Southern Cross 3-1/2 hp Diesel Mark EF-D - Piston

Southern Cross 3-1/2 hp Diesel Mark EF-D - Piston
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DIF$[[ Tl\IOIN E
ll/lARK EF-II
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AUSTRALa
TOOWOOMBA FOIINDRY PTY. tTD.
AND MARKETED BY
SOUTHERN CROSS MACHINBRY COMPAMES
4z
this lnrtnrction Manual
Read through
)piraring
canefully before Installing or O
*'l
your
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:
Engine.
-
Hang this Instruction Manual in thc
Errgirre Roorn fqr Future Reference'
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,
built' and
Remember that this Engine.has beea carefully-it left
the
b"rore
iests
,rrr, tr,f,'.,-ti""iiiig
has been
"eil
bQ,
not
should
and
idjurt*"nts are correct
w""#r.
altered.
req
A new Engine
lirti t"* days than after the Part:i'ffi;^b;;;;;-,;ii;.
oughly worked in.
to
It will take a few days for the various working parts
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carefullv treated at first
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one whith has
factorv results over a longer
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in the In'
This Instruction Manual ht'-!":" preparedto.assist
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'of
th3 EInstallation'
stallation, O;;Joi, "oa rvr"i"l""t""e
u"r"re proceedins with the
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Page One
SOATHERN CROSS DIESEL ENGINES
Instollcrtion
r
Opercrtion
and
Mcrintencrnce Imstructions
fur
Wffiffiffiffiffiffiffiffiffiffi
3* H.P. DIHSFL HNGINE
MAR,K EF.D
14.5/A 1250
r)]tu rr.D&R
L
SOUTHERN CRO,SS DIESEL ENGINES
Page Tu.,o
INSTATLATION
The Foundation
The engine should be set up on a firm foundation.
The recommended foundation is a block of concrete as
shown in the illustration, "Genetal Arrangement of 31 h.p.
Diesel Engine, M'ark EF-D", on page 3. The four
foundation bolts supplied with the engine should be set in
the concrete block r'vhen it is made,
The illustration on page 3 also shows the overall
sizes
of the engine and the positions of the foundation
bolts.
Engine Drive
Engines are supplied
for the following types of
dllysg;(a) Belt driving from drive end ,of Crankshaft (either
flat or V-Belt Pulley).
(b) Belt driving from extension shaft at flyw,heel end
(V-Belt Pulley).
(c) Direct coupling to driven machine by means of a
fiexible coupling.
(d) Beit driving from 2 : 1 reduction box mounted on
engine (either flat or V-Belt Pulley). Pulley runs
in reverse direction of rotation to engine crankshaft.
(e) Direct coupling by means,of a flexible coupling from
2 : 1 reduction box mounted on engine.
Flexible coupling runs in reverse d'irection of rotation to engine cranhshaft.
Where
a belt drive is being used, the engine will
if you arrange the drive .as
give you the best ser-vice
follows:-
The engine should be placed so it will drive with
the tight side of the belt on the bottom side and the
slack side on top ,of ihe pulleys. See illustration, "Belt
Drives", belolv.
The reason for this is to allow the slack side of the
belt to rvrap around the pulleys due to the sag of the
beit, and obtain a more efficient drive by greater belt
contact.
\,VITH FLAT BELT DRIVES ON TO FAST AND
LOOSE PULLEYS, THE BELT, WHEN DRIVING,
SHOULD BE NEAREST THE ENGINE.
Also by use of fast and loose puileys, or a clutch, or
a water by-pass in the case of pumps, or similar arrangement, arrange for the engine to be started free of load.
This will assist starting and enable the engine to attain
its correct rvorking speed quickly.
To Make a Concrete
Base
The following instructions are for a concrete base
which is suitable for any of the five types of drives
set out in section "Engine Drive", opposite.
Construct a suitable wooden mould. The recommended
for the concrete base are shown .on Page 3.
2. Nail tu'o pieces of timber across Lhe top of the mould
1.
sizes
and then mark on them the positions for the
foundation bolts. The engine sits cenlrally on
the block. Check the distance between the centres
of the bolts diagonally from corner to corn€r. If
the maiking out is correct, the centres should be
12 13/64 inches apart (i.e., 12 3/16in. plus 1/64in.).
Drill I inch holes at the positions marked. Put the
DRIVEN MACHINE
large washers on the foundation bolls and hang them
from these drilled holes. The nuts have to be screwed
on so the tops of the bolts will be 2E inches above
the top of the concrete block. It probably will be
necessary to fit small rvo'oden blocks under the nuts
to act as dislance pieces.
4. Nail two pieces of timber along the ends of lhe mould
to support it over the foundation hole.
CORRECT
5.
6.
7.
After deciding on the position for the engine, sink
a hole 12 inches to 18 inches deep in the ground
and about 6 inches larger all round than the mould.
The depth of the hole depends on the type of soillight soil requiring a deeper hole than hard, wellpacked soil. Holever, always make the block larger
for preference.
Set the mould in position over the hole and check
its position in relation to the machinery it is to drive.
Make sure that the engine will be level by trying a
spirit level across the top of the mould both ways.
If
the mould is not level on the top, pack under the
edge
until it
is.
Arrange some steel bars in the bottom of the hole to
8.
INCORRECT
Belt Dtiues
act as reinforcement.
Mix up a batch of concrete, using 4 parts of stone or
rubble, 2 parts of sand, and one part of cement, Fili
the hole to ground level, and then stand a few more
bars in the concrete so they project into the mould.
These will act as reinforcement
the block above ground level.
for the
section of
\J
SOATHERN CROSS DIESEL ENGINES
Page Three
'--78
t.2so"
1
24g"
DIA
t.
l""sounee
KEYWAYI
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VEE
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I
t249"
PULLEYS-l
ONLY ON
THIS
DIA
REDUCTION -"
6
END
Box.
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General Arrangement of jls H.P. Dieset Engine, Mark EF-D.
When filling the mould, ram
it
weII, being careful
not to disturb it, and making sure that the mixture
is weII packed under the timber crosspieces. Fill to
the top of the mould.
When the mould is full, smooth off the top with
a mixture of two parts sand and one part cement.
Allow the concrete to stand for .at least 24 hours
9.
before rem,oving the mould. Then dampen the block
and smooth off the sides with a mixture of two parts
sand and one part cement.
Lift the engine on to the block and fit a nut and
spring washer on each foundation bolt, but don't
tighten the nuts too tightly until the concrete has set
properly. If the engine does not sit flat on the block,
put thin flat washers in the space before tightening
the nuts,
IT IS IMPORTANT THAT THE BLOCK BE'
ALLOWED TO SET FOR AT LEAST THREE
DAYS BEFORE STARTING THE ENGINE.
Fitting Extension Shaft
Take the extension shaft supplied and fit it to the
flywheel, after seeing that the mating faces are clean.
Fit spring rl'ashers under the heads of the 3
2in. x
24 U.N.F. setscrervs and bolt up tightly.3in.
-Fit starting handle clutch spacing collar on to extension shaft and screw on the starting handle ciutch and
check for position in relation to the compression, with the
starting handle. By varying the thickness of washers behind the starting clutch, adjust starting handle p,osition
so compression is met on the pull up.
Belt Drive from Crankshaft Pulley
The pulley is supplied in a separate package from the
engine. Fit the key in position and slide the pulley on.
Tighten the pulley locking screw securely.
Belt Drive from Extension Shaft
at Flywheel End
Fit the key in position in the extension shaft and
slide the Pulley on. Tighten the pulley locking screw
securely. Screw ,on the starting handle clutch and proceed as in section ttFitting Extension Shaft".
Flexible Coupling Drive from
Crankshaft
Where a flexible coupling drive is being used, it is
most important that the c'oupling be very accurately lined
up as its life depends entirely upon the accuracy of the
alignment. The more accurate the alignment, the longer
the life of the coupling will be; but if it is not in line,
the eoupling rubbers will wear out very quickly, and rnay
also cause damage to the engine or driven machine.
1. While the engine block is being made, a suitable
block for the driven machine should be made.
2, Clean the bore of the driving half of the flexible
coupling, and shaft and keyway.
i-
'*.-
SOUTHERN CROSS DIESEL ENGINES
Page Four
Eitting
1.
2,
3.
4.
Lining up Flexible Coupling
Fit the key in place and slide on the driving half of
the coupling until the face of the coupling half is
about 1/16 inch out from the end of the shaft.
5.
Tighten the locking screws.
NOTE: Two locking scre\\,'s are fitted in each coupling half, one on top of the other.
M,ake sure that the bottom locking screw is
4.
5.
6.
7.
tightened firmly in place before fitting and
tightening the top locking screrv.
Fit the driven half of the coupling to the driven
machine. Lift the machine on to the block.
With wooden wedges, adjust driven machine until it
is approximately level, and at the same time see that
top, underneath, and on either side. Shift the driven
machine and recheck with the straight edge at these
four points until correct.
Then, using a set'of feeler gauges, check the gap between the Coupling halves ,at the top, underneath,
and on either side. Shift the driven machine until
the gap is the same .a11 round the coupling, and, at
the .same time, check that the diameters coincide,
in (6) above. The driven
until the maximum mis-
m.achine must be adjusted
aiignment on the outside of the coupling is less than
.005 inch and the maximum variation in the gap between the coupling halves is less t,han .010 inch.
When the aiignment is correct, proceed to grout in
the bolts of the driven machine with a mixture of
tw,o parts of cle,an sand and one of cement. When
the holes are full, work the grouting under the
machine base so that it will sit on a firm, level
foundation. This must be very carefully done to prevent the machine from getting out of alignment.
o
10.
Next day, remove the wedges, tighten the found,ation
bolts, check the alignment, and, with the same grouting mixture, clean up and surface the block.
Next day, shift the driven half of the coupling ,al,ong
the shaft to leave abofi I/32 inch gap between the
halves, and lock it in this position. Fit the rubbers
and pins to the coupling, fit locking nuts with spring
washers under them, and tighten.
11, The engine can now be started, but not before, as it
is essential that the block be allowed to set for at least
three days before the engine is started.
Reduction
Mark KF-I
Box-
Take the Pinion supplied *'ith the Reduction Box and
slide it ,on until it is hard up against the Shoulder on
the Crankshaft. The Pinion Locking Screw must be
nearest th,e end of the Crankstraft, and it is important
to see that the Pinion is not put on the wrong way,
Slide fhe key into place and tighten the locking screw
rvith the spanner supplied.
Fit the studs supplied with the reduction box into the
Crankcase. Use two nuts locked together to screw
in the studs.
Clean the paint from the spigot ,on the crankcase.
Fit the gearbox gasket on to the studs ,and then put
the box in position, fitting spring washers under the
nuts. The reduction box may be mounted in any of
six different positions by altering it on the studs, but
it is preferabie to keep the drive shaft level with, or
below, the Crankshaft level.
Undo the nuts ,around the drive shaft bearing housing, and remove the housing, drive shaft, and bearings. With these parts removed, the nuts c.an be
fitted to the two studs which p,ass through the back
of the box.
lVhen replacing the housing, position it so the filling
plug is at tlne 72 o'clock position, and the oil level
plug is at the 8 o'ci,ock position.
Remove the oii level plug and the filling plug and
pour Southern Cross Drive Gear Oil-E.P. S.A.E. 90
the box until
-into
Replace both
it
runs from the oil level hole.
plugs,
Drives from Reduction Drive Box
1. Belt Drive.
For a belt drive, make sure the key is in position in
the drive shaf't, then slide on the pulley and tighten
it is in line with the engine.
The two halves of the Coupling are the same diameter. Using a metal straigJit edge across the
coupling halves, check if the diameters coincide on
using the str,aight edge as
8.
