial indicator
travel.
Ensure that the total radial movement of the turbo-
compressor shaft is obtained by loading the shaft in
both directions, thus obtaining the total radial clea-
rance measurement.
Read off the dial indicator. The total radial clearance
should not be less than 0.08 mm (0.003) or greater
than 0.18 mm (0.007"). Should the radial clearance
be out of these limits, the unit should be stripped and
repaired.
111417
Meas. in mm
Fig. 17 1. Checking the radial bearing clearance
The following inspection requirements apply to a strip-
ped unit:
Item Requirements
General Parts must not show signs of damage,
corrosion or deterioration. Threads must
not be nicked, crossed or stripped.
Shaft wheel Turbine wheel must show no signs of
rubbing, and vanes must not be torn or
worn to a feather edge. Shaft must
show little signs of scoring, scratches
or seizure with the bearings.
Compressor Must shows no signs of rubbing or da- 6. Install compressor backplate bolts and lockplate.
mage from foreign matter. It must be Torque to 8.6-10 Nm (86-104 kpcm = 75-90
completely free of dirt or other foreign Ibinf.) and secure lockplates.
matter. Compressor wheel bore must 7. Fit compressor wheel. The larger face of the lock-
not be galled. nut and front face of the impeller must be smooth
Seal parts Must show no signs of rubbing or scor- and clean. Lightly oil threads and face of nut and
ing of the running faces. tighten nut to 2.1-2.3 Nm (2 1-23 kpcm = 18-20
Ibinf.). Tighten nut using T-handled wrench to
Housings Must show no signs of contact with ro-
avoid side load which may cause shaft to bend.
tating parts. Oil and air passages must
Check axial end play for 0.03 to 0.10 mm (0.001
be clean and free of obstructions.
to 0.004") travel. If requirement is not available
Burnish or polish out minor surface damage. Use sil- to measure shaft stretch, this alternative method
icon carbide abrasive cloth for aluminium parts and may be used: continue to tighten through an angle
crocus abrasive cloth for the steel parts. Thoroughly of 90.
clean parts before reassembly. 8. Check for clearance between wheel shroud and
Replace the following parts: sealing ring, lockplates, turbine wheel.
piston rings, turbine housing bolts, journal bearings,
9. Orientate compressor housing to centre housing.
bearing retaining rings and compressor wheel locknut.
Fit the six bolts and three lockplates. Torque bolts
Replace if thrust bearing and thrust collar show signs to 11.5-15.0 Nm (1 15-150 kpcm = 100-130
of nicks, scores, varnish deposits or foreign matter em- Ibinf.)
bedments.
10. Orientate turbine housing to centre housing. Coat
Also replace the centre housing if any of the above bolt threads with a high temperature thread lub-
conditions exist upon close inspection of bearing bores ricant. lnstall bolts, clamps and lockplates. Torque
in the centre housing. bolts to 11.5-15.0 Nm (115-150 kpcm =
100-1 3 0 Ibinf.). Bend up lockplates.
11. After assembly, push the rotating assembly as
far as possible from the turbine end and check
for binding. Repeat check, pushing from the com-
pressor end.
Reassembling the AiResearch T-04B
12. If unit is to be stored, lubricate internally. Install
Check each part prior to installation to ensure clean- protective covers on all openings.
liness. Exercise care to prevent entry of foreign matter
during assembly.
Check thrust collar piston ring groove for nicks or
burns.
Assemble as follows:
1. lnstall inboard bearing retainers. Lubricate bear-
ings with clean engine oil. Fit bearings and outer
bearing retainers.
2. Place turbine wheel upright. Gently guide shaft
through shroud and centre housing bearings.
Place thrust bearing over thrust collar.
3. Fit piston ring on thrust collar. Place thrust collar
over shaft so that thrust bearing is flat against
the centre housing and engages the centre hous-
ing anti-rotating pins.
4. Install seal ring in groove in centre housing.
5. Ensure that thrust spring is installed in backplate.
Align mounting holes of centre housing and back-
plate and install over shaft and thrust collar. Use
care not to break piston ring when engaging seal
into backplate bore.
Backplate is easily installed if open end position
of piston ring is engaged into backplate bore first.
Replacing turbo-compressor on engine
Note! When changing a turbo-compressor, always
find out the reason for the replacement. Remedy any
reasons for faults before fitting the new turbo-unit.
It is most important when replacing installing a turbo-
compressor that the installation instructions supplied
with the compressor are carefully followed.
1. If the turbo-compressor is to be able to operate
satisfactorily, it is vital that the engine oil system
iskept in good condition, that is, that oil is changed
at definite intervals, that the correct type of oil
is used and, above all, the oil filter is serviced pro-
perly.
One of the first servicing measures, therefore,
should be to check the engine oil and the oil filter
and, if necessary, replace the filter before install-
ing the new turbo-unit and preferably so that the
engine can be run several minutes before the new
turbo-compressor is fitted.
Note: Strainer 466509-7 can be temperarily plac-
ed in the compressor intake connection as an ex-
tra safety measure to prevent contaminated oil
fram getting into the turbo-compressor. Then run
the engine for at least half an hour. Next, remove
the strainer, otherwise there is risk of the turbo-
compressor not getting oil, should the straner be-
come clogged in the event the lubricating system
is neglected.
2. Before fitting the new turbo, take an oil can and
oil the bearing system to ensure that bearings
are lubricated during starting. After the unit has
started, it is absolutely essential to check that it
is being supplied with oil.
During replacement, make sure that rust and car-
bon flakes do not drop down into the exhaust
manifold otherwise they will be blown into and
damage the turbine.
It is also important that the intake line from the
air cleaner is cleaned, because it can happen that
parts of a damaged compressor wheel may re-
main and cause immediate damage to the new
turbo.
Note that the rubber hose (return line) from the
turbo to the engine must be oil-resistant.
4. Always check to make sure that the injection
equipment is in good condition and that all lead-
seals are intact and provided with authorized
seals.
5. Check to make sure that oil is circulating properly
after the engine has started by slackening the
union for the return line in the block. To avoid
damage to the turbo-compressor, the engine
should be turned over with the starter motor and
the stop control pulled out until the oil pressure
in the turbo is obtained.
Fig. 172. Fuel system F86 (TD70E)
Fig. 173. Fuel system, N7
 Q
Fig. 174. Cooling system, F86
Fig. 176. Turbo-compressor, AiResearch

Fig. 177. Rotor unit

1. Compressor wheel
2. Piston ring, seal compressor end
3. Thrust sleeve
4. O-ring seal
5. Bearing housing
6. Circlip
7. Bearing bushing
8. Safety cover
9. Piston ring seal, turbine
10. Turbine wheel and shaft
1 1. End retaining bolt
12. Lock washer
13. Axial thrust bearing
14. End
15. Compressor wheel lock nut
Fig. 178. Motor TD7OE