Onan DJBA, DJBA-MS/375W Service Manual

OPERATOR'S/SERVICE

MANUAL

AND PARTS CATALO i

SERIES

DJBA

INDUSTRIAL

ENGINES

967-0423

Printed in

ISSUE DATE

6-79

(SPEC P-W)

U.S.A.

SAFETY

•

It is recommended that you read'your engine manual and
become thoroughly acquainted with your equipment before
you start the engine.

This

WARNING

warn of

CAUTION

J

possible

symbol

throughout this

serious

This

symbol

personal injury.,

refers

PRECAUTIONS

is

used

manual to

to

possible

equipment damage.

• DO NOT smoke or'use an open flame in the vicinity of
the engine or fuel tank. Intemal combustion engine
fuels are highly flammable.

' • Fuel lines must be of steel piping, adequately secured,

and free from leaks. Piping at the engine should be

- approved flexiblejine. Do not use copper piping on
flexible lines as copper will work harden and become
brittle enough to break.

• Be

sure

all fuel

supplies

have a positive shutoff valve.

Fuels,

electrical equipment, batteries, exhaust gases and
moving parts present potential hazards that could result in
serious, personal injury. Take care in following these
recommended procedures.

Safety

Codes

• All local, state and federal codes should be consulted

and complied

General

• Provide appropriate fire extinguishers and install them

in convenient locations. Use an extinguisher rated ABC

-by NFPA.

• Make sure that all fasteners on the engine are secure.

Tighten supports and clamps, keep guards in position
over fans, driving belts, etc.

• If it is necessary to make adjustments while the engine

is running, use extreme caution when close to hot
exhausts, moving parts, etc.

Protect Against

• Do not wear loose clothing in the vicinity of moving

parts,

such as PTO shafts, flywheels, blowers,

couplings, fans, belts, etc.

•

Keep

Batteries

• Before starting work on the engine, disconnect

• DO NOT SMOKE while servicing batteries. Lead acid

• Verify battery polarity before connecting

Fuel

your

batteries to prevent inadvertent starting of the engine.

batteries give off a highly explosive hydrogen gas which
can be ignited by flame, electrical arcing or by smoking.

cables. Connect negative cable last.

System

DO NOT fill fuel tanks while engine is running, unless
tanks are outside engine compartment.

with.

Moving

hands

Parts

away

from

moving parts.

battery

Exhaust

• Exhaust products of any internal combustion.engine

System

are toxic and can cause injury, or death if inhaled. All
engine installations, especially those within a confine,
should be equipped with an exhaust system to dis­charge gases to the atmosphere.

•< *

• Do not use exhaust gases to heat a compartment.

• Make sure that your exhaust system is free of leaks.
Ensure that exhaust manifolds are secure and are not

warped by bolts unevenly torqued.

Engine

Exhaust

Carbon monoxide is an odorless, colorless gas formed by
incomplete combustion of hydrocarbon fuels. Carbon
monoxide is a dangerous gas that can cause un­consciousness and is potentially lethal. Some of the
symptoms or signs of carbon monoxide inhalation are:

• Dizziness • Vomiting

• Intense Headache • Muscular Twitching

• Weakness and Sleepiness • Throbbing in Temples
If you experience any of the above symptoms, get out into

fresh air immediately.
The best protection against carbon monoxide inhalation is
a regular inspection of the complete exhaust system. If you
notice a change in the sound or appearance of exhaust
system,

inspected and repaired at once by a competent mechanic.

Cooling

• Coolants under pressure have a higher boiling point

Keep

• Make sure that oily rags are not left on or near the

• Remove all oil deposits. Removeall unnecessary grease

shut the unit down immediately and have it

System

than water. DO NOT open a radiator pressure cap while
the engine is running. Bleed the system pressure first.

the Unit and Surrounding Area

engine.

and oil from the unit. Accumulated grease and oil can
cause overheating and subsequent engine damageand
may present a potential fire hazard.

Gas (Carbon

Monoxide)

Clean

is Deadly!

TABLE

TITLE

PAGE

OF CONTENTS

General
Specifications 3
Dimensions and Clearances 4
Assembly Torques and Special Tools 6
Diesel Engine Troubleshooting 7
Installation 8
Operation
Service
Cooling System 14
Fuel System 16
Governor System 24
Oil System 27
Starting System 30
Flywheel
Exhaust
Engine Disassembly 38

Information

10

and

Maintenance

Alternator

System 37

2

12

34

Control System 48
Special
Diesel Starting Guide 51
Wiring
Parts Catalog 55

Equipment 50

Diagrams 52

GENERAL

These instructions apply to the DJBA industrial
engine. There are many options which can be added
to this engine. Identify your particular model by
referring to the unit nameplate.

INFORMATION

How to interpret MODEL and

DJBA

- MS /

1

1.

Factory code for general identification purposes.

2.

Specific Type:

MS - ELECTRIC starting with stub shaft.

3. Factory code for optional equipment supplied.

4.

Specification (Spec Letter) advances with factory

production modification.

SPEC

375W

3

4

NO.

TYPICAL DJB A ENGINE

SPECIFICATIONS

(All

values

Dimensions

Height 26 (660 mm)
Width 18-3/8 (467 mm)
Length 23-5/16 (592 mm)

Weight 288 (131 kg)
Number of Cylinders 2
Displacement (cu. in.) 60 (.98 litre)
Bore 3-1/4
Stroke 3-5/8 (92.08 mm)
H.P. at 2400 rpm (nominal) 14.6 (10.9 kW)
Compression Ratio 19:1
Main Bearings are Leaded Bronze, Precision Type for Replacement (Qty.)
Connecting Rod Bearings Tri-Metal Replaceable Yes
Piston Rings (chrome plated)

Oil Control 1
Compression 3

Hardened Chrome - Cobalt Alloy Faced Valves Yes
Hardened Chrome - Cobalt Alloy Replaceable Valve Seats '. Yes
Valve Rotator , Yes
Governor (internal flyball type - externally adjustable) Yes
Governor Regulation % 5
Nominal Battery Voltage -. 12
Battery Size

SAE Group IH (number used) Two
Amp/Hr. SAE 20 hr. Minimum 105 (378 kC)

Solenoid Shift Starter Yes
Engine cooling air CFM at 1800 rpm £ 590
Total cu. ft. per min. of air required 613.8 (17.38 mVmin)
Combustion Air (cfm) * 42 (.3 rrvVmin)
Cooling Air (cfm) * 850 (16.71 mVmin)
Inlet Vent (sq. ft.) 7 (.7 m2)
Outlet Vent (sq. in.) ** 80 (.05 m2)
Air Cleaner (std.) .' Oil Wetted
Glow Plugs and Air Heater to Aid Starting Yes
Injection Pump (American Bosch Type) PSU
Primary and Secondary Fuel Filters Yes
Fuel Pump Lift (Feet, maximum) 6 (1.83 m)
Oil Pump (Gear Type) Yes

Oil Filter (full flow) \es

Oil Capacity (U.S. quarts) ££ 3-I/3 (3.3 ntres)
Exhaust Connections (Pipe Tapped) 1-1/4 (31.75 mm)
Power Take-off (inches)

Shaft Length 4 (101.I6 mm)
Shaft Diameter I-3/4 (44.45
Keyway Length 3 (76.2 mm)
Keyway Width 3/8 (9.5

Keyway Depth > 3/16 (4.76 mm)

given in

inches

unless

otherwise specified.)

'.

2

(82.55

mm)

)

mm

)

mm

* - Air requirements at 2400 rpm.

** - Area when ventiduct is used; without duct, make vent as large as possible.

£ - Pressure-cooled type air flow.

££ - Includes 1/2 quart for (.47 litres) for oil filter.

3

DIMENSIONS AND

(All

values

given in

inches

unless

CLEARANCES

otherwise specified.)

MINIMUM

CAMSHAFT

Bearing Journal Diameter, Front. 2.500 (63.5 mm) 2.505 (63.63 mm)
Bearing Journal Diameter, Rear •.
Bearing Clearance Limit .0012 (.031 mm) .0037 (.094 mm)

End Play, Camshaft .007 (.18 mm) .039 (.99 mm)
Cam Tappet Hole Diameter 8755 (22.24 mm) .8765 (22.26 mm)
Cam Tappet Diameter 8725 (22.16 mm) .8730 (22.17 mm)

CONNECTING

Large Bearing Bore Diameter 2.1871 (55.55 mm) 2.1876 (55.57 mm)

Small Bushing Bore Diameter 1.044 (26.52 mm) 1.045 (26.54 mm)

Distance Center Large Bearing

Bore to Small Bushing Bore 5.998 (152.35 mm) 6.002 (152.45 mm)

Clearance, Large Bearing to Crankshaft .0010 (.025 mm) .0033 (.084 mm)

RODS

1.1875

(47.63 mm)

MAXIMUM

1.1880

(30.18 mm)

CRANKSHAFT

Main Bearing Journal Diameter • 2.2437 (56.99 mm) 2.2445 (57.01 mm)
Crankshaft Main Bearing Clearance .0020 (.051 mm) .0033 (.084 mm)
Connecting Rod Journal Diameter 2.0597.(52.32 mm) 2.0605 (52.34 mm)

End Play, Crankshaft .010 (.25 mm) .015 (.38 mm).