6.
2:l
the locking screw.
Fit the starling handle clutch spacing collar on to the
drive shaft, and screw on the starting handle clutch.
Check for position in relation to compression with the
starting ,handle. By varying the thickness of washers
behind the starting handle clutch, adjust the starting
2.
handie position, so compression is met on the puli up.
Flexible Co,upling Drive.
,a Flexible Coupling Drive, fit the parallel key in
the keyu'ay in the crankshaft and slide ,on the driving
half of the coupling until the f,ace of the coupling half
is about 1/16 inch out from the end of the shaft,
Tighten the locking screws.
For
The remainder of the installation of the flexible
coupiing and the lining up ,are done in a similar
manner to that described in section "Flexible Coupling
Drive frorn Crankshaft", on P,age 3.
Exhaust System
1. If an exhaust pipe is fitted, always turn the end of
the pipe downv'ards, so that any moisture which may
collect in the pipe will run away from the engine.
2, If. a long
exhaust pipe is fitted, over 12 feet, use
11 inch pipe and keep it as free from bends as pos-
sible.
Lubricating System
Unscrew the oil
filler plug and fill crankcase to the
bottom thread in the filler hole with Southern Cross
Engine Oil-Series 3-D.S. Service (S.A.E. 20). The
sump capacity is 4i pints.
,Page Fiue
engine. Cut this tube to the correct length, and fit
the double banjo and collar supplied with the tank to
the other end. To do this, slide the collar back about
6 inches along the tube and then immerse about 1
inch ,of the tube in boiiing water for about * minute.
Quickly withdraw the tube, slide the collar to ,about
* inch from the end, and push the tube on to the
SOL]THERN CROSS DIESEL ENGINES
Fitting Oil Bath Air Cleaner
The Oil gith Ai" Cleaner Assembly is to be fitted to
the engine before starting. To do this, fit the Oil Bath
Air Clianer Adaptor to the studs in the Cylinder Head,
and tighten the nuts. IJnscrew the Wing Nut and remove
the Cover. FiIl Oil B,ath up to the oil leve1 mark with
clean engine oil and refit the element and cover.
banjo.
4.
Fuel SYstem
FilI the fuel tank with fuel which is clean and free
from water. (See page ? for "Fuel Recommendations"')
If in doubt about cleanliness of fuel, strain it through a
fine gauze strainer before filling into tank'
inlet.
5.
6.
18 Gallon Fuel Tank (Supplied
an Extra)
as
2.
Disconnect the fuel tank to filter tube and injector
,overflow tube and remove' taking care not to lose
the washers from either side of the banjos.
Remove fuel tank ,and fuel tank brackets from the
o.
engine.
R,emove banjo and collar
1.
7.
8.
from the injector overflow
tube by holding them in boiling water for about
4 minute and then withdr,awing and removing them.
The banjo and collar ,are to be fitted to the end of
the longer injector overflow tube, supplied with the
Using the brackets provided, mount the. 18 gallon
fuel tank on.a convenient wall with the bottom of the
tank at le.ast 12 inches ,above the level of the pump
Fit the fibre washer provided on the adaptor fitting
and screw it into the bottom of the tank.
Fit the fibre washer provided to the fuel stop cock
and screw
it into the adaptor,
Cut the fuel tank to filter tube to length and fit it
to the double banjo on the injector overflow tube, and
the fuel stop cock, using the same procedure as above'
Connect the banj,o fittings to the filter and injector,
fitting fibre washers on either side of each banjo.
FilI the fuel tank with distillate fuel, which is clean
and free from water (see Page 7 for fuel recommendations,). Never fill the t'ank without pouring
the fuel through the strainer provided in the top of
the tank.
THE INSTALLATION OF THE ENGINE IS NOW
COMPLETE.
RUNNING INSTRUCTIONS
Preparing the Engine For Running
T5 start the engine for the first time, or after
o.
an
overhaul, or any operation during whioh the lubricating
oil has been drained fr"om the sump' or after the fuel
tank has been ailowed to run dry, the following instructions must be carried out in the order given, other^wise the
engine may not statt, ot, if it does, it may be dam,aged'
Check the following (see Pages 4 and 5) :-
4.
5.
1. Fuel in fuel tank.
2. OiI levei in Engine Sump.
3. Oil in Oil Bath Air Cleaner.
Retarding Iniection Timing
(.Export Engines OnlY)
Diesel fuels obtainable outside Australia vary considerably. To assist in starting the engine the injection
timing may be retarded up to 5o from the factory setting.
Degree rnarkings on the flywheei alongside the "Pump"
mark are provided to assist in this 'adjustment.
At the factory, the injection timing is set so that
the fuel ceases to flow when the "pump" mark on the
flywheel is opposite the mark on the fuel pump mounting
plate. (See illustration, "Checking Fuel Pump Timing",
6.
See
that the contro] rod stop on the fuel pump con-
trol rod is in the running position as shown at "D"
on iilustration (page 6).
Rotate engine until fuel is pumped from the top of
the fuel pump. Then fit the high pressure pipe and
tighten nut at the fuel pump end. Leave the oiher
end of the pipe undone.
Rotate the engine until the fuei is pumped from the
end of the pipe wrlthout air bubbles. Then tighten
nut.
It is important to see that no air is imprisoned in
the fuel line, as it will prevent the engine 'from
starting.
Crank the engine, and, if the fuel is being injected
pr'operly, a decided vibration can be heard and felt
on the high pressure pipe, but if air is still in the
fuel pipe, the fuel vrill not be injected, and it will
be necessary to further bleed the system.
The engine is now ready to,start.
LIFT
VALVE
WITHOUT
UNTIL FUEL
FLOWS
AIR BUBBLES.
on Page Twelve. )
To retard the injection timing, adjust the fuel pump
screw. Read Section (5), "Check Fuel
Pump Timing", on Page Twelve. Under no circumstances
is the fuel pump timing to be retarded beyond the 5o
r"ocker adjusting
marking.
Priming Fuel System
IMPORTANT-If you don't follow these instructions
the engine won't start, as the fuel system must be absolutely full of fuel and free from air.
1. Shift fuel stop cock to "on" position by gripping
the knurled sleeve and sliding it downwards as far
as it will go.
2. Disconnect high pressure tube from pump and then
rernove delivery valve connection ("8" on illustration) and lift the delivery valve off its seat. Replace
valve and connection as so'on as fuel flows without
air bubbles, and be sure the spring is in position.
If the fuel does not flovr after the valve has been
removed, rotate the engine about one turn'
Priming Fuel Sgstem
I
SOUTHERN CROSS DIESEL ENGINES
Page Sir.
8.
Pour sufficient lubricating oil into the priming plug
("E" on iilustration) to fill it, then put into cylindei'
head plate. Up to four fillings may be necessary in
cold weather, but never use more than four fillings
of oil, or pour oil in while the engine is running,
otheru'ise it may be damaged.
NOTE: Use only sufficient oil in the priming plug to
o
10.
11.
gil'e easy starting. After some experience r.r'ith st.arting it may be found that it is only necessary to partll'
fill the priming plug.
Raise the val'r'e lift handle on the cylinder head cover
(at "A" on illustr.ation) to the vertical position. This
q'iil release the compression.
Crank the engine rapidly for about two or three
turns, shift valve lift handle to the horizontal position, and continue to crank the engine, giving a little
extra efrort on the c'ompression stroke until the engine fires. The engine should start providing the
speed is maintained.
If the engine does not start norv you have not folIowed the above instructions calefully, In very cold
weather the above procedure may not be sufficient to
start the engine, and, in this case, hold a petrol
s'oaked rag around the air filter tvhile starting.
NEVER POUR PETROL DIRECTLY INTO THg
ENGINE.
3+
H,P. Diesel Engine, Mark EF-D'
To
Start Engine
that, when cranking, the compression is met on
tfte putLup. If not, adjust t'iie position of the starting
installation
rri"ai"-.ti,,iih bv the me[hod desciibed in the
instrrrctions, "Fitting Extension Shaft", 'on page 3'
1. Oil Valve Rockers.
2. Check Engine Nuts. (Read Section 9, Page 8')
3. Set belt, clutch, etc., oo that engine can bc started
up without its load.
4. Set fuel pump control rod so that fuel will not be
To Stop Engine
1.
C,heck
,
correcC position
for the next starting of
the
engine,
t.
Do not shut off fuel cock after stopping as this may
cause air to collect in the pipes and cause an air
lock.
IMPORTANT: Never stop the engine by means of
the valve
rely on the heat generated-by comif ttre aii charge for ignition' The faster
"ression
ltte
eneine is cranked, the more readily it will start'
that the
Fiu.ilff swinging engine over c'ompression-so
knack of maiitaining speed at the point of maximum
POSITION'"
end of the engine, and lift the control rod stop to
hold the control rod in this position.
As soon as the engine has stopped, release the control rod stop so the fuel pump control rod will be in
the
injected.
5. Diesel engines
compression can be acquired.
t'on". The knurled sleeve
6. See that the fuel cock is
should be pushed down as far as it will go.
7. Shift the control rod stop to the "STARTING POSIiiOit'1, as shown in the illustration below. .When the
e Eine'has been started, and reaches running speed,
th6 contnol rod stop wilt drop back to the "RUNNING
Push the fuel pump control rod towards the starting
lift.
Engine Speed
on
The engine as supplied is set to run at 2,100 R'P'M'
full load, which equils about 2,180 R.P.M' on no load'
The engine must not be run at a greater speed Lhan this'
To reduce the engine speed, unscrew the governor
screw adjusting nut ("C" on illustr,ation). If this nut is
tightened, the speed will be increased'
Where the engine speed is altered from the factory
setting, a tachometer should be used to check the new
setting.
Rated Output of Engine
STARTING
POSITIoN
RUNNING
2 B.H.P. at I,200 R.P.M'
2.5 B.H.P. at 1,500 R.P.M.
3 B.H.P. at 1,800 R.P.M.
3.5 B.H.P. at 2,700 R.P.M'
This engine is rated in accordance with British
Standard Specification 649/L958, that is, it will develop
its rated oulput oontinuously up to altitudes of 500 feet
above sea level at temperatures not exceeding 85o F. A
de-rating of 3t% must be made for every 1,000 feet over
500 feet above sea level; plus a de-rating of2/o for every
10o F. above 85o F.; plus a de-rating of up to 6Vo fot
humidity in accordance with B.S.S. Table for Humidity'
Do not vary the speed on load above 2'100 R'P.M'
or below 1,200 R.P.M.
SOATHERN CROSS DIESEL ENGINES
Page Seuen
FUEL AND LUBRICATING OIL
RECOMMENDATIONS
Lubricating Oil
Fuel
All engines are tested in the Factory with Diesel Fuel,
and the waranted horsepower and fuel consumption have
been produced with it.
The performance of the engine will, however, be
even better if a distillate fuel is used. Less frequent
cleaning of the fuel filter will be necessary and the
engine will give cleaner and smoother running. We
recommend, therefore, that distillate fuel, as supplied by
any reputable oil company, be used.
The fuel pump and injector n'ozzle will be damaged
beyond repair if power kerosene is used as fuel. In an
emergency, mixing I pint of lubricating oil per gallon of
power kerosene will provide a tempor"ary substitute for
the correct fuel.
DO NOT ON ANY ACCOUNT USE MOTOR CAR
SUMP OIL AS FUEL.
The following lubricating oils are recommended for
use in the Diesel Engine, Mark EF-D:Southern Cross Engine Oil Series 3-DS Service-S.A.E.
2O-(Obtainable from the nearest Southern Cross Dis-
tributor).
OrIf Southern Cross Oil is not available, any other
Heavy
Duty Detergent Lubricating Oil, S.A.E. 20, which is re-
commended by,a reputable
oil company for service c,ondi-
tions cl,assified by the American Petroleum Institute
as
Service DS.
The lubricating oils specified have been scientifically
blended to satisfy the requirements o,f the engine. Engine
life and performance will not be improved by the introduction of ,additional additives to the lubricating oil.
WARRANTY NULL AND VOIDIf oil other than that recommended for Service DS.
is used, the warranty on the Engine is rendered null and
void.
NOTE: It is recommended that with a new engine the
first lubricating oil change should be made after 50 hours'
running. After this, the oil changes should be made in
accordance with the routine as set out in the next section,
"Running M.aintenance".
RUNNING MAINTENANCE
In order to
ensure the satisfactory operation
of this
errgine, certain maintenance routine is advisable. The
accompanying notes indicate the approximate intervals
between the ditrerent inspection operations. These will
probably vary according to site conditions, but these notes
may be used as a guide when the engine is first operated
until the user is able to form his own time table.
This section df the manual does not deal with over-
haul and maintenance of a major nature. Reference
should be made to the next section of the manual, "Overhaul Maintenance", where the routine for work of a
major character is set out.
Every
Summary
Day-
of
Doaling
detail:-
1. Oil
Check
oil level in reduction gearbox (if fitted).
Clean ,air breather valve assembly.
Every 200 Hours7. Clean Oil Bath
Air Cleaner.
Every 400 flqups8. Check valve clearance.
9. Check engine nuts.
Every 500 !trours10. Drain oil from reduction
V'alve Rockers:
Page 6.)
2.
in Crankcase:
The oil level should be checked daily before the
engine is started up. Do not rernove the filling plug
while the engine is running. Keep the oil level up
to the bottom thread in the filling plug hole. Lubricating oil recommendations are given above. Never
use lubricating oil of an unknown brand.
o.
Clean Outside of ,Engine:
1. Oil valve rockers.
2. Check oil level in crankcase.
3. Clean outside of engine.
5.
6.
Check Oil Level
After every run, or at least once a week, the engine
should be wiped down and closely inspected.
The cooling fins on the cylinder and cylinder
box and refill with fresh oil.
head
must always be kept clean. Any oil or dust on these
fins will hinder the cooling and may result in the
engine being damaged due to overheating.
4. Dnain Crankcase and
Every 1000 Hours11. Fit new element to Fuel Filter.
more
Every day put a small quantity of oil into the two
oilers in the cylinder head covers. Do,not use an
excessive quantity of 'oil. About half a teaspoonful
in each oiler is sufficient. (Refer "F" in illustration,
Procedure
Every 100 Hours4, Drain crankcase and refill with fresh oil .(use correct grade as specified).
with each of the above points in
Refill with Fresh Oil:
Refer above for lubricating oil recommendations.
Good clean oil increases the life of the engine
and to get the best results it is necessary to drain
the crankcase and refill with fresh oil every 100
hours.
Page Eight
SOUTHERN CROS., DIESEL ENGINES
oil is to be d1a]n9d when th-e engine is hot;
i.e.,
after it has been running fo" ui i.uJi'io.r".
To drain the crankcas","ru*ouu- tiiu i"ui., plog
and
the oil will florv out. When the oit-.iop.
T,he
Inlet, .012in.; Exhaust, ,014in. Crank
the engine
-is -feft.
very slowly until tbe .o*pr"rrio.,
Release
the compression
,and trr"r;h;-lfwtriei stowly untlt
the top dead centre
*u.L o"-tt u-'fiu*fr""f is opposite
the mark on the^fuei pump mount"i.,g
ptutu. Check
the clearance. rl th9 ir.ur'u""" ir'"oicror."ct, ad;.ort
by l,oosening the locknut
if."
of the
rocker and then adjusting""A""
"iier enA
th;-.;r;;;til
the ciear_
ance is correct.
.Then tig:hten tf* l""f.""t. Recheck
clearance after tightenirr!
trre i;;i;:"
fi,orving,
replace drain plug.
Then refill crankcase with fresh oil
*r to the bottom
-'- up
thread in
w
the filiing pl".e i,oi".
5.
Check Oil Level
in Reduction Gearbox:
oil lev^el plug and
and pour in Southern Cloi. b"i"J the filling plug
d"iu" Oif_n.p.
S.A.E. 90-until it runs f""- tn"-rif
ilJ"f Irotu. tt un
replace both plugs.
Remove both the
6.
Clean Air Breather Valve Assembly:
IJnscrew the air breather valve assembly
from the
cylinder head cover and immerse iil;;i;"
Remove assembly momentarily, ufio*i"g- kerosene.
dirty kero_
sene t_o drain, and then immerse
again.
nupuui-tf,i,
procedure several times and
ifl"* all kerosene
to drain from the asseinblytf.""
;;;;;i;*
it in the
cylinder head
7.
cover..
Clean Oit Bath .Air Cleaner:
Remove cover and element and
lift off oil bath
gmrytv out dirty oii. Wash elemeni ani lnsioe and
of oil
bath with clean netrol. o" t uro.urru
a;;-"ii". to dry.
Refit oit bath in nositi"" u;;-;;;,irlo*oii'ruu"r
*u"t
with clean engine
t;f;" "iiiii"g ""i"*"nt
cover,
and
"ii
NOTE: In dusty conditions, carry out this
procedure
every few days.
8.
9.
Check Engine Nuts:
Before starting engine for the first
time, or after an
overhaul, check all nuts-on the
the engine,
paf ing particular atte"tio"
""irfa"'"i
to cyli"a""
fr""a
stud nuts
and nuts
rouird the
10. Drain Oil from
Reduction Gearbox and R.efill with
Fresh Oil:
Rerno'e the drain prug and atow
a' the oil to drain.
R.eplace
plug.
Check the clearance between the
valve rocker and
the top of the vatve stems. Th;-";l;;."
jould
have
_
the following clearances *f.""
1ir"'Liig.#e is cold:
Remove
filtirrg ptug and
fotn ttre
oiiferluipros and the
j; S;";h;;;'b"#ruo"iuu
90-u"tff itl"", i.o"Jtr.u oil c.""
level
po^ur
.Oi]-E.P. S.A.E.
hole.
Then replace lotL
plugr...^
11. Fit
N^ew Paper Element to Fuel
Filter:
The fuel fiiter has an elemenl
wh-ict i. ,rot intended
to_ be cieaned and must
Ue discard-e-J-#u,
The period at which
"i,ofoua. to
it *iii-;;;;i,,rj'iru."..u"y
*iri"".vl"1#atng
to the
type of.fuei
o"" !*"iiirt"ring uu_
_being used,..utitirrg
-tf,"
fore_filling the
fuel tank,
change the
.Check Valve Clearance:
FtywhJ E;J;;;;;"s.Housing.
-' ,hours, run-
Repeat this procedur" ;ru"-if*'ilr;:;
ning, and thereafter, each 400 h;;.
fiiter
element
and
"iniitio,.,s under
is working.
The fitting ,of a new
,at.approximately
1000 hours mav he premature
"l"*ufri ir, ,o*u l,ur"s every
but it
should prevent any trouble due
to
ing sufficient ruer.' Howlvl;;tf ;; the filter not flow_
;';".tu!a to outuin
the maximum iife from
elemenr
should be kept on hand "u.t,
"iu_uJt;;;;;;"
to prevent
unne&ssary delay
when a change has to be m^ade.
N'hich. the engine
t\ew
elements
are obtainable from
the nearest
Southern Cross Sales^.Office. Whe-n
;;l";i;e., specify
that the etement is for a-C.A:V.'ili;;il020
Filter.
frla new element
filter,
Jo.
(a) Tho-roughiy cleanto_the
the outsidJ
proceed as follows:
if"tlfr"u'?tit"" *itl, u
(b) Unscrerv the central cap nut to release
filter
element and sediment borrl. . Remove
(c)
the dilty elemenf and throrv
No attempt should be made to ;i";;;h" it away.
element.
Remove any stu.dge ,"a irlu.t ;;;;"
sediment
"''
bo*l
rvirh
j;
petr.cl arrd a11orv fo
. ..
(d)
See. thrt the top and bottom
seah"ng rings are in
. position and in good order.
( e ) Reassemble
the filter with the new element and
scre\1' up cap nut iightly. Undue
force
not be used in an attempt to .r;;l;;s.". should
(r) proceed to bteed
ilr
?;; i"r.l"roJi3u.r"_
,,
-"' "
in "priming Fuel System",
"l; F;;;;.
cloth.
Checking V alue Clearance
Fuet
CrAgn)
OVERHAUT MAINTENANCE
This section of the manual deals with the major
overhaul of the engine, and the summar-y of procedure
beiow indicates the approximate intervals between the
various overhaul operations. These intervals may vary
according to conditions, and are given .only as a guide
when the engine is first ,operated until the user is able to
form his ou,'n time table.
Summary
Every 500
1.
of
Procedure
flopys-
Remove Injector Nozzle and Ciean.
Every 1,OO0 Hssas2, Grind Valves and Decarbonise.
Every 4,000 Hours3. Inspect Piston and Cylinder.
4.
5.
6.
7,
the plunger in the body. Use a liquid polish,
Check Governor Adjustment.
Dealing with each
1.
Freeing Injector N ozzle
Inspect Bearings.
Check Fuei Pump Timing.
Ciean Exhaust System.
such as "Brass,o", and pr.oceed as foliows:(e) Hold the plunger carefully in a vice by the stem
of lhe above points in detail:-
Remove Injector Nozzle and Clean:
First read section 'on "Fuel Injection Equipment"
page 14.
Remove the injector and
on
(f)
fuel pump to injector tube
and refit the tube to the fuel pump so the injector
can be connected outside the engine.
If the injector is difficult to remove, screw nuts
troosely on to the injector studs and then fiil starter
plug with lubricating oil and put into cylinder head
plate. Crank engine and the injector will be freed.
Crank the engine, and it may be found that the fuel
comes out of the injector nozzle in aimost a solid
stream, and does not atomise. The fuel should be
(g)
(h)
delivered in a finely atomized spray, and there should
of the discharge.
If atomization is satisfactory it is oniy necessary to
clean the carbon from around the injector nozzle
with a wire brush, after whioh it can be replaced in
the engine. If it is not, proceed 2s fe|l6rvs;(a) Arrange to have a clean bench to rvork on, and
have a small tin of clean diesel fuel or kerosene
available. Absolute dust free cleanliness is
essential.
Remove cap nut which holds the injectot nozzle
to the injector body with the spanner provided,
(c)
on its own weight.
If it does not, remove it and clean it and the
body carefully, and then test again. Very fine
particles of grit will prevent this working, and
it is essential to see that the parts are peifectly
clean before testing. When re-assembling, hold
the parts in clean diesel fuel to exclude ali dust
and grit.
(d) If
the_ plunger is still tight, inspect it, and it is
probable that, a small bright spot will show at
some point. This is due to the injector nozzle
warying and binding the plunger. Sometimes it
is possible to correct this by larefully freeing
that the face
of the injector nozzle and the injector body
where they join, is perfectly clean. Tighten the
nut s,o that it is reasonably tight.
Connect the injector
to the high pressure tube
After a considerable amount of running the
injector nozzle will finalty becorne so worn that
it will not function properly, as too much fuel
will leak past the valve. The only remedy for
this js to replace the nozzle.
2"
Grind Valves and Dec,arbonise:
To remove cylinder head, grind valves and decar-
bonise, proceed 2g fell6rrs;(a) Disconnect the fuel pump
to injector tube and
put protecting plugs in the ends of the tube.