CYLINDER

Cylinder Bore . 3-1/4 (82.55 mm)
Cylinder Diameter Limits : 3.2495 (82.54 mm) 3.2505 (82.56 mm)

PISTON

Piston Clearance to Cylinder Wall .0055 (.140 mm) .0075 (.191 mm)
Piston Pin Hole Diameter 99005 (25.15 mm) .99025 (25.15 mm)
Ring Groove Width, Top .097 (2.46 mm) .098 (2.49 mm)
Ring Groove Width, 2nd .0965 (2.45 mm) .0975 (2.48 mm)
Ring Groove Width, 3rd 0965 (2.45 mm) .0975 (2.48 mm)
Ring Groove Width, 4th .1880 (4.78 mm) .1895 (4.81 mm)
Ring Side Clearance .002 (.051 mm) .006 (.152 mm)

PISTON

Length : *. ' 2.738 (69.55 mm.) 2.753 (69.93 mm)
Diameter .- 9899 (25.14 mm) .9901 (25.15 mm)
Pistom Clearance @ 70° F " 00005

Connecting Rod Bushing Clearance .0002 (.005 mm) .0007 (.018 mm)

PISTON

Ring Type

Ring Width

Ring Gap in Cylinder .010 (.25 mm)

STARTING

Rotation Counterclockwise

Pinion Clearance to Pinion Stop
Pinion Rest Position - Distance from

. Pinion Housing Mounting Face to Outer Edge

PIN

(.0013

RINGS

Top i Compression
2nd Compression
3rd • Compression
4th Oil Control

Top ." .0925 (2.35 mm) .0935 (2.37 mm)

2nd 0925 (2.35 mm) .0935 (2.37 mm)
3rd • .0925 (2.35 mm) .0935 (2.37 mm)

MOTOR

(Solenoid Plunger Bottomed) .070 (1.78 mm) .120 (3.05 mm)

of Pinion

1-9/32

(32.54 mm)

mm) .00025

1-15/32

(.0064

mm)

(37.31 mm)

4

Armature End Play
Test Specifications

No Load

Stall Torque

Brush Spring Tension

VALVE,

Stem Diameter
Clearance in Guide

Face Angle .',

Valve Clearance (cold)

VALVE,

Stem Diameter

Clearance in Guide
Face Angle

Valve Clearance (cold)

VALVE

Length
Outside Diameter
Cylinder Head Bore Diameter

Inside Diameter (after Reaming)

VALVE SEATS

Valve Seat Bore

Seat Outside Diameter

Seat Width

Seat Angle

VALVE

Free Length

Length,

Load,

Length Valve Open

Load,

VALVE LIFTERS

Lifter Diameter

Lifter Bore

OIL

Plunger Diameter
Spring Free Length
Spring Tension (at

INTAKE (Cobalt-Chrome Alloy)

EXHAUST

GUIDE

Exhaust
Intake —

Diameter
Depth (from Cylinder Head Face)

SPRINGS

Valve Closed :

Valve Closed
Valve Open

PUMP

BYPASS VALVE

(Cobalt-Chrome Alloy)

(Stellite)

1-3/16

inch compressed)

.005 (.13 mm) .030 (.76 mm)

7.8 ft. Ibs. Min. (10.6 N«m)

32 - 40 oz. with new brushes

.3405 (8.650 mm)

.0015 (.038 mm)

.3405 (8.65 mm) .3415 (8.67 mm)
.0030 (.076 mm) .0050 (.127 mm)

.007 Exhaust (.178 mm)

.4690 (11.91 mm) .4695 (11.93 mm)

.467 (11.86 mm)
.3445 (8:75 mm)

,3425 (8.70 mm)

1.361 (34.57 mm)
.433 (11.00 mm)

1.364 (34.65 mm)

3/64 (1.19 mm)

45 (20.41 kg) 49 Ibs. (22.23 kg)

87 Ibs. (39.46 mm)

.8725 (22.16 mm)
.8755 (22.24 mm)

.3365 (8.55 mm) .3380 (8.59 mm)

2-1/4 (57.15 mm) 2-3/8 (60.33 mm)

10 Volt-80 Amps

5000 rpm Minimum

4 Volt - 420 Amps

(.91 kg -1.13 kg)

.3410 (8.66 mm)
.0030 (.076 mm)

42°

.009 Intake (.229 mm)

45°

1-25/32

(45.24 mm)

.468 (11.89 mm)
.3455 (8.78 mm)

.3435 (8.73 mm)

1.362 (34.60 mm)
.439 (11.15 mm)

1.365 (34.67 mm)

1/16 (1.59 mm)

45°

1-7/8 (47.63 mm)

1.528 (38.81 mm)

1.182 (30.02 mm)
97 Ibs. (42.1848)

.8730 (22.17 mm)
.8765 (22.26 mm)

2.225 Ib. + .11 Ib.

(1.01 kg + .05 kg)

ASSEMBLY

TORQUES

AND

SPECIAL

TOOLS

The assembly torques given here will assure proper
tightness without clanger of stripping threads. Use

reasonable force only and a wrench of normal length.
Specially designed Place Bolts (Figure 1) do not

requirea lockwasher orgasket. Do not attempt to use
a lockwasher with these bolts, it will defeat their
purpose. Check all studs, nuts and screws often and
tighten as needed to keep them from working loose.

RECESSED

UNDERHEAD

FIGURE 1. SPECIAL PLACE BOLT

SPECIAL TOOLS AND EQUIPMENT

These tools are available from Onan to aid service and
repair work.

Crankshaft Gear Pulling Ring 420-0275
Diesel Nozzle Tester ' 420-0184
Diesel Pintle Nozzle Cleaning Tool Set

(Includes Injection Nozzile Centering

Tool) 420-0208
Nozzle Centering Sleeve 420-0321
Delivery Valve Test Fixture t420-0322
Combination Main and Cam Bearing

driver 420-0326
Driver, Valve Seat * .420-0270
Oil Seal Guide and Driver

Bearing Plate 420-0250

Gear Cover 420-0281
Ridge Reamer 420-0260
Replacement Cutter Blade

for 420-0260 420-0261
Diesel Compression Tester 420-0283
Valve Seat Remover 420-0311

Replacement Blades for 420-0311 420-0274

Valve Guide Driver 420-0327
t - Used with diesel nozzle tester.

TORQUE SPECIFICATIONS LB-FT

Connecting Rod Bolt ... 27-29
Cover-Rocker Box 8-10
Cylinder Head Bolt 44-46
Exhaust Manifold Nuts 13-15**
Flywheel Mounting Screw 65-70
Fuel Pump Mounting Screws 15-20
Gear Case Cover 18-20
Glow Plug 10-15

Injection Nozzle Mounting Screws...... 20-21

Injection Pump Mounting Screws 15-16
Intake Manifold 13-15
Oil Base Mounting Screws 45-50
Oil Filter Hand Tight +1/4to
Oil Pump Mounting Screws 15-20
Rear Bearing Plate 40-45
Rocker Arm Nut 4-10*
Rocker Arm Stud 35-40

- This torque is from friction between the threads only
and locks the nuts in place. The rocker arm nuts

are for adjusting valve

- Caution: Tighten nuts evenly to avoid manifold

damage.

lash.

1/2Turn

o

z

Ui

O

z o

o 5

2 o
5 £

TROUBLE

Hard Starting or Failure to Start
Excessive Oil Consumption Light Blue Smoky Exh
Excessive Oil Consumotion No Smoke Increase
Excessive Fuel Consumption Black Smoky Exhaust"

Mechanical Knocks
^Engme^sinr^^^^
^o^^neme^ower^

Cooling Temperature Too High

bxcessive Fuel Consunption
Fuel Knocks

bpeed Too Mi gh

Speed Too Low

Hunting Condition

Poor Sensitivity

No Governor Control

Diluted Oil

Crankcase Sludge

Low Oil Pressure
High Oil Pressure
Starter Motor Doesn't Turn
Slow Starter Speed

Ttarte^Won^Pngag^^TywTieeF

Poor Compression

Valve Breakage

Valve Burning

Piston and Cylinder and Ring Wear

Worn Connecting Rod, Bushings and Bearings

Sticking Valves

- E

UUUHU

INSTALLATION

GENERAL

The initial installation is very important. Plan it

carefully to ensure maximum operating efficiency.
Use this manual as a general guide. Recommen­dations in this manual are based on extensive tests
under favorable operating conditions. Abide by perti­nent local codes regulating the installation and
operation of internal combustion engines.

LOCATION

Engine location is determined chiefly bythe intended

application. Provide adequate access forservice and

repair. Protect the the ehgine from adverse weather.
Consider the location of related systems, such as
exhaust and ventilation.

fuel,

MOUNTING

Secure the engine to a
dations must be sturdy enough to withstand distor­tion and to retain alignment with complementary
equipment.

If necessary to exceed 23° tilt angle, consult factory
for maximums. Compensate for any tilt when check­ing crankcase oil.

rigid,

level foundation. Foun-

Pipe exhaust gas outside any enclosure. Exhaust
pipes must not terminate near inlet
bends; use sweeping, large radius elbows. Use a

section of seamless, flexible tubing between the
engine and any rigid pipe to restrict vibration. In­crease exhaust pipe one size for each additional 10
feet in length.

Use a metal shield to protect walls and partitions
through which exhaust pipes pass. See Figure 2.

Install a suitable muffler as close to the engine as

practicable. Pitch exhaust pipes downward, or

provide a condensation trap at point where a rise in
the exhaust system begins. '

SINGLE THIMBLE DIAMETER 12"

vents.

Avoid sharp

LARGER OR DOUBLE

VENTILATED THIMBLE

DIAMETER 6" LARGER

THAN EXHAUST LINE

HOLES IN END
INNER SLEEVE

VENTILATION

Good ventilation is needed to cool the engine and to
support combustion. Avoid recirculation of
tilating air. See Specifications for air flow re­quirements and vent sizes.

Locate vents so the flow of air from the inlet to the
outlet will pass over the engine. The outlet should be
slightly higher than the inlet.

An optional air shutter may beused in the outlet duct

to control engine

Air shutters also prevent back-flow of cold air during
engine shut-down.

When using ventiducts between theengine and outlet
vent, provide a section of fcanvas to restrict vibration.

tem

rperature by regulating airflow.

ven-

EXHAUST

WARNING

serious personal injury.