Put pr'otecting caps on the injector and fuel
and examine the nozzle,
The small plunger should work freely in the
nozzle, and to test it, lift the plunger in the
body 1/16th inch .and then it should fall back
Lhe nozzle.
Reassemble the parts, making sure
again and test before putting in engine,
NOTE: Fit the copper washer on the injector
before replacing it in the engine,
be a distinct snap at the commencement and finish
(b)
at the top. Then pour the polish into the nozzle
and work it up and down on the plunger, spinning it at the same time.
Then thoroughly wash jn kerosene and apply
test as to I'hether the valve will fall freelv in
pump,
(b)
(c)
(d)
Unscrew the injector leak-off connection stud
ald remove the injector overflow pipe. Remove
the injector.
Disconnect the exhaust pipe from the cylinder
head and remove the air cleaner and adaptor.
Remove the two screws holding the fuel tank
brackets to the cylinder head plite. Then loosen
the screws at the b,ottom of the brackets enough
to allow the top of the brackets to sit clear of
the cylinder head plate.
(e) Undo the cylinder head cover nut and remove
the cyiinder head cover and gasket.
(f) Undo the valve rocker support nuts and remove
(g)
rocker gear.
Undo cylinder head nuts and the cylinder head
and plate can be lifted off.
Page Ten
(h)
SOATHERN CftOSS DIESEL ENCINES
Depress valve springs and remove valve collets,
after rvhich the valves can be withdrawn from
the head.
(i) Ciean away all carbon from the cylinder head,
piston, and inside the combustion chamber.
(j) T" Grind Valves: Light grinding can be done by
the use of grinding pasLe, but if the seats in the
head show any pitting the only satisfactory way
to correct this is to have the seats reground by
the use of a high-speed valve resurfacing
m.achine, such as a Vibro-Centric. The seats are
so hard that the average grinding paste does
not make much impression upon the surface, and
t^he valve is gr'ound and not
the seat. If the seating is reground, see that the
total rvidth of the seat does not cxceed 3/32 inch.
If it does, by the use of 15 degree and 70 degree grinding wheels reduce the width of the
seat so that it is u'ithin the desired dimensions.
The seat must not be less than 1/16 inch.
NOTE: If the inlet valve seat in the head has
to be reground, use care, as an insert is not
the result is that
fitted.
If, when the valves require attention, the seating
face of the valve is shouldered so that the
shoulder is sitting on top of the valve seat, the
valve should be refaced to present a flat seating
face at 45 degrees.
(k) After regrinding the valves, thoroughly clean the
cylinder head, valves, valve guides, etc., to remove all traces of grinding paste, and then re-
(I)
place valves, valve springs, washers, and collets.
See that the cylinder head gasket is in good con-
the stroke, turn the flywheel another half a turn,
and le'ave it in this position, Replace fuel pump
i,appet c'over.
(d) Undo the nuts around the fuel pump mounting
plate and remove it, being careful not to damage the gasket.
(e) Undo the connecting rod setscrews and remove
the big end bearing cap.
(f) Using a sharp knife, clean away all carbon deposits from the top of the cylinder. Then remove the ridge from the top of the cylinder with
a sharp bearing scraper or a special ridge cutting
tooi, if available. Remove all of the ridge but
do not cut down into ring travel.
(e) \\Iithdrarv the piston and connecting r.od.
(h) Cylinder: The cylinder will probably give good
selvice until it is u'orn .012 inch oversize. It
nal'be used until it is.015 inch oversize if new
pistcn rings are carefully fitted, but it is recommer.ided that it be rebored to suit an .020 inch
ovelsize piston ri'hen ri'orn .012 inch oversize.
The bore of the c]'linder rvhen nerv is 2.?50
inches, and it shouLd be rebored to 2.??0 inches
to suit a .020 inch or-elsize pist,on.
^{f:er a lebole. run the engine very carefully
fol a ferv da1-s until it is properly run in. Do
noi put it on load for at least four hours after
st:.i'tng up.
(i) Care of Piston: The piston and rings may be
cleaned *-ith soft soap and r,vashed with hot
soda and l'ater, that is, if they are not very
dir-t1-.
If
thei'e is much carb,on deposit, or if the rings
are stuck, they must be removed and cleaned.
To Lemove the gudgeon pin from the piston and
rod it is necessary to first remove the circlips.
In some instances, it may be necessary to immerse the rvhole assembly in boiling water to ex-
dition and then replace cylinder head and plate,
putting nuts on loosely.
(m) Now tighten the nuts which are diametrically
opposite and not those adjacent, as this is likely
to distort the cylinder head or cylinder. If a
Torque Wrench is being used, set it at 47 ft. Ibs.
pand the piston sufficiently to ,ailorv the gudgeon
(n) Replace valve rockers.
(o) After replacing Lhe valve rockers, and before
the cylinder head cover is put in position, check
the clearance betrveen the rockers and valve
stems as set out on page 8, ,'Check Valve
(p)
(q)
3.
Clearance".
Replace rest of parts, reversing the order in
which they were removed.
See that the fuel is being injected properly
after the fuel pump to injector tube has been
fitted, by cranking the engine and listening for
tl.re decided vibratlon r,vhich can be heard if the
fuel is being injected correctly.
Inspect Piston and Cylinder:
(a) To r,vithdraw the piston, first remove the cylinder head cover and cylinder head as described
above.
(b) Shift the fuel stop cock to the ,,off" position
and disconnect the fuel filter to fuel pump tube
at the pump. Also, remove the fuel pump to
injector tube and put protecting plugs in the
ends of the tube and protecting caps on the in-
(c)
pin to be removed.
The pin must fit the piston tightly in this manner', otherrvise it rvould be to,o slack when the
jector and fuel pur:lp.
Remove the fuel pump tappet cover, and slowly
turn the flyi,vheei in the normal direction of
rotation. The fuel pump end of the fuel pump
rocker u'ill move up, and then dor,vn. When the
fuel pump end of the rocker is at the bottom of
(i)
engine is hot, because of the difference in expansion betu'een the alloy piston and the steel
gudgeon pin.
To Remove Piston R.ings:
The piston is fitted rvith the following rings
a "Torsional Chlomol" compression ring in the
top groove, a plain "Torsional" compression
lirg in tite second gtcoye, four segnrents of
"Colcls" rir-igs in the thii.d g1.oo\:e, and an oil ring,
con:isirng' of an erpiitCei' anci tl'o segileuts, iu
the ioulth gioo\-e. To rer.r.rove the t\-,-o contpression lir.ig-.. lr'olk ilel lc,ose and then spr.ing one
lir.tg cper and pusit :at'i.or.r' .trips of thin sheet
tneial be:r'een r'.ng and piston at four different
point:. \-iork rir:3' oi along the strips of metaldo not foi'ce liirs ol it rvill break. Repeat this
plocedure r-.'ith the othet compression ring.
To remove the "Cords" Segments, push a finger
nail undel one end of the top segment at the
gap. Lift end of segment and it will unwind off
piston. Repeat this procedure rvith the remain-
ing "Colds" segrnents.
\\rhen lemoving the oil ring from the fourth
groore, push a finger nail under ,one segment at
the gap. Lift the end of the segment and it u'ilI
un-,r'ind off the pislon. Repeat this pr,ccedure
tith the other segment. Lift out the expander.
v
SOUTHERN CROSS DIESEL ENGINES
Page Eleuen
(k) Testing Piston
Rings and Fitting New Piston
Rings:
It is recommended that piston rings be replaced
Third Groove:
Special care must be taken to see the segments
are fitted correctly. Each segment is "dished" or
"cupped", and, to determine which is the
"cupped" side, place segment on a flat surface
and press a finger on it at one point. If segment
remains flat, the "cupped" side is f'acing downwards, but if the free part .of segment rises, the
"cupped" side is facing upwards. (Refer iliustration, "Cupped Side of Cords Segments".)
as a full set when sufficient wear in any one of
the rings in the engine warrants its repl.acement.
Clean the top portion 'of the cylinder to remove
all traces of carbon.
Put a piston ring in place in the top of cylinder.
By inserting bottom of piston into cylinder,
move ring down about 1 inch. This will square
the ring in the cylinder.
Examine gap in ring. If it is more than 1/16
inch, renew ring, Repeat this procedure with
each compression ring,. and each "C.ords" ring
The
segment.
To
fit
first
segment is
put
,on
with the cupping
upwards, the second with the cupping downwards, the third upwards and the fourth downwards. (Refer illustration, " Cords' Segments in
Piston Groove", which shows a sectional view.)
new rings to the worn cylinder, proceed as
foilows:Fit one of the
compression rings into the cylinder
and then insert bottom of piston and shift ring
down into the unworn portion at the bottom of
the cylinder; i,e., about 1 inch from the bottom.
Check the gap, and, if it is less than .008 inch,
file joint to obtain this gap. Repeat this pr,ocedure with the other compression ring. For the
t'Cords" Segments, use the same procedure, but
make the gap .011 inch with the ring in the unworn portion at the bottom of the cyiinder,
To hold "Cords" Segments while filing, make a
hacksaw cut in the edge of a piece of timber,
and use this cut to steady segment while it is
being filed.
Check segments of the fourth groove oil ring in
the unworn portion 'of the cylinder to ensure a
gap of at least .014 inch.
Test compression rings in their respective piston
grooves by rolling them around in the grooves
to see that they do not pinch anywhere.
To fit ",Cords" Segments to the piston, do not
spring them open and slide them on using metal
strips as for the other rings. Insert one end of
the segment into lhe groove, allowing the remainder of segment to lie naturally. Then simply
"wind" segment into groove. Repeat this procedure rvith each segment, taking care not to
cross segments, and also see that the cupping is
correct. All gaps in the segments should be in
line with gudgeon pin ends. Place gap in first
segment over the end of pin, Place gap in second
segment over opposite end of pin, and alternate
each succeeding gap in this manner.
Cupped Sides of "Cords" Segments
ii',.-E-,,-T.:iElT!=,,i-i,,iri,,il ij:r;".!,,-:r.ii1-r,'!-,.:. aT.. .TiE
.E
Piston rings must be fitted to the piston in the
correct order, as foliows:Fourth Groove:
Place the expander in the fourth ring groove,
making sure the coloured ends butt together, and
d,o not overlap, that is, so that both colours are
visible. Insert one end of a segment into the
ring groove and wind it into the groove.
Repeat this procedure r.vith the other segment, on t'he other side of the expander.
Position the gaps in the segments so that they
of the piston, but opposite
the join in the exp,ander. Before replacing the
piston in the cylinder, check that both ends of
the expander are visible, and, if they are overlapped, rectify by separating the ends with a
small screwdriver or similar tool.
,are on the same side
Cupped Stde Downwards
!i:
i:l:Lq,r!i.:.Fi-:,.flEF-,:r,:rll;it-
i;i"1.il!hi:l:-,i.1.;:,i:.r5!::11.{,.:ti;ijii
llili
!j!i
+
"Cords" Segments in Piston Grooue
11#f-k#ii
Cupped Side Upwards
:iili,'!
r
Page Tutelue
SOATHERN CROSS DIESEL ENGINES
Second and Top Grooves:
segments have been fitted,
After the "Cords"
examine the trvo compression rings and it will
be noticed that the outer surface is more highly
polished on one ring. The hishly polished one is
the "Torsional Chromol" ring and must be fittcd
in the top groove. Also it lvill be noticed that
one of the corners on the inside of each ring is
chamfered. The rings must be fitted with this
chamfered corner at the top.
Using metal strips, slide the two compression
rings on to the piston.
(l)
Checking Piston: A new piston should be fitted
if the wear on the piston skirt exceeds .015 inch,
or if the side clearance on a new piston ring exceeds .005 inch. The diameter of the piston skirt
when nerv is between 2.743in. and, 2.742in. al
the bottom. When fitting a new piston, test the
rings in the piston grooves to see they do not
pinch.
(m) To R,eplace Piston:
First make sure the gudgeon pin circlips are
carefully fitted, otherwise the gudgeon pin will
rvork along and score the cylinder.
Turn the compression rings so the gaps are on
opposite sides of the piston and not in line, and
coat piston and rings with lubricating oil,
NOTE: Check that the gap in alternate "Cords"
segments are in line with opposite ends of the
gudgeon pin, and that the ends of the expander
in the fourth groove are not overlapped.
Use a piston ring compressor to compress the
rings when replacing the piston in the cylinder,
One side of the connecting rod is marked "Flywheel Side", and should be fitted nearest the
flywheel.
When refitting the big end of the connecting rod,
make sure the plain half of the bearing is in the
cap and grooved half is in the rod. Fit the
dipper in place on the bottom 'of the rod and
make eure the numbers on the cap and rod are
on the same cide.
When the big end setscrews are tightened up,
turn up the edges of the tab washer to prevent
the setscrews coming loose, If a Torque Wrench
is used to tighten the big end setscrews, set it
at 20ft.
lbs.
T.o reassemble the rest
of the engine, reverse
the order in which the parts were removed.'
NOTE: When refitting the fuel pump mounting
Connecting Rod Big End Bearing:
This bearing is bolted together without any
It must not be filed or ad'justed in any way.
After many hours' running the bearing may wear and
need replacing, In this case, fit a new standard bear-
ing or a .002 inch undersize bearing; or, if necessary,
have the crankpin reground to suit a .010 inch undersize bearing. To check if the crankpin should be reground, check its diameter with a micrometer and if
it is less than 1.6225 inches, have it reground to
1.615 inches diameter and fit a .010 inch undersize
bearing.
IMPORTANT: When fitting the bearing into the connecting rod, make sure that the grooved half is fitted
into the rod and the plain half into the cap,
Connecting Rod Small End Bush:
The inside diameter of this bush is machined to special limits afrer it is pressed into the connecting rod,
and, if a nerr- bush is required, it is recommended that
a
replacement rod be installed rvith
alreadl'
fitted.
thel- find
allorvance
it suitable for repair, they will
fol it.
make an
Where a customer decides that a local engineering
workshop or g'arage has equipment suitable for pressing in a nerv small end bush and boring it to precision
limits, a nes' small end bush will be supplied rough
bored on the inside diameter together with
detailing the finish boring size.
a
sheet
Timing Camshaft:
If the crankshaft is removed for any reason, make
sure the valve timing is correct when it is replaced.
The marked tooth on the camshaft gear should mesh
between the marked teeth on the crankshaft pinion,
See
iilustration, "Timing Camshaft".
PUNCH MARK
Inspect Bearings:
The main bearings on the crankshaft are tapered
roller bearings. Unless it is considered that these
bearings are badly worn and need close inspection,
it is sufficient to try them by pushing the crankshaft back and forth. When the bearings are properly adjusted it should be just possible to detect
end play.
If the movement is very noticeable, then adjust as
follows'-
Remove the flywheel end bearing housing from the
crankcase and remove .one packing and refit housing.
Check again for end play, making sure that when
finally adjusted the crankshaft can be easily turned
by hand.
a new bush
This may be done by pr,ocuring a new
connecting rod ol a "sen'ice" rod which has previously
been fitted rvith a nerv small end bush. The connecting lod rrith the worn bush may be returned for inspection, freight prepaid, to the Southern Cross S,ales
Office flcm rvhich the engine was obtained and, if
plate, make sure the eap is in position on the fuel
pump rocker adjusting screw.
4.
shims.
Ttming Camshaft
v
SOUTHERN CROSS DIESEL ENGINES
Page Thirteen
(d) If it is necessary to adjust
the pump timing to
take up wear, then remove the fuel pump tappet
i'vA'LvEr ANo'spRrNG REMovfD
,---._
--.-.-ffi
$'lF
lif; Ffifi t: f-..-..Gl.iP-,,U
cover, No. 62.
(e) With the pump mark on the flywheei opposite
the mark on the fuel pump mounting plate, if
the injection is retarded, undo the locknut on the
fuel pump rocker ,adjusting screw and screw out
very slowiy until the fuel just ceases to flow. If
timing is advanced, screw in very slowly until
fuel
ceases
to flow.
(f
) Retighten locknut and rec,heck timing as before.
(g) After the setting is correct, wash the delivery
valve and spring in clean diesel fuel or kerosene
and replace, Then connect the fuel pump to in-
jector tube to the fuel pump and pump aII air
from the tube before connecting the other end
to the injector.
Do not put a gasket between the fuel pump and
the machined face on which it sits.
Do not attempt to take the pump to pieces. If
it requires adjustment, return it to the Southern
Cross Sales Office from which the engine was
purchased, or a recognised Fuel Injection Equip-
ment Service Agent.
Checking Fuel Pump Ttming
5.
6.
Check Fuel Pump Timing:
Read this before altering pump tappet setscrew otherwise pump will be damaged,
It is not necessary to alter this setting under
ordinary circumstances, but it is advisable to check
the pump timing whenever a major overhaul is in
pr,ogress, so that any wear may be adjusted.
Proceed ss fell6ri/s;(a) Crank the engine until the compression stroke
is felt, then release the compression wilh the
valve lifter and turn the flywheel until the
"pump" mark is nearly opposite the mark on
the fuel pump mounting plate. Make sure the
control rod stop is released so that the fuel pump
control rod is in the running position.
(b)
Remove the fuel pump to injector tube. Then
remove the delivery valve, delivery valve spring,
and delivery valve connection from the pump.
The Delivery Valve Connection should then be
screwed back in and tightened, Fuel will now
flow freely fr,om the pump,
(c) Now turn the flywheel in the normal
,Clean Exhaust System:
Periodic cleaning of the exhaust pipe, if fitted, and
silencer is necessary. If the exhaust pipe is clogged
ttre engine will appear overloaded, and will not perform well. An engine running on light loads for long
periods may clog up the exhaust pipe or silencei.
To clean the silencer it should be removed from the
exhaust pipe .and tapped sharply on the outside with
a hammer. Then shake the loosened deposit from it.
7.
Check Governor Adj,ustment:
The governor lever adjusting screw in the governor
lever is adjusted,at the Factory and does not normally
require further adjustment, but when a major overhaul is being carried out it is a good idea to check
the adjustment.
To do this, proceed as follov/s:(a) Set fuel pump control rod stop in the ,,starting',
(b)
(c)
direction
of rotation until the fuel stops flowing. It will
be necessary to turn the flywheel very sl,owly to
find this point and recheck the position several
times by turning the flywheel backwards and
then slowly forwards to the point where the cut-
off takes place. The mark on the fl:,'wheel
m,arked "pump" should be opposite the mark on
the fuel pump mounting plate'when the fuel
stops flowing.
3aq)
(d)
position.
Loosen the locknut on the governor lever adjust-
ing
screw,
Fxamine the fuel pump control rod stop and, if
it is not already touching the fuel pump, screw
out the governor lever adjusting screw until it
does touch,
Then very slowly screw the adjusting screw in
until the control rod stop is just starting to move
away from the fuel pump. Leave the adjusting
screw in this position and tighten locking nut.
WARNING: Do not alter the setting of the governor
lever adjusting screw to,alter the engine speed as the
governing of the engine will be affected.
r
SOUTHERN CROSS DIESEL ENGINES
Page Fourteen
FUEL INJECTION EQUIPMENI,
Extreme care must be taken when handling any of
l
bhe injection pump and nozzle parts.
They are very accurately made, and if any dirt or
foreign matter gets amongst the working parts, they
will quickly give trouble.
No attempt should be made by the operator to make
any adjustments to the fuel injecLion equipment beyond
those set out in this instruction ma,nual.
If at any time the pump or injeetor does require any
further adjustment, it should be returned to the nearest
Southern Cross Sales Office or a recognised Fuel Injection Equipment Service Agent.
d%ffi
#ffi
Setting Iniector in an Emergencg
Fuel Pump
The fuel pump forces the fuel under very high pressure to the injector, which discharges the fuel in a spray
through a fine hole into the combustion chamber.
The fuel pump does not require any adjustment
other than an occasional drop of oil om the control rod,
If at an1' time the setting of the adjusting screw at
the back of the nozzle holder is altered by mistake, or if
a ne\\' nozzle is fitted, the nozzle holder with nozzle
should be -:en: to the nearest Southern Cr.oss Saies Office
or lecogn-sed Fuel Injection Equipment Service Agent to
har-e the in.:ec:ol reset
to 125 atmospheres,
In an ernergency, an
Injector
The injector is set correctly, and should not be interfered with in any way, beyond ocoasionally cle,aning
the nozzle, if necessary.
When making any adjustments to a nozzle, always
have a tin of clean diesel fuel handy to wash the parts
of the nozzle
to the Cimen-.ror shorvn in the illustration.
Hor,-ever an exact setti,ng can only be obtained by
using specral equipn:rent, and an engine fitted rvith an
injectcr rvhich has been set by the approximate method
shorvn above, will not run as rvell or efficiently as one
with an exact setting.
The above approximate setting should therefore only
be used until such time as it is possible to have the injector set by a Service Agent.
in.
Iniector Setting
The correct injection pressure is 125 atmospheres.
If the injection pressure is tested at any time, and
it is found that the pressure has risen above the correct
setting, the rise is probably due to a partially or wholly
stuck plunger in the nozzle. The nozzle should be freed
as set 'out in the section, "Remove Injector Nozzle and
Clean", on page 9, and the injection pressure retested,
If the
approximate setting can be
made b1' adjusting the screw on the back
pressure is still incorrect, the setting may be
altered, but it is important that no alteration be made to
the setting until a check has been made to see that the
plunger is free in the nozzle.
Cleanliness
of
Fuel
Rernember that the life of the fuel pump and inject'or depends upon the quality and cleanliness of the fuel
used.
Nerer use fuel of an unknown quality.
Never run an engine without the fuel filter in position.
\er-el i'eplace the fuel filter with any type other than
bhat oliginally fitted without first seeking the advice of
your Southern Cross Service Agent.
Ua%
!v
.SOATHERN CROSS DIESEL ENGINES
Page Fifteen
TROUBTES AND THEIR REMEDIES
Compression ignition engines depend entirely on the
heat generated by process of oompressing the afu to a
very high pressure, and it is this heat only which ignites
the fuel when it is injected into the combustion chamber.
When tracing any troubles, the essential points to
remember are:
(1) Is the compressi'on satisfactory?
(2) Is the fuel being injected properly?
(Refer to Nos. I,2,3,6, 8 under "Failure
Start" below).
is not being sprayed properly or is being sprayed
erratically. If this is the case, the injector requires
attention. This applies providing the fuel is being
pumped to the injector. Refer to page 9 to correct.
(4)
to
To test the oompression, attempt to crank the engine
over the
compression stroke, and unless it takes
quite an effort to do this the compression is not satisfactory, and the reason for the loss of compression can be
located from the faults set out under "Failure to Start,"
Nos. 4, 5 and 7.
Failure
to
turn the flywheel until the "pump" mark lines
with the mark
(5)
The above may be traced as follows:
(1) Fuel Tank Empty: If the fuel tank is run dry
the
fuel system will become air locked, and on refilling
the lank it wiII be necessary to prime the fuel system in the same manner as in starting for the first
time. (Refer page 5, "Priming FueI System") and
remove all ,air bubbles fr.om the pipes.