Pipe exhaust gases out of any enclosure.
Inhalation of exhaust gases can result in

FIGURE 2. EXHAUST LINE PASSING THROUGH

FUEL

Where a separate fuel tank is used, install so the
vertical distance from bottom of the tank to the fuel
pump does not exceed 6
available to provide an additional 8 foot lift.

Avoid gravity feed of fuel to the engine. Provide a
siphon break if tank is above pump. When sharing a
fuel tank, do not connect to an existing line at a point
above the. fuel supply level.

These diesel engines require a fuel supply line and a
separate return line. Install the fuel supply linefrom
tank to the 1/8" pipe inlet in thefuel pump. Connect
fuel return line to fitting at injection pump, see Figure

3. Use approved flexible fuel lines at the engine to
absorb vibration.. Be sure there are no air leaks in the
suction line. Install a shut-off valve in the tank for
service convenience.

TANK AND

WALL OR PARTITION

LINES

feet.

Auxiliary fuel pumps are

CONNECT FUEL

RETURN LINE .
HERE (FLEXIBLE

LINE)

Prior to Spec V only: If battery positive must be
grounded to agree with related equipment, reverse

the two connections on the rectifier (Figure 5).
Connect the remaining lead from a suitable DC

source to the larger terminal on the starting motor
solenoid (Figure 4).

OIL

DRAIN

For service convenience, install an oil drain extension
made from standard pipe and fittings, in the 1/2" pipe
tapped oil drain hole in the oil base.

EXTENSION

STARTING

MOTOR

FIGURE 3. FUEL RETURN LINES

BATTERY

Mount the battery on a wood or metal rack near the
engine. Air circulation around thebattery isessential.
Use #2 battery cables of the proper length to limit
voltage drop.

BATTERY

Connect the battery cable marked "POS." to the
battery positive (+) terminal (Figure 4). Connect the
unmarked terminal to the battery negative (-) ter­minal.
clean.
battery is connected with reverse polarity.

CONNECTIONS

Always keep cable connections tight and
A fuse protects the charging system if the

BLACK

TO

GROUND

A857

H—M

XL

BATTERY

NEGATIVE

12-V.

BATTERY

FIGURE 4. STARTING SYSTEM

RED

TO BATTERY

CHARGING

CIRCUIT

FIGURE 5. NEGATIVE GROUND SYSTEM (PRIOR TO SPEC V ONLY)

9

OPERATION

CRANKCASE

OIL

Use an oil with the API designation CD/SE or CD/SD.
However, to reduce oil consumption to a normal level
in the shortest time possible on a new or rebuilt
engine, use CC oil for the first fill only (50 hours).
Then use the recommended oil only. Select the
correct SAE grade oil by referring to the following.

Above 30° F

0° F to 30° F
Below 0° F

SAE 30
SAE 10Wor5W-30
SAE 5W-30

Multigrade oils are recommended for temperature of
30° F and below, but they are not recommended for
temperatures above 30° F. When adding oil between
oil changes, it is preferable to use the same brand as
in the crankcase. Various brands of oil may not be
compatible when mixed together.

If the oil supply in your local area still has the
MM,

MS, DG, DM and DS, use an oil with the DS designation which
has passed the Series 3 Test and at least Sequence I of the
Automotive Manufacturer's MS Sequence Tests. To reduce oil
consumption to a normal level In the shortest time on a new or

rebuilt engine, use DG or DM oil (passing the MS Sequence Tests)

for the first fill only (50 hours). Then use the recommended

PERIODIC MAINTENANCE for suggested oil changes.

API

designations ML,

oil.

See

Due to the precise tolerances of diesel injec-

tion systems, it is extremely important the fuel
be kept clean. Dirt in the system can cause severe damage to both
the injection pump and the injection nozzles.

BLEEDING

FUEL

SYSTEM

Remove the fuel return line, Figure 6. Operate the
priming lever on the fuel transfer pump until bubbles

cease to appear in the fuel flowing from the bleed

hole.

Replace fuel return line.

IMPORTANT: If the pump lobe on the camshaft is up, crank the

engine one revolution to permit hand priming. When finished,

retum the priming lever to the disengaged position for normal

operation.

WORK TRANSFER PUMP
PRIMING LEVER UNTIL

FUEL FLOWS FROM RE­TURN LINE FITTING OF

INJECTION PUMP.-

OIL

BATH AIR

CLEANER

(Optional)

Use the same grade of oil in the air cleaner as used in
the crankcase. The proper level is marked on the air
cleaner.

Recommended

Fuel

Use ASTM 2-D or 1-D fuel with a minimum Cetane
number of 45*. Number 2 diesel fuel gives the best

economy for most operating conditions; however,

use ASTM 1-D fuel during the following conditions:

1.

When ambient temperatures are below 32° F

(0° C);

2.

During long periods of light engine

load;

or no

load.

'NOTE:

Fuels with Cetane numbers higher than 45 may be needed

in higher altitudes orwhen extremely low ambient temperatures are

encountered to prevent misfires.

Use low sulfur content fuel having a pour point (ability
to filter) of at least 10° F (6° C) below the lowest
expected temperature. Keep the fuel clean and

protected from adverse weather. Leave some room
for expansion when filling the fuel tank.

NOTE:

IF PRIMING LEVER
DOES NOT ENGAGE CRANK
ENGINE ONE REVOLUTION.

FIGURE 6. BLEEDING FUEL SYSTEM

GOVERNOR

LINKAGE

Lubricate with powdered graphite (preferably) or a
non-gumming lubricating oil. Separate the ball and
socket by shifting the spring-loaded sleeve away from
the end of the link. Do not lubricate the type with a
plastic socket.

INITIAL

START

Check the engine to make sure it has been filled with
oil and

fuel.

If necessary to prime a dry fuel system,

return the priming lever to the disengaged position

10

after priming. For more detailed starting information
see Starting Guide page 51.

IMPORTANT: This unit has been run and tested for approximately
4 hours at the factory. Additional break-in time is required and will
vary depending upon load conditions, oil used, etc.

Run as follows:

1.

No load 15-20 minutes

2.

One third load 30 minutes

3. Two thirds load 2 to 3 hours

Then regular operation can be resumed. Avoid light
load operation during the following several hours for
best ring seating to control oil.

STARTING

1.

When starting a cold engine in ambients above

55° F, pre-heat for 20 seconds.

2.

Continue to hold pre-heat switch:

a. Push the fuel solenoid to its ON position.
b. Press the START switch.

3. Service the air cleaner.

4.

Lubricate governor linkage. Protect from dirt by

wrapping with a clean cloth.

5. Plug exhaust outlet to keep out moisture and dirt.

6. Clean entire unit. Coat parts likely to rust with
light grease or oil.

7. Provide a suitable cover for the entire unit.

8. Disconnect battery and follow standard battery

storage procedures.

HIGH

LOW

TEMPERATURES

1.

See that nothing obstructs airflowto and from the

engine.

2.

Be sure the room is properly ventilated.

3. Keep the cooling fins clean. See that air housings
are properly installed and undamaged.

TEMPERATURES

3. Release start switch after engine starts and
reaches speed.

4.

Oil pressure should read at least 20 psi. Pressure

relief valve is not adjustable.

When starting at temperatures below 55° F, or under

high humidity conditions, refer to suggested starting

aids in Low Temperatures paragraph on this page.
When restarting engine after short periods of shut-

down,

pre-heat is usually not necessary.

STOPPING

Disconnect as much load as practical from the engine
before shut-down. Push the fuel solenoid switch to its
OFF position (this de-energizes the solenoid, closing

the throttle).

Carbon in the exhaust system will occur in

loads.

Operate the engine at full load occasionally (or for about 5

minutes just before stopping) to clean out the exhaust system.

diesel engines operated consistently at light

INSPECTION

Check for alignment of engine and
ment will cause excessive vibration and bearing wear.
Make a visual inspection of the entire installation.

PROTECTION
OUT-OF-SERVICE

FOR

PERIOD

EXTENDED

load.

Misalign-

1.

Use correct SAE No. oil for temperature

ditions. Change oil only when engine is warm. If
an unexpected temperature drop causes an
emergency, move engine to a warm location or
apply externally heated air until oil flows freely

(Do not use an open flame).

2.

Preheat for one minute if thetemperature is 55° F

or lower. If engine fails to start after cranking for
one minute, preheat for one minute more and re-

attempt the start. In extreme cold temperature it

may be necessary to maintain preheating up to 2
minutes after the engine starts to obtain firing or

to smooth out all cylinders especially at no load or

light loads.

CAUTION

prevent heater burn out and conserve battery power.

3. Protect fuel against condensation.

4.

Keep batteries in a well charged condition.

5. Reduce room ventilation, but use care to avoid
overheating.

DUST

AND DIRT

1.

Keep engine clean.

2.

Service air cleaner as often as necessary.

3. Change crankcase oil every 100 operating hours.

4.

Keep oil and fuel supplies in dust-tight

tainers.

5.

Keep

governor linkage

Do not use preheat for more than one
minute before cranking. This will help to

connections

clean.

con-

con-

1.

Run engine until thoroughly warm.

2.

Drain the oil base while still warm. Attach a

warning tag to refill before operating.

HIGH

Maximum engine power will be reduced about
each 1000 feet above sea level.

ALTITUDE

11

4%

for

SERVICE

AND

MAINTENANCE

Before engine
ponents

for
condition,
detected,

WHAT

TO

Engine

oil

is put in

operation, check

mechanical security.

defective part,

repair

or

service

CHECK HOW

or

operating difficulty

as

required. See Figure

Check level (should

If an

abnormal

ENGINE

TO

all

com-

is

7

ROUTINE

CHECK

be at

full mark

indicator).
Engine fuel
Engine ventilation

Connecting cables

Check level

Check ventilating openings.