(2)
the compressio,n, but
(6)
(a) Air in the fuel pipe will
engine to
blockage in the injector to have caused the breakage of the pipe.
(c) If
the delivery valve on the fuel pump is leaking,
no fuel will be injected. To correct, remove the
delivery valve, clean it. and inspect.
(3) Injector
Stuck or 'Worn: To locate a stuck or faulty
injector, first remove the injector and injector slee.r,e,
reverse the injector on its studs, and co,nnect it to the
high pressure fuel tube outside the engine. Now
crank the engine and it may be found that the fuel
up
fuel pump mounting plate, re-
Exhaust or Inlet Valve Leaking: Leaking Valves can
be detected by the sound of air leaking from either,
but before removing the head to grind the f,aulty
valve, it is p'ossible sometimes to correct the trouble,
which may only be due to a small particle of carb.on
lodging between the valve and the seat,
To remove this, crank the engine, and, at the same
time lightly strike the end of the rocker over the
faulty valve with a hamrner.
This should blow the obstruction ,away and restore
lo
Failure to Inject: This may be caused by:(a) air in fuel pipe; (b) Ieaking high pressure fuel
pipe; or (c) leaking delivery valve on fuel pump.
sometimes allow the
fire several times and then it will stop,
The air acts as a cushion and prevents the fuel
from being pumped through the pipe. R,efer to
page 5-"p1iming Fuel System"-and correct.
If the fuel cock is shut off overnight, it may
cause air to collect in the pipes and produce an
air lock.
(b) A teaking high pressure pipe will prevent
satisfactory injection. The leak should be repaired or a new pipe fitted. AIso, before starting the engine again, make sure there is no
,on the
move the rockers and the collets, washer ,and spring,
and work the valve up and down while ,adding kerosene. To replace valve springs, etc., turn flyw,heel so
"Top Dead Centre" is opposite m,ark on plate, This
will hold valve in position for reassembly.
Start
1. Fuel Tank Empty.
2. Failure to Inject.
3. Injector stuck or worn.
4. Exhaust Valve sticking.
5. Exhaust or Inlet Valve leaking.
6. Filter clogged.
7. Piston Rings stuck in grooves.
8. Broken High Pressure Fuel Pipe.
Exhaust Valve Sticking: Where an engine is lightly
Ioaded or overloaded, or where the lubricating oil
leaks past the piston rings, the exhaust valve will get
a gummy deposit on the stem and it will stick to the
guide, preventing the valve from seating properly,
with a resulting loss of compression.
This can usually be freed by pouring kerosene around
the stem and giving the end of the rocker over the
valve a few light blows with a hammer, and at the
same time rotating the engine. In an obstinate case,
if
Lhis fails,
it will
be necessary
remove the head and grind the valves (pages 9
and 10).
Filter ,Clogged: The symptoms of a clogged filter
will be as follor,r's:
The engine will start and fire several times, and then
stop. After a few minutes it can be started anci will
stop again.
This happens because the filter will not pass sufficient fuel to feed the pump. While the engine is
siopped it will fill the pipe line and for the first
few revolutions the pump will get sufficient fuel,
then the fuel will be used, and the filter will not
ggpply fuel quickly enough and the engine will stop.
(Refer to page 8 fo fit new paper element.)
(7)
Piston Rings Stuck in Grooves: Loss of
c,ompressiom
may be caused by the piston rings sticking in the
grooves of the piston and not sealing the compression
properly.
To check for this, remove the crankcase cover plate,
cra,nk the engine and the leakage past the rings c.an
be heard.
A further check is to remove the cylinder head
(refer to pages 9 and 10) and inspect the cvlinder
walls. If any of the rings are stuck, there will be a
brown mark on the cylinder wall where the blow-by
has occurred.
The remedy is to remove the piston and free the
rings, and if inecessary, replace with new rings. (Refer to page 10-'(Testing' Piston Rings and Fitting
New Piston Rings.',
-3
,€
SOATHERN CROSS DIESEL ENGINES
Page Sizteen
is usually the result of using diesel fuel with the
engine on very light loads, and the remedy is to
Engine Stops
If
the engine stops suddenly
the following:
it will
be due to one of
(1) Fuel Tank Empty (refer io No. 1, page 15).
(2) Air in FueI Pipe (refer to No.2, page 15).
(3) Stuck Injector (refer to No. 3, page 15).
(4) Clogged Filter (refer f.o No. 6, page 15).
change to a Blended Distillate (refer to page 7).
(5)
(6) Loose
Knocking
Boarings: A knock from a loose bearing will
be exactly the same on a light lo,ad as on full load,
and can be rec'ognised as it is a dull knock, not
sharp and distinct.
With a diesel engine there is always a certain,amount
of compression knock which must not be associated with a
bearing knock. Knocking may be caused by:
(l)
wiil only be temporary.
(2) Too Early Injection: If the timing is altered or the
Camshaft is replaced with the timing in advance, the
will inject the fuel too soon, and this will
produce a severe knock which will be very sharp
and distinct.
Refer to page 13, "Check Fuel Pump Timing", and
pump
correct-
(4)
The connecting rod big end bearing can be tested
by removing the crankcase cover and testing the connecting rod for up and down movement. If any up
and down piay can be felt, the bearing should be
checked for wear (refer to page l2r "Inspect
Exhaust Valve Sticking in Guide: This will be a very
severe hammering, and may sometimes be heard
when the engine is starting, stopping, or after it has
been running ,on an overload.
What happens is that the piston strikes the exhaust
valve before it has time to close.
To free it, pour some kerosene down the exhaust
valve stem while the engine is running (refer "Exhaust Valve Sticking", page 15).
A sticking exhaust valve is caused through dirty
running due to the engine running on an overload,
or the engine being out of adjustment; amd this must
be c,orrected otherwise the effect of the kerosene
(3)
Loose Flywheel: Occasionally a loose flywheel will
produce a very severe knock, lvhich can be quickly
stopped by tightening the flywheel nut. The flywheel fits on a taper o,n the end of the crankshaft
and the nut must be tightened very tightly. Hammer the spanner r,ound with a hammer.
Stuck Injector: If the engine runs unevenly and occasionally a sharp knock is heard, it is generally
caused by a stuck injector (refer to page 9, No. 1,
to correct).
Carbon on Injector Nozzle: If, after the engine has
v'armed up, a knock which sounds like, but proves
not to be early injection, is heard, it is gener,ally
due to a carbon deposit forming at the point where
fuel is injected from the r;ozzle, This carbon gets
red hot and ignites the fuel as it enters the combustion chamber, and pr,oduces an early combustion. Remove injector nozzle and clean carbon off the end
of the mozzle and replace in the engine, This carb,on
q)q)
Be,arings.")
Overload and Dirty Exhaust
White or grey smoke from the extraust is caused by
Iubricating oil getting up past the pistons due to badly
fitting rings or overfilling the crankcase with lubricating
oil.
If the engine shows black smoLe from the exhaustr
is a sure sign that it is overloaded. Do not continue to
nun the engine but correct the cause of the overload.
it
Overloading may be caused by:
(a) A load greater than the rated output of the engine.
In this oase, reduce the load. An increased load
of a iault in the driven machine.
(b) A fault in the engine which is limiti,ng its performcould be the result
ance.
In this c,ase the engine can be overloaded on
loads less than its rated output.
This may be caused by: (1) Fuel not being injected
properly
in the cylinder; (2)
Leaking Valves; (3)
Sluck Piston Ri,ngs,,or (4) General Wear. For causes
7, 2 and,3, refer to section, "Failure to Start" on
page 15. H'owever, if the overload of the engine is
caused by poor perform,ance due to general wear, a
major overhaul should be carried out,
of an engine whicb is run on an
will become progressively woroe, so do not eontinue to run the engine but oorrect the oauge of the
The performance
overload
overload.
-\
Page Seuenteen
SOUTHERN CROSS DIESEL ENGINES
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Page Eighteen
SOATHERN CROSS DIESEL ENGINES
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SOUTHERN CNOSS DIESEL ENGINES
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SOUTHERN CROSS DIESEL ENGINES
PARTS IIST
IMPORTANT
It is important when ordering a part for an engine to give the following informationr( 1) Mark
(3) Date Supplied
(4) Name and Symbol
(2) Engine No.
No. o[ Part ...........--.
1.
No.
per Symbol
Engine No.
1
1
4
MARK EF.D DIESEL ENGINE PARTS
Name of Part
Parts List
Illustratim
No.
EF-D 1B Crankcase
EF-C 4 Oil Filler Plug
ET-B 9 "Cords" Rings for Third
2
2
Gro,ove
1
Segments
EF-D 9 Fourth Groove Oil Ring
1
EY-D 10 Crankshaft
1
EE-D 11 Crankshaft Pinion
1
EY-D 12 Crankshaft Bearing Housing
Stud
1
1
EF-D 13 Crankshaft Bearing Housing 1
As reqd. EE-D 14 Crankshaft Bearing Housing
Gasket
1
1
EE-D 15 Connecting Rod Big End Bearir.g 1
1
EF-D 17 Flywheel Nut
1
1
EF-D 18B Flywheel
1
1
EF-D 19 Flywheel Nut Tab Washer
1
EF-D 20 Connecting Rod
1
1
2
E.-D 22 Balance Weight
1
2
EE-D 24 Connecting Rod Setscrerv
1
1
EE-D 25 Connecting Rod Setscrew Tabwasher
1
1
EE-D 26 Connecting Rod Dipper
1
1
EF-C 27 Gudgeon Pin
1
2
EE-D 28 Gudgeon Pin Circlip
1
1
EF-D 29 Pushrod Housing Gasket
2
1
EF-D 308 Piston
1
1
EF-D 31 Cylinder Head Gasket
2
1
EF-D 32 Cylinder Head
2
1
EF-C 33 Cylinder Head Top Plate
2
1
1
1
6
1
1
5
1
2
2
2
1
.)
t
1
1
I
1
1
2
4
EF-C 34B Cylinder Head Cover Assembly
EF-C 36 Cylinder llead Cover Gasket
EF-C 37 Cylinder Head Stud
EF-C 39 Cylinder Head Cover Nut
EF-D 40 Valve
EF-D 43 Valve Spring Retaining Washey
EE-D 44 Valve Guide
EF-C 45 Exhaust Valve Seat Insert
EF-D 47 Valve Tappet
EF-D 48 Push Rod
EF-D 508 Inlet Valve Rocker and Bush
ED-G 50 Fuel Oil Filter
Etr-D 518 Ekhaust Valve Rocker and Bush
EF-D 53 Valve Rocker Support
EF-E 53B Valve Rocker Spindle
EF-D 54 Valve Rocker Adjusting Screw
EF-C 65 Cylinder Head to Cylinder Head
Top Plate Sealing
2
2
Washers
EF-E 56 Valve Tappet Retaining Circlip
EF-D 57 Valve R,ocker Bush (not illus.)
2
2
2
2
2
2
2
2
2
2
2
3
2
2
2
2
2
2
No.
per Svmbol
Engine No.
1
3
1
1
1
1
1
Parts List
EF-D 58
EF-D 59
EF-D 60
EE-D 61
EF-C 62
EF-C 63
EF-C 64
As reqd. EF-C 65
Illustratio
Name oI Part
No.
Extension ShaftExtension Shaft Setscrew
1
1
Camshaft
Camshaft Spindle
FueI Pump Tappet Cover
2
FueI Pump Tappet Cover Gasket
Fuel Pump Mounting Plate
FueI Pump Mounting Plate
Gasket-1/64in., \/ 32in.
1/16in. Thicknesses
EF-D
EF-C
6? Fuel Pump Rocker Spindle
68 Fuel Pump Rocker Adjusting
1
EF-C
69 Fuel Pump Rocker
Adjusting
Screw Cap
Governor Lever Spindle
Governor Spindle
2
2
1
2
1
1
1
1
1
EE-D
EF-C
EF-C
EF-D
EF-D
2
2
1
2
1
EF-D 83B Valve Spring Washer
EF-C 83 Governor Connecting Link
EF-C 84 Govern,or Lever
1
l.
1
1
1
D
3
Screw
70
El'-C 71
EF-D ?2 Governor Sleeve Spindle Assembly
.
EE-D 75 Governor Weight
EF-D 76 Governor Weight Spindle
AX-C 78 Governor Lever Adjusting Screw
EC-B 79 Valve Rocker Retaining Circlip
2
1
1
1
1
1
1
1
3
and,
1
1
1
1
1
2
3
3
EF-C
(not illus.
o
o
3
o
o
)
79 Governor Sleeve
79 Governor Pinion
80 Governor Thrust Pin
81 Governor Connecting Link
82 Fuel Pump Rocker Bush
g
3
B
S
(not
il1us. )
2
Pin
EF-E 84 Valve Spring
EE-D 85 Governor Spring Adjusting
Screw
B
3
z
3
EF-D 858 Valve Collet
2
g
EF-C 86 Governor Spindle Washer
EF-C 87 Governor Spring
B
EF-D 88 Fuel Pump Rocker
B
EF-D 89 FueI Pump Rocker Roller
B
EF-D 90 Fuel Pump Rocker Roller Spindle 3
EF-C 92 Starting Handle Clutch
l
EF-D 93 Starting Handle Clutch Spacing
Collar (not illustrated)
g
EF-D 96 Fuel Pump
EF-C 97 Starting Handle Assembly
1
EF-D101 Fuel Pump to Injector Tube B
g
EF-D102 Injector Nozzle Holder
AK-8103 Fuel Stop
C,ock
Washer
B
l
a
SOATHERN
C!RO.9.9
DIESEL ENGINES
Page Tuenty-one
No.
per
Engine
Parts List
Symbol
1
EF-D104
2
EU-C106
No.
per
Illustratiq
Name of part
No.
Engine
Fan Corvl
Injector Ovei'flori. Pipe
Collar
Injector Nozzle
Cylinder Ccrvi
Injector Overflorv Pipe
1
EF-D107
1
2
EE.D1O8
EF-C110
1
EF-D1118 Injector Cverflorv Pipe Assembly
1
1
1
2
Injector Overflorv Pipe
Injector Overflorv to FueI Filter
EE-D114
ED-E114
EF-D117
EF-D118
Fuel
B
1
EF-D212
EY-Dz16
1
ED-E218 FueI Pump Rocker Roller Spindle
1
1
L
I
1
t
1
I
1
2
1
1
1
1
EY-D219 Oil Bath Air Cleaner Element z
EF-D220 OiI Bath Air Cleaner Adaptor z
EY-D221 Oil Bath Air Cleaner Cover
z
EY-D223 Oil Bath Air Cleaner Gasket 2
EU-C223 Valve Lift Plui.rger
z
ET-8224 Valve Lift Plunger Spring
2
ET-8226 Breather Valve Seat
2
EF-E;227 Oil Bath Air Cleaner Cover Stud 2
ET-8230 Breather Valve Filter pad
z
ET-B231 Breather Vah'e Filter piate
2
EE-D235 Breather Valve Cup
2
ET-8238 Breather Valve Cup Cap
2
Y8250 Crankcase Oil Filler plug Washer 2
EF-E263 Flywheel Nut Spanner (not
3
Banjo
Cylinder Cowl Clamp Plate
B
2
Flywheel Cowl lVlounting Stud
Collar (not illustrated)
FueI Tank Support
B
FueI Tank Strap Anchor
B
Fuel Tank Strap Clamp Plate B
EF-C123' Fuel Tank Strap
g
EF-C136 Air Cleaner Adaptor Gasket z
EF-C138
Crankcase Vent B,ody
2
EF-C139 Crankcase Vent Cap
z
EF-D120
2
EF-C121
EF'-C122
4
2
2
1
1
1
Crankcase Vent Gauze
Crankcase Vent Filter
2
1
EF-C140
EF-C141
EU-C145
Priming
1
AX-C149
Camshaft Hoie Plug
Camshaft Spindle Washer
2
1
1
As reqd. EU-C153
EF-E156
1
FueI Pump Rocker
Spindle
2
1
As reqd.
1
YC170 Injector Overflou' to Fuel Filter
YC171 Injector Nozzle Holder
1
As reqd.
Gasket
1
AMMENDMENT TO FARTS LIST:
If any of the parts shor"rn on this list are required for
replacements, quote symbol number and name of part from
this list when ordering.
No.
Otr.
Symbol
No.
EF-D
F{ame
Cylinder Head Cover Assembly.
Valve Lift Cam Retaining Circlip.
ED-E.221 Valve Lift Assembly.
E'D-8222 Valve Lifi Cam Bearing.
ED.E223 Valve Lift Plunger,
ED-8224 Valve Lifb Plunger Spring.
E'D-E'225 Valve Lift Cam Bearing Locknut.
1
As reqd.
1
As reqd.
1
2
Circlip
B
B
7
EF-C401 Piston Compression Ring-
Groove
1
EE-D406 Crankshaft Bearing
EE-D408 Crankshaft Oil Seai
EE-D504 Con Rod Big End Bearing
1
1
(.002in. Undersize)
EE-D505 Con Rod Big End Bearing
(.010in. Undersize)
EE-D506 Con. Rod BiS End Bearing
(.02Oin. undersize)
EF-D5508 Piston (.020in. Oversize)
EF-C551 Top C,ompression Ring (.020in.
Oversize)
EF-C552
EF-C553
2
As Reqd.
Second Compression
Ring
(.020in..Oversize)
3rd Gr.oove Oil Ring (.020in.
Oversize)
EF-D554
Fourth Groove Oil Ring (.020in.
BD-C591
Rocker Spindle BaIl
Assembly
As Reqd.
Oversize)
EF-D900
As Reqd. EF-D$01
G,overnor Assembly.
Cleaner Eiement
EU-C298 Fuel T,ank Cap
EF-C400 Piston Compression Ring-Top
Segments (as reqd.)
34
2
2
Bath
As reqd.
4
of Part.
ED-E218
EF-D269
Retaining
As reqd.
Connection Washer
3
Oii Bath Air
Housing
Second
2
Washer (M.S.)
1
Cleaner Oil
Groove
1
z
EF-E157 Fuel Pump R,ocker Spindle
As reqd.
1
z
Washer (Copper)
Air
illustrated )
1
z
Plug
Silencer
EU-C206
1
3
Injector ,Overflow Pipe
lllustration
part
1
3
Connection
Tank
Name of
B
(not illustrated)
EF-C112
EF-D113
No.
2
2
g
Clip
Parts List
Symbol
Gasl<et Set
Gasket Set
.Oiler
z
for Valve Grind
for
Complete Over-
haul
ES r.equ.
-
I D-LYd
DUZ,IEIIlgnarqe
vruuEn
rrdrrrsr
1
EF-D1998 FueI Tank to Fuel Filter
4
ET'-E200B Fuel
Tube
Filter to Fuel pump Tube
Collar (2)
Fuel Tank to Fuel Filter Tube
Collar (2)
EF-C201 Governor Control Rod Stop
EF-C202 Governor Control Rod Stop pin
ED-G202 Fuel t'ilter Banjo Connection
EF-D2038 Fuel Filter to FueI pump Tube
ED-G203 Fuel Filter Plug
ED-G204 Fuei Fiiter Banjo Connecti.on
Washer
Fuel Filter to Fuel pump
and Plug
EF-D204D
sembly (not illustrated)
T
Fuel Pump Mounting Plate Stud
1
u.N.c.)
Fuel Pump Mounting Plate Stud
B
B
B
Long (31in. x 5/16in.
-18
Air
2
2
Flywheel
Cowl Mounting Stud (23in.
5/t6in.
18 U.N.C.)
B
g
-18
Cleaner Adaptor Stud (11in. x
18 U.N.C.)
- Stud (1?in. x 5/16in.
Cylinder Cowl
2
B
g
Short ( 1lin. x 5/1,6in.
u.N.c.)
g
3
As-
8
4
x 5/16in.
18 U.N.C.)
- (2), Fuel Filter to
Injector Stud
Crankcase Stud (2) (lEin. x ,3in.
-
16 U.N.C.)
soarilEnN cnoss DIESEL ENGINES
Page TuentY-tt o
No.
No.
per Symbol
Engine No.
4S
p€r Symbol
Engine No.
Nrme of Part
Balance Weight Setscrew (21in'
16 U.N.C' H' Tensile)
x 3in.
Short
Valve Rocker Support Stud
(31in. x 3in.
16 U'N.C.)
Long
Valve Rocker Support Stud
16 U.N.C.)3iin. x 3in.
2
C;'iinder Cowl Stud Washer (5/f6in.
x 3/32in. x 3/32in, Spring)
Flrnrvheel CowI Mounting Stud
Washer (5/16in. x 3/32in' x
3/321n. Spring)
Fuel Filter to Crankcase Stud Spring
Washer (8in. x 3/32in. x 3/32in.
18 U.N.C.)
5/L6in.
- Tappet Cover Setscrew
Fuel Pump
18 U.N'C.)
iin. x 5/16in.
Bracket SetTank
Mounting
Fuel
18
screw (Ein. x 5/16in.
x
Spring)
Valve Rocker Support Stud Washer
(8in. x 3/32in. x 3/32in. SPring)
Foundation B'oIt Washer ( 8in. x
B/32in. x 3/32in. Spring)
Balance Weight Setscrew Washer
(8in. x 3/32in. x 3/32in' SPring)
5,216in.
18 U.N.C.)
- Tank Strap Anchor
Fuel
Setscrerv
18 U.N.C.)
Nut ( 5/16in.
24 U.N.F.
)
Stud Nut
Air Cleaner Adaptor
(5/16in.
18 U.N.C.)
- Stud Nut (5/16in.
Cylinder Corvl
18 U.N.C.)
(
16
Injector Stud Nut 3in.
u.N.c.)
Valve Rocker
(8in.
Support
16 U.N.C.)
2
Fuel Filter to Crankcase Stud Washer
Parts List Illustration No.3'
(
Parts List lllutration No. 3
Governor Control Rod Stop Pin Cot-
ter Pin (8in. x 3/32in.)
Lift Plunger Cotler Pin
Valve
x
2o u.N.F.)
Fuel Pump Roeker Adjusting
24 U.N.F.)
Nut (€in.
-
1
Parts List Illustration No.
-
Parts List lllustration No.
3.
-
Parts List Illustration No.
?.
Valve Rocker Adjusting Screw Nut
(5/76in.
24 U.N.F.)
,Governor Adjusting Screw Nut
1
Puts List Illustration No.
x Sin. Whit.)
Foundation Bolt (7in.
(3 / l6in. Whit. Wingnut)
Oil Bath Air Cleaner Cover Stud Nut
(5 / I6in. Whit. Wingnut)
Fuel Pump Mounting Plate Stud
Washer (5/LGin. x 3/32in. x
3/32in. Spring)
3.
Oil Drain Plug (8in. B.S.P.)
Crankshaft Pinion Key ( Fin. x
5/32in. Woodruff )
Parts List Illustration No.1.
3,
Governor Lever Adjusting Screw Nut
(5/16in.
24 U.N.F.)
Flywheel Key (Ein.
x 5/32in.
Wood-
ruff)
Parts List lllustration No.
Extension Shaft I(ey (1iin.
l.
x 5/76in.
Square Plain Parallel Key)
Crankshaft Key (2in. x 5/16in.