Check

Check

in

tank.

for

proper connections.

for

physical damage.

Battery Check electrolyte level.

MAINTENANCE

SCHEDULE

Use this factory recommended maintenance (based
on favorable
to

get
routine maintenance
nent damage

long

operating,

and

to the

conditions) to serve

efficient engine life. Neglecting

can

result

in

failure

engine.

as a guide

or

perma-

for service and maintenance instructions. Theengine
should be kept free

Be sure proper operating procedure

CHECK

on

CHART

Add

oil as

mark.
See that fuel lines

Remove

Tighten connections.

Replace damaged connectors.
Keep level above plates.

Add only distilled water

Maintenance

of

dust, dirt, and spilled oil orfuel.

necessary

Do not

is

overfill.

any

obstructions.

divided into

is

PRECAUTIONS

to

bring level

are

properly connected.

as

necessary.

two

categories;

followed.

to

full

(1)
Operator Maintenance — performed by the operator,
and

(2)

Critical Maintenance

qualified service personnel.

-

—

performed

by

OPERATOR

MAINTENANCE

ITEMS

ITEMS 8

Inspect Engine X
Check Fuel

Check

Oil

Level X

Check

Air

Cleaner Xl

Clean Governor Linkage
Change Crankcase

Replace Primary Fuel Filter Xl
Replace Secondary Fuel Filter Xl

Check Battery Electrolyte Level X

Replace

Oil

Filter xi

Empty Fuel Sediment Bowl X

xl - More often under extremely dusty conditions.
x2

- See

x3 - Water

Operation section

or
system.
dirt
facilities should
Primary fuel filter must
filter replaced following correction
problem.

foreign materiai

If

in

primary filter bowl,-fuel handling

MAINTENANCE

OPERATIONAL HOURS MAINTENANCE

50 100 200

x3

Xl'

Oil

for

recommended oils.

in the

fuel

daily inspection shows water

be

checked

be

and

cleaned

can

situation corrected.

and
of

SCHEDULE

|600

x2

ruin

the
or
and

secondary fuel

fuel contamination

injection

excessive

storing

3000

CRITICAL

MAINTENANCE

MAINTENANCE

Check Valve Clearance
Clean Rocker
Inspect Valves, Grind
Remove

and
Clean Fuel System
Clean Engine
Complete Reconditioning
Clean Crankcase Breather
Check Injection Nozzles**
Clean Crankcase Breather Pipe

(Begin Spec

- Tighten head bolts

- Service only
with specialized equipment.

For

any

overheating,

V)

first

50

hours

abnormalities

etc.,

MAINTENANCE

ITEMS

ITEMS

Box Oil

Clean

Line Holes

if

Necessary

Oil

Base

and

on a

by

trained diesel equipment personnel

contact your Onan dealer.

adjust valve clearance after

new'or overhauled engine.

in

operation, unusual noises! loss

SCHEDULE

OPERATIONAL HOURS
200

•

.

500 1000

x

x

x

x

X

X

X
X

of

5000

X

X

power,

12

CRANKCASE BREATHER

BREATHER

CAP

TUBE

.PR.OR

-BREATHER
TUBE

BAFFLE

TO

SPEC

S,

SERVICING STANDARD

AFTER
IN

ENGINE

DRY

AS

WASHING

POSSIBLE.

ELEMENT

OIL AND

SQUEEZE

AIR

CLEANER

DIP

AS

BEGIN SPEC.

OPTIONAL

Keep

oil at oil

Use same grade

crankcase.

TO BREATHER

AIR

bath level.

oil as in

KEEP

AT THIS
LEVEL

V

CLEAN

CRANKCASE.

BREATHER

PIPE

CAP

CLEANER

o o o o o e

OOOOOOO!

ooooooot

0

OIL

o 0 0 O 0 0 i

£)JLLEV£I5

1

o o

FUEL FILTERS

ELBOW

(To injection

pump)

CONNECTOR

(From fuel

transfer pump)

ECONDARY

FILTER

DRAIN

Drain water periodically

primary filter every

600

PRIM

as

required. Replace

hours.

Replace secondary filter every 3000 hours.

Perform more often

in

extremely dusty

conditions.

EMPTY FUEL SEDIMENT

BOWL EVERY

200

HOURS

FIGURE

7.

MAINTENANCE

OIL FILTER CHANGE

(See Schedule)

Place

pan

under

old

filter

a:nd

remove
by turning counterclockwise. Clean filter
mounting area. Lubricate gasket

with

oil and

screw filter

on

on new

clockwise until

gasket touches mounting base,then tighten

turn.

PROCEDURES

13

it

filter

COOLING

SYSTEM

To remove the heat produced during operation, these

engines use a pressure air cooling system. Blades on
the engine flywheel draw air into the front of the
engine housing, force the air past all the cylinders and
out the right side of the engine. See Figure 8.

From the engine outlet, air can be ducted out of the
area.

To improve engine temperature control, an
optional shutter assembly can be installed on the air
outlet. See Figure 9.

BLOWER HOUSING

AIR DUCT

AND

SHUTTER'

BLOWER HOUSI NG

BLOWER WHEEL

FIGURE 8. COOLING FLOW

MAINTENANCE

With a properly installed engine, maintenance should
consist of cleaning the engine cooling area (fins on
cylinder block and cylinder heads) at regular inter­vals,

normally every 1000 hours but more often under

dirty operating conditions.

OVERHEATING

This is sometimes difficult to discover in an air-cooled
engine. However, the first sign is usually engine

losing speed momentarily or low engine power. This
happens befbre the engine seizes and results in

scored pistons.

FIGURE 9. OPTIONAL SHUTTER ASSEMBLY

The most probable causes of overheating are dirty

cooling surfaces, operating without the engine air
housing,

wrong injection'timing and engine overloaded.

and permanent damage could result from
operation without it..

The most common installation problems leading to
overheating are as follows:

1.

2.

3. Installation of air inlet and outlet ducts so air

poor air circulation, improper lubrication,

CAUTION

Installation with duct size too small so air flow is

insufficient.

Installation in a small room with no ducts and

insufficient air ventilation in the room.

outlet feeds back to the inlet.

The air housing, including the door, must be

on when operating the engine. Overheating

as

little

as

one minute of

AIR SHUTTER (Optional)

When used, theairshutter assembly is mounted atthe

engine air outlet, on the right side of the cylinder
shroud.

A thermostatic element (Figure 10) controls

14

the shutters so they close and limit air flow when the

engine is
120° F, the power element plunger begins to move
outward,
completely open at 140° F.

The shutter opening temperature is not adjustable,

but, to assure complete opening, the power element
plunger must contact the shutter roll pin at room
temperature. To adjust this, loosen the power element
mounting screws and slide, the assembly until it
touches the roll pin with the shutter closed.

Repair: If the shutter will not open, check the power
element for defects or binding of the plunger. Besure
the shutter does not bind against the housing in any
position.

To test the power element, remove it from the
assembly and heat it. When the unit reaches about

120° F, the plunger should start to move out. Total

movement should be at least 7/32". Do not overheat.

If the unit will not close, check for a weak return

spring,

power element plunger. If the nylon bearings are

worn or

pull out the stub shaft. Push out the old and push in

new bearings from the inside of the shutter housing.
The large bearing surface serves as a space bushing
so it must be on the inside of the housing. The
shutters should be adjusted to obtain an end thrust
clearance of not more than

cold.

When the air temperature reaches

opening the shutters. The shutters are

binding in the nylon bearings or dirt in the

bind,

replace

them.

Remove the shutters and

1/32".

ADJUST
POWER

SHUTTER

THE

ELEMENT

ON THE ROLL PIN

CLOSED

TEMPERATURE

SHUTTERS

LOWER
ACTUATING

VERNATHERM

SHUTTER

TO REST

WITH

AT

AMBIENT

ROD

-

HIGH

A high temperature cut-off switch protects the engine

if shutter fails to open. The switch is in series with the

governor solenoid. Switch is normally closed and

opens at about 240° F. When it opens, the solenoid

de-energizes, stopping the unit. The switch closes

again at about 195° F.

TEMPERATURE

CUT-OFF

VERNATHERM

ADJUSTING AND

SCREWS

FIGURE

IN SLOTTED

10.

SHUTTER

BRACKET

MOUNTING

HOLES

CONTROLS

15

FUEL

SYSTEM

The diesel fuel system provides a means of filtering,
transporting and delivering fuel in a fine spray to the
engine cylinder at the correct time for ignition. The
system consists of a primary fuel filter, fuel transfer

pump,

secondary fuel filter, injection pump and an

injection nozzle. Figure 1-1 shows the fuel system.

AIR

U CLEANER

INJECTION

NOZZLE

GLOW PLUG

FUEL TRANSFER

PUMP

FUEL

SEDIMENT

BOWL

FUEL FROM

LINE FILTER

PRIMARY

FUEL FILTER

A9I8 Re

J.

MANIFOLD

HEATER

NJECTION

NOZZLE

GLOW PLUG

CONNECTION

POINT FOR

FUEL RETURN

LINE

INJECTION

PUMP

SECONDARY

FUEL FILTER

MAINTENANCE

In addition to the regular service periods, change the
secondary fuel filter cartridge whenever the engine
shows signs of starving from lack of
secondary filter by removing the large cap screw in
the center of the filter cover. Use care when replacing
the filter cartridge to avoid getting dirt into the
injection pump passages.

When replacing or cleaning the filters, bleed the fuel
system.

Operate the hand priming lever on the
transfer pump until no air bubbles flow from the
return line fitting of the injection pump. Return the
priming leverto its original position. See Figure 12.

WORK TRANSFER PUMP PRIMING LEVER

UNTIL FUEL FLOWS FROM RETURN LINE

FITTING OF INJECTION PUMP •

fuel.