Square Plain Parallel Key)
Injector Leak-off Connection Stud
(Bosch Part No. NSR5299/IX313)
Parts List Illustratim No.
3.
Injector Leak-off Connection Washer
(B'osch Part No. NMR49/2X)
Parts List Illustration No.3.
Flywheel End Bearing Housing Stud
Washer (5/76in. x 3/32in. x
3/32in. Spring)
Air Cleaner Adaptor Stud
(5/16in. x 3/32in. x
Pin (3in. x 1/16in.)
Governor Weight Spindle Retaining
Pin (1tin. x 3/32in. Cotter Pin)
4
Screrv
( Sin.
3/32in.)
Governor Connecting Link Pin Cotter
3'
-
8in. Plain)
Governor Spindie Sealing Washer
(3in. Brass Plain)
-
Cylinder Head Stud Nut (7/16in.
l.
Washer ( 5/16in. Pl.ain)
Governor Lever Washer (8in. Plain)
- to Crankcase Stud Nut
Fuel Filter
(€in.
16 U.N.C.)
16
Governor- Spindle Nut (3in'
Parts List lllustration No'
Parts List lllustration No.
I
Stud Nut
U.N.C. Nyloc Nut)
I'
Cylinder Cowl Plain Washer (5/76in.
Plain)
Oil B,ath Air Cleaner Cover Stud
Fuel Pump Mounting Plate Stud Nut
(5/t6in.
Parts List Illustration No.
Extension Shaft Washers ( 8in. x
3/32in. x 3/32in. Spring)
Nut (1in. Whit.)
- Mounting Stud Nut
Flywheel Cowl
(5/16in.
18 U.N.C.)
Crankshaft- Bearing Housing Stud
(5/L6in. x 3/32in. x 3/32in.
Spring)
- Anchor Setscrew
Fuel Tank Strap
(1iin. x lin. Whit. Cheesehead)
Cylinder Head Cowl Setscrew (!in. x
Fuel Pump Setscrew (?in.
Name of Part
Cylinder Head Cowl Setscrew Washer
Washer
3/32in.
Spring)
Fuel Tank Mounting Bracket Setscrew Washer (5/16in. x 3/32in.
x 3/32in. Spring)
Fuel Pump Inlet Connection
Stud
(Bosch Part No. NSR5302/IX313)
Parts List Illustration No.
3.
Fuel Pump In1et Connection Washer
(B,osch Part No. NMR49/5X)
Parts List Illustration No.3.
8in. Adjustable Spanner
Screw Driver
Injector Nozzle Nut Spanner (Sin.
A/F)
$
a
Page Tutenty-three
SOUTHERN CROSS DIESEL ENGINES
2. MARK KF.I REDUCTION BOX
No.
Off
Symbol
No.
KF-J
KF-J
KF-J
KF-J
KF-J
KF-J
KF-J
KF-H
1
1
1
1
1
1
1
1
1
Name of Part
1 Gearb'ox
2 Gearbox to Engine Gasket
3 Pinion
4 Drive Shaft Collar
6
Symbol
No,
Gearbox to Engine Stud
Nut (5/76in.
18 U.N.C.)
- Shaft Bearing Plate to Gearbox
Drive
18 U.N.C.)
Stud Nut (5/16in.
6
6
'
to Engine- Stud Washer
(5/tiin. x 3/32in. x 3/32in.
Gearbox
Spring)
Collar
6
6307 )
1
1
2
1
3/32in. Spring)
Oil Filler Plug (3in. B.S.P.)
Oil Level Plug (3in. B.S.P.)
Drain Plug (Ain. B.S.P.)
Pulley Key (2in. x 5/16in. Square
1
Drive Gear Key ( 1in. x 5/16in.
ET-B 17 Drive Shaft Oil Seal (Gaco MIS 112)
IZ-A 428 Pinion Locking Screw
IZ-A 43B Pinion Locking Screlv Spanner
EF-C 92 Starting Handle Clutch
ET-8156 Drive Shaft Front Bearing (S.K.F.
reqd. Y8198 Slarting Handle Clutch Washer
EC-B405 Drive Shaft Rear Bearing (S.K.F.
1
6205)
Gearbox to Engine Stud
18 U.N.C.)
5/76in.
6
Name of Part
6
58 Drive Shaft
6 Drive Gear
? Drive Shaft Bearing Plate
8 Drive Shaft Bearing Plate Gasket
PARTS
Drive Shaft Bearing Plate to Gearbox
Stud (13in. x 5/16in.-18 U.N.C.)
KF-J 10 Starting Handle Clutch Spacing
1
I
t
1
1
As
No.
Off
(l*in.
Drive Shaft Bearing Plate to Gearbox
Stud Washer (5/I6in. x 3/32in. x
Plain Parallel Key)
Woodruff
x
)
-
3, FLAT BELT PULLEYS FOR ENGINE AND REDUCTION
Symbol
*
*
*
*
No.
KF-H
KF-H
KF-H
KF-H
+ KF-H
* KF-H
No.
Name of Part
IZ-B 428 Pulley Locking Screw
IZ-B 43C Pulley Locking Screw Spanner
EY-D600 Sin. Dia. FIat Belt Pulley
EY-D601 3lin. Dia. Flat Belt Pulley
EY-D609 Sin. Dia. Flat Belt Puliey
Name of Part
12
13
14
15
16
18
4in.
Dia.
4iin. Dia.
5in. Dia.
5*in. Dia.
6in. Dia.
7in. Dia.
Flat Belt
Flat BeIt
Flat Belt
Flat Belt
Flat Belt
Flat Belt
*
Pulley
Pulley
Pulley
Pulley
Pulley
Pulley
Reduction Box Pulley
4, VEE BELT PULLEYS
Synbol
No.
-
4in, to ?in. inclusive only.
FOR ENGINE
AND REDUCTION BOX
Symbol
No.
Name of Part
IZ-A 438 Pulley Locking Serew Spanner
EY-D612 3in. Dia. P.C.D. x 4 "A" Groove
EY-D617 5*in. Dia. P.C.D. x
4
ttAt' Groove
EY-D618 6in. Dia. P.C.D. x
x4
ttAtt Gtoove
EY-D619 ?in. Dia. P.C.D. x
x
ttAtt Groove
EY-D620 8in. Dia. P.C.D. x
EY-D613 3*in. Dia. P.C.D.
Vee Pulley
EY-D614 4in. Dia. P.C.D.
Vee PuIIey
EY-D615 4*in. Dia. P.C.D.
x
4
Symbol
No.
KS-B 1
1
BQ-D 2
5
as ord. KS=B 2
as
ord. KS-B 4
as
ord. KS-B 6
as
ord. KS-B 7
4
ttAtt Groove
4
ttA" Groove
4
ttA" Groove
4
ttAtt Groove
4
ttA" Groove
Vee Pulley
Vee Pulley
Vee Pulley
Vee Pulley
Vee Pulley
Vee Pulley
No.
Off
Name of Part
EY-D616 Sin. Dia. P.C.D. x
IZ-A. 428 Pulley Locking Screw
Vee Pulley
BOX
Svmbot
5. MARK KS-B FLEXIBLENo.COUPLING PARTS
Off
Name of Part
Driving Half
Flexible Coupling
Flexible Coupling Pin
Flexible Coupling
!1lvsn llalf
?in. Dia. Bore Driven Half
Flexible Coupling
1in. Dia. Bore Dliven Half
Flexible Coupling
1*in. Dia. Bore flivsn Half
Flexible Coupling
Bored and Keywayed
to order -
4
L
5
5
5
Symbol
No.
Name of Part
Driving and
IZ-A 42B Flexible Coupling
- Screw
Driven Half Locking
IZ-A 43B Flexible Coupling Driving and Driven
Half Locking Screw Spanner.
YC400 Flexible Coupling Rubber Bush
Flexible Coupling Pin Nut (*in.
whit.)
Flexible Coupling Pin Washer (lin. x
*in. x *in. Spring)
a
ui.
SOUTHERN CROSS DIESEL ENGINES
Page Twenty-Jour
IND EX
8
Article.
KNOCKING
8
LUBRICATING OIL
Page No.
Article.
AIR BREATHER VALVE-CIeaning .."'
AIR, CLEANER-CIoaning ."'..
t2
t2
BEARINGS-InsPect
CAMSHAFT-Timing
DIIIVESEngine
Extension Shaft
Flexible CouPling
RECOMMENDATIONS
7
7
4
2
2
OUTPUT OF ENGINE
ll
o
OVERLOAD
4
OVERHAUL MAINTENANCE
"....
Crankshaft
Reduction Box
16
LUI]RICATING SYSTEMDraining ......
Filling
Oil Level ......
10
CYLINDER
Page No'
I
......
16
9
EXHAUST SYSTE}I_
Installing ......
Cleaning ......
EXTENSION SHAFT-Fitting
4
13
PISTON
......
20-23
r0-72
o
PISTON
RINGS
lo-\2
FAILURE TO START
15
PARTS LIST
,.....
2
FOUNDATION
PREPARING ENGINE FOR FIRST RUN
.".,..
BOX-
REDI]CTION
5
5
Priming
FUEL RECOMMENDATIONS
FUELFILTER-Cleaning ......
FUEL PUMP-Timing ......
FUEL INJECTION EQUIPMENT
..".'
8
RUNNING INSTRUCTIONS
......
RUNNING MAINTENANCE
....,.
SPEED OF ENGINE
6
L4
STARTING ENGINE
tl
STOPPING ENGINE
b
13
q
.."...
TROUBLES AND THEIR REMEDIES
VALVES-
QUEENSLAIJD
SOUTHERN CROSS MACHINERY (TOOWOOMBA)
PTY. LTD.
Cnr. Campbell and Ruthven Streets. Towoomba.
Alfred Street. Charleville.
SOUTHERN CROSS MACHINERY (BR,ISBANE) PTY. LTD.
Cnr. Ipswich aqd Asbover Roads. Rocklea' Brisbane.
SOUTHERN CROSS EQUIPMENT PTY. LTD.
298 Bolsover Street. Rockhampton
SOUTHERN CROSS MACHINERY (TOWNSVILLE)
PTY. LTD.
351-35: Flinders Street. Townsville.
VICTORIA
SOUTHERN CROSS MACHINERY PTY. LTD.
133-135 Mclntyre Road, Sunshine.
bnr. Fairy and Merri Streets, Warrnambool.
q
......
15
Siicking
TIIE SIIUTIIEHN IN055
OHGANISATIIN
NEW SOUTH WALES
SOUTHERN CROSS MACHINERY PTY. LTD.
I
Grand Avenue, Granville.
City Office: 22 Yowg Street, SYdneY
209:215 Gwydir Hisbwav. More.
SOUTHERN CROSS (TAMWORTH) PTY. LTD.
4?6 Peel Street. Tamwortb.
SOUTH AUSTRALIA
SOUTHERN CROSS MACHINERY PTY. LTD.
1?3
Port Road Hindmarsh.
WESTERN AUSTRALIA
SOUTHERN CROSS M.ACHINERY PTY. LTD'
290-298 Wbatlev Crescent. Mavlands'
SOUTH AFRICA
CROSS WINDMILL & ENGINE CO. (PTY.) LTD..
SOUTHERN
-- gi.-J-ii-;t*.-Joh"tt""bug,
Port Elizabeth. Capetown ud
Windhoek.
15
8
Clearance
Grinding
L4
15
186 Lyons Street, Cairns
5
13
INJECTORSetting
Sticking
8
Lubricating
7
GENERAL ARRANGEMENT
GOVERNOR-Check Adjustment
5
4
Fitting
FUEL SYSTENIFilling
Cleaning
,.....
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