Remove the

FIGURE 11. FUEL SYSTEM

The diaphragm fuel transfer pump which operates
directly off the engine camshaft, draws fuel from a
supply tank and delivers it through two filters to the
injection pump. The injection pump meters fuel and
delivers it at high pressure to the injection nozzle at
the correct time for ignition.

The injection nozzle opens at a set pressure, deliver-

ing fuel in a fine spray to the precombustion chamber

for ignition.

Excess fuel is returned to thetank aftereach injection
cycle by a fuel return linefrom the nozzle. An adapter
combines the leak-off fuel with the flow-through fuel

from the injection pump. A return line connected at

this point returns the combined fuel back to the fuel
supply tank.

A diesel engine cannot tolerate dirt in the fuel
system.

engine failure. A tiny piece of dirt in the injection system can stop

your unit. When opening any part of the fuel system beyond the
secondary fuel filter, place all parts in a pan of clean diesel fuel as
they are removed. Before installing new or used parts, flush them

thoroughly, and install while still wet.

It is one of the major causes of diesel

FIGURE 12. BLEEDING FUEL SYSTEM

CAUTION

Tum the engine one revolution before operating the prime lever.

If the transfer pump cam is on the high side,

the priming lever will not operate the pump.

Starting with Spec S, a new fuel filtration system
accommodates both primary and secondary fuel
filters on a common mounting casting which is bolted
to a newly-designed oil fill tube. Theengine cannot be
run with either filter loose or missing, thus ensuring

proper filtration at all times.
Drain water periodically as required from both filters

and sediment bowl. Replace primary filter every 600

hours and secondary filter every 3000 hours. When
replacing filter, tighten screw until gasket touches
base,

then tighten screw 1 to 1-1/2 turns.

16

FUEL

TRANSFER

PUMP

The transfer pump is located on the left side of the
engine near the rear. If fuel does not reach the
secondary filter, make the following checks before
removing the pump.

1.

Check the fuel tank and see that the shutoff valve

is open.

2.

Remove the fuel line from the transfer pump

outlet and work the priming lever on the pump.

Fuel should spurt out of fhe pump. If not, remove

the pump for repair or replacement.

UPPER PUMP BODY

Testing:

If the transfer pump delivers

fuel,

test it with a
pressure gauge or manometer. Perform these tests
before removing the pump from the engine. Remove

the pump outlet and install the pressure gauge

(Figure 13).

Test the valves and diaphragm by operating the

primer lever a few times and watching the pressure. It
should not drop off rapidly after priming has stopped.

Next, run the engine at governed speed on fuel

provided by gravity feed and measure the fuel pump
pressure developed. Pressure should be between 12

and 14 psi with the gauge 16" above the fuel pump.

A low pressure reading indicates extreme wear in one
part or some wear in all parts, and the pump should be
overhauled or replaced. If the reading is above
maximum, the diaphragm is probably too tight or the
diaphragm spring too strong. This can also be caused
by fuel seeping underthediaphragm retainer nut and
between the diaphragm layers, causing a bulge in the
diaphragm. Overhaul the pump and replace the
defective parts.

Low pressure with little or no pressure leak after
pumping stops indicates a weak or broken spring or

worn linkage, and in most cases, the pump should be

replaced.

Figure 14 shows the fuel transfer pump.

LOWER

PUMP BODY

FIGURE 14. EXPLODED VIEW OF J-SERIES PUMP

ROCKER ARM AND

LINK ASSEMBLY

r; ROCKER

ARM PIN

Repair

Transfer pump failure is usually due to a leaking
diaphragm, valve or valve gasket. A kit is availablefor
replacement of various parts. Because the extent of
wear cannot be detected by the.eye, replace all parts
in the kit. If the diaphragm is broken or leaks, check
for diluted crankcase oil and replace.

Occasionally, failure is due to a broken or weak spring
or wear in the linkage. In this case, replace the worn

parts or install a new pump. Obtain replacement parts
or install a new pump. Obtain replacement parts other
than the repair kit from an original equipment parts

distributor.

FUEL PUMP

OUTLET

FIGURE 13. FUEL PRESSURE GAUGE

Fuel

Pump Removal

1.

After the pump is removed from the engine, scribe

Disassembly

a line on the flanges of the upper and lower pump
bodies to assure correct positioning when

reassembling.

2.

Remove the securing screws and separate the

upper and lower pump bodies (Figure 14).

3. To release the pump diaphragm, press down ori
the base of the diaphragm at the edge farthest
from the pump mounting flange. Without releas-

ing this edge, press down on the opposite edge.

This action will unhook the diaphragm actuating

rod from the rocker arm link (Figure 15).

17

PRESS DOWN ON.DIAPHRAGM BASE.HERE

DIAPHRAGM

4.

Operate the rocker arm several times to fully flex

the new diaphragm. While holding the rockerarm
fully flexed, tighten the

securing,

screws.

CONTINUE TO PRESS HERE

PRESS DOWN HERE TO TIP DIAPHRAGM

ROD.OFF ROCKER ARMiLINK

STEP ONE

STEP TWO

ROCKER ARM

DIAPHRAGM

ROCKER ARM

CAUTION

result in excessive pump pressure and; possible engine
flooding or pump diaphragm failure..

Failure to fully flex the rocker arm while
tightening the pump bodies together will

NOZZLE

The injection nozzle is the conventional inward:
opening pintletypewith adjustableopening pressure.

It is factory adjusted to.open at

1900

to

1950

psi.

After
several hundred hours of operation the nozzle
pressure will decrease to approximately 1750

psi.

Do

not disassemble the nozzle or adjust nozzle pressure

without proper test equipment. A nozzle pressure'

tester is essential to do this work.

inspection

To inspect the nozzle spray pattern, remove the

nozzle from the cylinder head. Crank the engine, let

the nozzle spray into the air and watch the pattern;
The spray should be cone shaped with a solid­appearing center surrounded by cloudlike fog in
which the spray is.evenly
apparent chattering of the nozzle is normal.

atomized.

See

Figure

16.

An

FIGURE 15. REMOVAL OF J-SERIES DIAPHRAGM ASSEMBLY

4.

With the aid of a pliers or screwdriver, push and

tip the rocker arm return spring off the catch on
the rocker arm and remove from pump.

5. Clean and inspect all pump components not
included in the repair kit. If damage is apparent,
replace the pump.

The-

valve and cage assemblies on the J series pump are

permanently mounted In the upper body of the pump. If the.

. assemblies are damaged or noticeably wom, the entire pump

must be replaced.

Assembly

1.

Lubricate the diaphragm actuating rod and install

the new diaphragm in the pump. Reverse the
procedure used for removal, rolling back the
diaphragm fabric to view the rocker arm link

(Figure

that the.weight of the link will keep it within reach
of the diaphragm actuating rod.

2.

Install the new rocker arm return spring.

3. Place the upper and lower bodies of the pump

together with the scribe marks aligned. Start the
six securing screws, making sure they do not
chew into the diaphragm fabric.
2 or 3 turns loose.

15).

Hold the pump body upside-down so

Leave

the

screws

If streamers are

visible,,

the pattern is badly distorted

or the nozzle drips before it reaches opening

pressure, it is defective, and must be cleaned or
replaced.

CAUTION

serious infection..

GOOD

SPRAY

PATTERN ^.

FIGURE 16. NOZZLE SPRAY PATTERN

Do not let the

The fuel can penetrate flesh and cause a

nozzle:

spray against your skim

SPRAY

PATTERN

POOR

18

Adjustment

To adjust the opening pressure, remove the nozzle
from the engine. Remove access plug and loosen
cover, adjust pressure adjusting screw with small

alien (Hex) wrench. Install nozzle on a static fuel

nozzle testing fixture (may be purchased from Onan).
Following the tester instructions, adjust the opening

pressure to 1750 psi by turning the adjusting screw.
See Figure 17. Clockwise increases the pressure and
counterclockwise decreases it. Do not try to adjust
the pressure without a testing fixture.

Never use hard or sharp tools, emery paper, grinding
powder or abrasives of any

kind.

•

Soak each nozzle in fuel to loosen dirt. Then clean the

inside with a small strip of wood soaked in oil and the
spray hole with a wood splinter. If necessary, clean
the outer surfaces of the nozzle body with a brass
brush but do not attempt to scrape carbon from the
nozzle surfaces. This can severely damage the spray
hole.

Use a soft oil-soaked rag or mutton tallow and

felt to clean the nozzle valve.

AIR COOLED ENGINE

ACCESS PLUG

PRESSURE

ADJUSTING

SCREW

SPINDLE

ASSEMBLY

FUEL INLET

NOZZLE CAP

NUT

NOZZLE GASKET

COPPER GASKET

PRECOMBUSTION CHAMBER

CORRECT PARTS IDENTIFICATION FOR
ALL AIR COOLED ENGINES.

FIGURE 17. NOZZLE ASSEMBLY

COVER

GASKET

K/^^

SPRING

ALUMINUM

ADAPTER

CYLINDER HEAD

fASBESTOS GASKET

HEAT SHIELD

| NOZZLE

ASSEMBLY

Disassembly

When removing and disassembling nozzles, separate
and label all nozzle components. Never interchange
components between nozzles.

Repair

If cleaning will not eliminate a nozzle defect, replace
the nozzle or take it to an authorized service station.
Do not attempt to replace nozzle parts except for the
nozzle and pintle assembly.

Assembly

Rinse both the valve and nozzle thoroughly before

assembly and coat with oil. The valve must be free in
the nozzle. Lift it about 1/3 way out of the body. It
should slide back to its seat without aid when the
assembly is held at a 45-degree angle. If necessary,
work the valve into its body with clean mutton tallow.

1.

Remove all pressure on the nozzle spring

adjusting the pressure adjusting screw.

2.

Clamp the nozzle holder body in a vise.

3. Set the valve in the body and set the nozzle over it.

4.

Install the nozzle cap nut loosely.

5. Plaqe the centering sleeveoverthe nozzle (Figure

18)

for initial tightening. Then removethe center­ing sleeve to prevent it from binding between
nozzle and cap nut and tighten the nozzle cap nut
to specified torque.

by

1.

Remove nozzle assembly from the engine and

remove the fuel inlet and return lines.

2.

Clamp the nozzle holder body in a vise and

remove the nozzle cap nut and nozzle.

3. Install the nozzle cap nut loosely to protect the
lapped surface for the holder body.

4.

If necessary to further disassemble the nozzle,

reverse the pressure adjusting screw and lift out

the spring and spindle assembly

Cleaning

The most important part of nozzle cleaning is

cleanliness.

Work only in a clean room, on a clean work bench.

Keep a pan of diesel fuel handy and have a supply of
clean,

lint-free wiping rags.

Onan offers a kit to aid nozzle cleaning. See SPECIAL TOOLS
section.

NOZZLE

CENTERING

SLEEVE

FIGURE 18. TIGHTENING NOZZLE CAP NUT

19

Installation

Before installing the injection nozzle in the engine,
thoroughly clean the mounting recess.

A dirty mounting surface could permit blow-by,
causing nozzle failure and a resulting power loss.

1.

Install a new heat shield to head gasket in the

cylinder head recess.

2.

install the heat shield, a new nozzle gasket and

the nozzle adapter.

3. Insert the nozzle assembly into the recess. Do not
strike the tip against any hard surface.

4.

Install the nozzle flange and two cap screws.

Tighten the cap screws alternately to avoid cock­ing the nozzle assembly. Tighten each cap screw
to 20-21 foot-pounds.

PREHEATING

This circuit consists of a manifold heater to heat the
engine intake air in the intake manifold and a glow
plug to heat the precombustion chamber. Used for
engine starting, the manifold heater and glow plug
are wired in parallel and controlled by a preheat

switch.
Check the heater by removing its

preheat switch, and touching the lead to its terminal.

If it sparks, there is continuity and the heater is
working.
them.
ponents. If there is still a question, check the com­ponent for heating.

FUEL

This solenoid (Figure 19) is also referred to as a

governor solenoid as it over-rides the governor. The

solenoid is mounted on the cylinder air housing

bottom pan and controls the injection pump throttle

lever. When energized, the plunger isjn the solenoid

body. When de-energized, the solenoid spring forces

the plunger against the throttle arm, holding the

throttle shut. The solenoid has two coils. Both are

energized for pulling the plunger up. When the

plunger reaches the top, it opens a set of contacts,

de-energizing the pull-in

plunger up.

To test the solenoid, check plunger operation and

currentdraw with 12volt input. Currentdraw with the

plunger up should be about 1 amp. If it is much

greater, the contacts did not open.

Adjust the solenoid plunger so it fully stops injection

when in the de-energized position. To adjust the

plunger length, screw the hex head cap screw and

jam nut on the plunger bottom inorout. Ifthe plunger

sticks,

and clean the plunger and recess in the solenoid.

If any components of this circuit

Do not attempt repairs on individual com-

SOLENOID

remove the solenoid from its mounting plate.

CIRCUIT

coil.

lead,

operating the

fail,

replace

The other coil holds the

Witl lOCONHOl

11A 0 10

GROUND

AOJUSIMENI SCBtW 1

ANO JAM NUI

FIGURE 19. FUEL (GOVERNOR) SOLENOID

INJECTION

PUMP

The American Bosch PSU injection pump is located
near the center of the left side of the engine crank­case.

A cam and gear on.the camshaft drive the pump.
The gear drives the pump face gear, providing fuel
distribution to each cylinder in the proper order. The
cam operates the plunger, producing pressure to
deliver the fuel and open the nozzles. A control sleeve
meters the fuel by controlling the length of time the
plunger port is closed, maintaining pressure and the
amount of fuel delivered in each stroke. Timing the
pump to the engine determines the point of port
closing.

The correct port closing point is 19° BTC
(21° prior to Spec P). The control sleeve on the
plunger controls the port opening and this depends
on the throttle setting:

Adjustments: One.adjustment screw, located on the
iniection pump control assembly, sets the maximum

iniection rate. Set the maximum stop screw while
qradually increasing the load to stop thethrottle atthe
smoke point.

Repair: Since most fuel system troubles are not due to

a faulty injection pump, test the rest of thefuel system

before condemning the injection pump.

Onan discourages field repair of the injection pump

because of the exceptionally close tolerances

between parts and the specialized equipment

. necessary for repair. The injection pump is an

expensive part of the unit and even a particle of dirt as

fine as talcum powder could score its working

surfaces. If the rest of the fuel system is in working

order and fuel delivery abnormal, remove the pump

for replacement or repair. American Bosch maintains

a world-wide repair service for these pumps.

20

STAMPED CODE

LETTER OF BUTTON

USED J

^7

O-RING KEEPS

TAPPET IN DURING"^;

. I HANDLING

TO REACH BUTTON

GRIP INTO A TAPPET

GROOVE AND PULL

TAPPET OUT

111

TAPPET

PORT CLOSING DIMENSION

STAMPED ON FLANGE

CAREFULLY REMOVE INTERNAL

RETAINER RING TO REMOVE

BUTTON.

BUTTON WITH CODE

LETTER STAMPED ON

IT.

NO LETTER IF

STANDARD

FIGURE

Removal:
lines.

Remove the pump inlet, outlet and return

Remove the four cap screws holding the pump

20. INJECTION PUMP

to the crankcase and lift it off. Be careful to retain the

shims between the crankcase and pump. The correct

thickness of shims, as stamped on the crankcase, is

important for proper pump operation; by providing
the proper gear

lash.

When removing the pump for replacement, record the
button thickness and port closing dimensions
stamped on the side of the pump mounting flange

(Fiaure 20). These values are important in timing the

new pump to the engine.
Injection Pump Timing: Time the injection pump to

the engine by using the proper thickness timing
button between the pump plunger and tappet. It is
timed to the engine at the factory so the port closing
for iniection occurs at 19° BTC (21° BTC prior to
Spec P). See Figure 21.

Use Method 1 when replacing an old pump, if the port
closing dimensions and button number of the old
Dump were recorded. Use Method 2 if thedimensions
are lost, and old pump is being retimed, or when
replacing either the camshaft or crankshaft.

TIMING

BUTTON INSTALLATION

19° BTC (Before Top Center) (Begin Spec.P)

sCyS'-ij.

GOVERNOR

ARM

(21° BTC Prior to Spec.P)

FIGURE 21. INJECTION PUMP TIMING

Example Formula:

Port closing dimension of

old pump

Button thickness of old

pump

Port closing dimension

of new pump

Button thickness of

new pump

(Top Center)

1.090

.098

1.188

1.095

.093

Use 9 or K Button

Remember, pump timing is critical.

Method 1: This is a means for calculating the correct
button thickness before the pump is installed. It
requires the port closing dimensions and button

thickness from the pump being replaced. Put the

dimensions in the formula below and calculate the
new button thickness. Determine the button code
letter from Table 1.

Install the correct button in the pump (Figure 20) and
install the pump following the instructions under
Iniection Pump Installation.

r^^J^Jj^"^?

UJ^J^^^^^X
the.Dump will come apart and be difficult to reassemble. Also, the
meterina sleeve may drop off the plunger into the sump when the
olunaer is removed. If the mechanic is not aware of it, he cbuld
reassemble the pump, unaware it will not operate. If the plunger
oort is not enclosed by the sleeve, there will be no fuel delivery.

Be sure to hold the pump drive securely to the

pump body when removing the tappet. It not,

21

TABLE

1.

TIMING

BUTTON

CODES

GROUP 1 *

CODE

PART NO.

• Inch

16 or S
15 or R 1474)187 .131

14 or P

13orN 147-0189

12orM

- Not used on DJBA.

147-0186
147-0188
147-0190

.134
.128 3.251

.125 3.175 4 or D
.122

SIZE

mm

3.404

3.357

3.099

CODE PART NO.

1 or A 147-0147 .119
2orB

3orC

5orE

11 or STD

>

147-0148 .116
147-0149
147-0150= .110
147-0151 .107
147-0161 .104

Method 2, Flowing the Pump:'This is the procedure
for timing the injection pump when the dimensions
from the old pump are not available.

1.

A standard timing button (NOT MARKED OR NO.

11)

is in the pump. Install the pump per instruc-

tions under Injection Pump Installation.

2.

Remove the delivery valve cap nut (also delivery

valve holder on later models, Figure 22, and lift
out the delivery valve

spring.

Reinstall the deli very

valve cap nut and holder.

3. Rotate the flywheel (counterclockwise) to a point
about 15° before the port closing mark (compres­sion stroke No/I cylinder).

4.

Position the fuel control in the full fuel position.

Disconnect No. T injection line from the nozzle

and position line so fuel flow is visible. Pump the

priming lever while turning the flywheel,
clockwise until fuel stops coming out of the
injection line. This is the port closing point or the
point where injection begins.

GROUP 2

5. Check the position, of the port closing mark in

6. Replace the delivery, valve spring (Figure 22). Be

7.

GROUP 3

SIZE

Inch

.113 2.870 8 or

mm

3.023

2.946

2.794

2.718 lOorL

2.642

CODE PART NO.

6orF

7 or H- .

9 or K

147-0152
147-0153 .098

1

•

147-0154

147-0155 .092
147-0156

SIZE

Inch mm

' .101 2.565

.095

; .089

2.489

2.413

2.337

2.261'

reference to the, timing pointer. If the button
thickness is correct, the pointer will coincide with
the port closing mark. See Figure 23. If the timing

pointer is before port closing (early timing) a
thinner button is needed. If the timing pointer is
between port closing and top center (late timing)
a thicker button is needed. To determine the
correct button, measure thedistance between the
port closing mark and the timing pointer. Foreach

.1"

difference, one button either largerorsmaller,

depending on whether timing is early or late, is

required.

Refer to Table 2. A distance of.V'on the

flywheel represents .003" button thickness.

sure all components of the delivery valve are

installed and properly torqued. Thedelivery valve

holder must be retorqued prior to installation of
cap nut.

Finish injection pump installation.procedure.

DELIVERY VALVE ASSEMBLY

DELIVERY VALVE SPRING •
DELIVERY VALVE

CAP NUT GASKET

DELIVERY VALVE

HOLDER

(Torque to 75-80

ft.

Ibs maximum)

USE 12 POINT 5/8 INCH

DELIVERY

VALVE CAP

(Torque to

55-60 ft. Ibs)

FIGURE 22: DELIVERY VALVE ASSEMBLY

BOX OR SOCKET

WRENCH

HEAD

PC

(PORT CLOSING)

FIGURE 23. PORT CLOSING

22

TABLE

TIMING

EARLY

.1"
.2"
.3"

A"

.5"

2. TIMING

USE TIMING

BUTTON LATE BUTTON

6orF
7orH
8

or J.

9orK A"

lOorL

BUTTONS

.1"
.2"
A" 3

.5"

Injection Pump Installation:

1.

Put No.

2.

Turn the flywheel to the port closing mark (PC)

1 cylinder

on

compression.

the front cylinder compression stroke.

3. Remove
pump mounting flange. Insert
brass wire into

4.

Rotate

place,

5. Mount

shims

"O"
cracked

the

timing hole screw located

the

hole (Figure

the

pump face gear until the wire slips into

locking

the

are in

the

gear

pump

on the

place) and secure with screws.

ring between pump

or

otherwise defective, replace

in

position.

crankcase

and

crankcase

a 1/8"

24).

(be

6. Remove.the brass wire.

USE

5orE

4

or D

or C

2orB

1

or A

on

on the

diameter

sure

the

If the

is

worn,

it.

7. If

the

pump

was

not

timed

using

Method 2.

8. Connect
inlet. Connect

the

flexible fuel inlet line

the

fuel return line.

9. Connect each fuef outlet line
outlet.

10.

Connect

(Fiqure

11.

Run the

the

throttle linkage

19).
engine and adjust thethrottle maximum

and minimum stops.

ROTATE FACE GEAR UNTIL

WIRE SLIPS INTO PLACE.

LOCKING GEAR

INSERT
BRASS WIRE

FIGURE

24.

INJECTION PUMP

by

Method

to the

to the

I/8"

'

1,

do

it

now,

to the

pump

proper pump

governor

-23

GOVERNOR

SYSTEM

The purpose of the ehgine governor is to maintain a
constant engine speed during changes in power
demands. A governor responds to changes in power
demands by varying the throttle
of governors are
speed governor which is

used

and

standard,

position.

covered

Three

types

here.

The constant

the two speed and

variable speed governors which are optional.

GOVERKOR

LINKAGE

INJECTION

PUMP

GOVERNORS

The constant speed governor (F.igure 25) maintains
engine speed up to 2400 rpm: The speed sensing

device is a ball ahd cup mechanism on the camshaft
gear.

A yoke, resting on the cup, is connected to the

governor arm, which in turn is connected to the

GOVERNOR ARM

GOVERNOR

CUP

GOVERNOR
FLYBALLS

GOVERNOR

YOKE ,

SPfeED ADJUSTING

NUT

BEGIN ,

SPEC R

GOVERNOR

SENSITIVITY

ADJUSTING

RATCHET

DECREASE;

SENSITIVITY

ARM

I

SENSITIVITY ADJUSTING

RATCHET

GOVERNOR STUD

DECREASE

SPEED

SPEED

ADJUSTING

•

NUT

INCREASE

SPEED

FIGURE 25. GOVERNOR ADJUSTMENT (BEGIN SPEC R)

24

throttle lever. Any change in engine speed is
transmitted from the cup to the yoke and onto the
throttle.

Tension on the the governor spring determines the
speed at which the engine is governed. Sensitivity is

controlled by the threaded portion bf the governor
arm which changes governor spring action

trolling the speed drop from no load to full

con-

load.

The two speed and variable speed Onan governors
are basically similar to the constant speed type. The
difference is a second spring, riding in a sleeve,
connected to the governor arm. It is completely

relaxed during low speed operation, but combines
with the constant (or low) speed spring when brought
into play by either manual orsolenoid control to exert
a greater than normal force on the governor

arm.

If a
ratchet lever is used to control high speed, thesystem
is variable in nature. See Figure 26. The low speed

adjustments are the same as the constant speed
adjustments. High speed in solenoid controlled, two
speed systems can be adjusted by changing the

length of the solenoid rod.
Maintenance: The linkage must be able to move freely

through its entiretravel. Periodically lubricatethe ball
joints with graphite or light non-gumming oil. Also

inspect the linkage for binding, excessive slack, and

wear.
Testing and Repair: Removing the gear cover for

access to the governor cup and other internal gover­nor parts is covered in Engine Disassembly Section.
External service and repair is limited to testing spring

tension and checking ball joints.
To test spring rates, use a spring type

scale.

Compare

the measured rated with those in Table 3.

TABLE

GOVERNOR

TYPE

Constant

Constant
Variable"

Variable"

or

or

2 Speed

2 Speed
2 Speed*

2 Speed*

* - 1800 rpm

** - 2400 rpm

3.

GOVERNOR

SPRING

NO.

150-0846
150-0921 21 #/in.

150-0922 16 #/in

SPRING

RATE

SPRING

COIL

NO LOAD

LENGTH

1-3/8

1-13/32

1-15/16

DATA

ACTIVE

COILS

13-3/4

21

28

Adjustments: Speed and sensitivity adjustments for

both types of governors are made atthe same place in
the same way. Refer to the illustrations and the
appropriate procedures.

Speed,

Begin Spec R: Change the spring tension with

the speed adjusting nut. More tension gives more

speed.

To adjust the high speed of solenoid

con-

trolled two speed governors, change the tension on

the high speed spring by adjusting the length ofthe

solenoid rod. Shorten the rod to increase tension and

speed.

Speed,

Spec P Models Only: Change the spring

tension with thespeed adjusting nut whileholding the

sensitivity stud in place with a screwdriver. More

tension gives more speed. See Figure 27.

Sensitivity: The sensitivity adjustment is made by
moving the spring up or down on the governor arm.
Moving the spring up (ratchet clockwise) on the
governor arm will decrease sensitivity. Turn the
ratchet counterclockwise to increase sensitivity. Ad­just for maximum sensitivity without a hunting condi­tion.

Standard spring only used for lowest speed.
Auxiliary and standard springs are used for
higher speeds.

STANDARD SPRING

ADJUSTED TO LOW
SPEED WITH AUXILIARY
SPRING NOT ENGAGED

FIGURE 26. VARIABLE SPEED GOVERNOR

[— AUXILIARY SPRING USED

TO INCREASE SPEED

SPRING FASTENED

TO LEVER HERE

25

GOVERNOR

FLYBALLS

INJECTION PUMP

GOVERNOR LINKAGE

\-»TO£^\.0f

GOVERNOR

SPRING STUD

GOVERNOR

SPRING

NUT

Governor

be

•
shaft.

arm

flush vyith

ho'e in

^GOVERNOR

GOVERNOR

ENGINE SPEED

ADJUSTING STUD

must
bottom
governor

TURN

TO

(HOLD SPRING STUD

TURN

SPEED DROP. THEN

INCREASE

POSITION)

FOR

ADJUST

MINIMUM

NUT-

YOKE

CUP

AND NUT

(SEE INSET)

RPM

IN

FIGURE

27.

GOVERNOR ADJUSTMENTS (SPEC P ONLY)

Governor High Speed Solenoid: This solenoid

mounts
plunger
normal force

holding
operation.
forces

on

the blower housing. When energized,

is

in solenoid body. This exerts a greaterthan

on the

the

governor wide open

When de-energized,

the

plunger out, relaxing the auxiliary spring.

governor arm auxiliary spring,

for

high speed

the

solenoid spring

the

Adjust by changing the length of the solenoid linkage.

The solenoid contains

two

coils. Both are energized

for pulling the plunger into the solenoid body. When
the plunger hits bottom,

energizing
plunger

To test

the

pull

in.

the

solenoid, check plunger operation

in

it

opens a set of contacts, de-

coil.

The

other coil holds

currentdraw with 12 volt input. Currentdraw with the
plunger
greater the contacts did not

up

should

be

about

open.

1 amp. If it is

If

the plunger sticks

remove and clean the plunger and recess in solenoid.

26

the

and

much

OIL

SYSTEM

DJBA engines have pressure lubrication to all work­ing engine parts. The oil system (Figure 28) includes:

Oil intake cup
Gear type oil pump
By-pass valve
Oil pressure gauge
Full-flow oil filter

Oil passages to deliver oil throughout the engine.

The pump draws from the crankcase and delivers it
through the oil filter to the rocker housing, drillings
through the crankcase to the crankshaft bearings,
camshaft passages to connecting rod bearings and
connecting rod passages to piston pin bushings.

Because it aids oil consumption control, the
crankcase breather is included in the oil system.

Normal oil pressure should be 25 psi or higher when

the engine is at operating temperature. If pressure

drops below 20 psi at governed
system for faulty components.

The engine is equipped with alowoil pressure cut out
switch.
starting and shuts down the engine through the
latching relay if the.oil pressure falls below 14 psi. If

this happens check the engine thoroughly to deter-

mine the cause. After the cause of the trouble has
been.corrected, a reset button must be manually reset

This switch allows oil pressure build-up while

speed,

inspect the oil

CRANKCASE

BREATHER

BY-PASS

VALVE

FIGURE 28. OIL SYSTEM

27

before the engine can be started again.. Also see
Control System.

MAINTENANCE

Maintenance of the oil system includes changing
crankcase oil, cleaning the crankcase breather and
rocker box oil lines, and replacing the oil filter.
Consult the periodic service chart for recommended
service.

Use an oil with the API designation CD/SD or CD/SC.
However, to reduce oil consumption to a normal level
in the shortest time possible on a new or rebuilt
engine, use CC oil for the first fill only (50 hours).
Then use the recommended oil only. Select the
correct SAE grade oil by referring to the following.

Above 30° F
0° F to 30° F
Below 0° F

SAE 30
SAE 10Wor5W-30
SAE 5W-30

Mount pump on the engine and adjust for .005"
minimum lash betweenthepumpgearand crankshaft

gear. Mount pump intake cup so it is parallel with the

bottom of the crankcase.

BY-PASS

VALVE

The by-pass valve (located on the outside ofthe rear

bearing plate) controls oil pressure by returning
excess oil back to the crankcase. Normally, the valve
opens at 25 psi.

High oil pressure may be caused by the plunger
sticking closed, and low oil pressure by the plunger
sticking open. .

To inspect the valve (Figure 29), unscrew the recess­ed plug in the rear bearing plate. Then lift out the
spring and plunger assembly. Determine valve opera-

tion by comparing spring and plungertospecification

below.

Multigrade oils are recommended for temperature of
30° F and below, but they are not recommended for
temperatures above 30° F. When adding oil between
oil changes, it is preferable to use the same brand as

in the crankcase. Various brands of oil may not be.
compatible when mixed together.

If the oil supply in your local area still has the API designations ML,
MM,

MS, DG, DM and DS, use an oil with the DS designation which
has passed the Series 3 Test and at least Sequence I of the
Automotive Manufacturer's MS Sequence Tests. To reduce oil
consumption to a normal level In the shortest time on a new or
rebuilt engine, use DG or DM oil (passing the MS Sequence Tests)
for the first fill only
PERIODIC MAINTENANCE for suggested oil changes.

OIL

PUMP

(SO

hours). Then use the recommended

oil.

See

The pump is driven by the crankshaft gear, and is

mounted in front of the crankcase behind the gear

cover.
Oil Pump Removal

1.

Remove the gear cover and oil base.

2.

Unscrew the intake cup from the pump.

3. Remove the crankshaft lock ring and gear retain­ing washer.

4.

Loosen two cap screws holding the pump and lift

out.

Plunger Diameter

Spring Free Length

Spring Tension

REAR BEARING

PLATE—*

OIL BY-PASS

SPRING

OIL BY-PASS

VALVE

FIGURE 29. OIL BY-PASS VALVE

.3365"

to .3380"

2-5/16" ± 1/16"

2.225 Ib. + .11 Ib. at

1-3/16"-

Repair parts for the pump are not' individually
available except for gaskets. If thepump is excessive­ly worn, replace it. Disassemble the pump by remov­ing two cap screws holding the pump cover to the
body. To improve pump performance, adjustthegear
end clearance by changing gasket thickness between
the pump body and cover. Use the thinnest gasket

permitting free movement of the pump shaft. Oil all
parts when assembling the pump.

Installation includes filling the pump intake and outlet

with oil to be sure it is primed before installing.

OIL

LINES

The oil lines in the rocker box (Figure 30) should be

flushed with an approved solvent and the small holes

opened with fine wire. Blow out all other oil lines and
drillings with compressed air whenever the engine is
disassembled. Reach the oil gauge passage by

removing the oil filter mounting plate.

All external oil lines, rocker box oil line and the

internal oil line to the center and rear bearing are
replaceable.

28

If oil becomes so dirty that markings on the dip stick

cannot

be

seen,

change the oil filter

and

shorten filter

service period.

FLUSH ROCKER BOX OIL LINE
WITH FUEL ANO CLEAN HOLES
WITH FINE WIRE.

FIGURE 30. ROCKER BOX OIL LINE

OIL

PRESSURE

The gauge is located

GAUGE

on

thelower front cylinder block
corner. Before replacing, check for clogged oil
passage behind the gauge. Remove it with a wrench
and replace with a new gauge if faulty.

OIL

FILTER

(FULL

FLOW)

The oil filter mounts on the filter plate at the left front
crankcase corner. It requires replacement every 200
hours of normal operation. Remove filter by turning
counterclockwise using a filter wrench. Install new
filter finger-tight plus 1/4 to 1/2

turn.

BREATHER

SYSTEM

(Begin

Spec

V)

The DJBA (effective Spec V) is equipped with a
crankcase breather pipe that vents crankcase fumes
directiy from the rocker box cover to the cylinder

head intake port (see Figure 31). The crankcase
breather pipe must not be removed, but cleaned with
wire or pipe cleaner after every 500 hours of engine
operation.
leakage at the rocker box gaskets and oil filter

A clogged breather pipe may result in oil

CLEAN

CRANKCASE

BREATHER

PIPE

TO BREATHER CAP

FIGURE 31. BREATHER PIPE (BEGIN SPEC V)

seal.

29

STARTING

SYSTEM

This engine uses a separate 12-volt starting motor

(Figure 32). mounted
engine,
automative type with solenoid shift and over-running

clutch controlled

solenoid energizes,

shifting fhe starter pinion to engage the flywheel ring

gear

starting motor remains engaged until afterthe engine

starts.

closes, completing

running clutch protects
overspeed.

Onan does not stock
dealer.

to

and

Then

drive

closing

the

on the

the

flywheel.

by a

the

the

control circuit centrifugal switch

the

parts

forthe

right hand side of rthe

It is a

start solenoid. When

motor solenoid operates,

starting motor circuit.

starting cycle.
the

starter armature from

starting

motor.

standard

The

See an

the

The

over-

authorized

MAINTENANCE

Periodically inspectthe starting

it

is in

peak condition.

Inspect motors every
connections. Inspect
clean with #00 sandpaper
for excessive wear and reduced armature seating.

Test

for

poor cranking performance caused

faulty starting motor, defective battery

resistance

in

the starting circuit.

500

the

system

hours

starter commutator

if

dirty. Check the brushes

for

to assu

loose

or

or

re

dirty

by a
high

that

and

Battery charge condition should

hydrometer every 100 hours. Specific gravity should

read from 1.225 to

the battery won't charge; replace

Wiring should
operating.

1.

From the battery grouhd terminal post

2.

From

3. From

Normally, each
If extra-long cables are used, voltage drops.may
higher. Clean
cessively high voltage drops.

Starting motor tests should include testing
running voltage, speed and current, and tests of stall
torque, voltage and current. Always remove motorfor
these tests.

Check.the voltage drops:

cable clamp)

the

frame.

the

terminal stud

1.260.

be

checked with

to

cylinder block

battery positive post

on the

of

these should be less than 0:2 volts.

all

circuit connections showing

If

not, charge the battery.

the cylinder block.

solenoid.

be

it.

the

to the

tested with

starting motor

(not the

starting motor

to the

a

If

battery

be

ex-

of

free

STARTING

MOTOR

—ts

L

L

t

j.

-TO START SOLENOID
IN CONTROL

BOX

GROUND CONNECTION

TO ENGINE

—4

SOLENOID

^CJl—l

C3 1=1 c=L.

1

BATTERY

FIGURE

32.

STARTING SYSTEM

30

SCALE

GROUND ON

MOTOR AT

POINT FREE

OF GREASE

AND PAINT

lv ^-STALL

'I POSITION OF

BRAKE ARM

, 12

FIGURE 33. STARTING MOTOR STALL TORQUE TEST

KNIFE SWITCH

VOLTMETER

VARIABLE RESISTANCE

JT

To test the free running characteristics, connect the
starting motor in series with a battery and ammeter
and install a tachometer on the motor. Read the free

running current and speed.

The torque test (Figure 33) requires a spring scale and
torque arm, voltmeter, ammeter and variable
resistance to apply the voltage specified by the test
characteristics.

The voltage drop across the solenoid on the starting
motor-should be less than 1.50 volts. If not, remove
and repair.

Two 6 volt, 105 amp/hr batteries in series are used.
The set charging system maintains the battery at or
near full charge at all times. If it doesn't maintain
charge, adjust the charge rate if battery is in good
condition.

Added accessories draw battery current and require charging rate
adjustment.

If battery discharge (or failure to charge) can't be

traced to the charging system, test the battery.

Replace if necessary.

STARTING
AND

DISASSEMBLY

1.

Remove electrical connections to control box,

MOTOR

REMOVAL

battery and at the starter shift solenoid.

2.

Remove the muffler heat shield.

3. Remove rear starter mounting bracket nut.

4.

Remove two cap screws holding starting motorto

the starter mounting flange. Then pull starting
motor off the engine.

5. Remove link pin holding shift lever to solenoid
plunger and remove the shift lever pivot pin. See

Figure 34.

6. Extract thru bolts from commutator end of motor.

Remove end coverand lift brushes off theirseats.

7. Pull the cast housing from the front end of the

motor and lift the armature and clutch out of the
motor frame.

8.

Remove over-running clutch by driving the
retainer away from lock-ring near the front end of

the

shaft.

Remove lock-ring and pull off assembly.

Don't disassemble the clutch.

9.

To service the solenoid, remove four cap screws

and electrical connection holding it to the motor

frame.

Remove two screws at solenoid rear to

reach the switch contacts.

CONDITION CHECK FOR

Low Free Speed, High Current

Tight, dirty or worn bearings, bent armature shaft or loose field power
screws which would allow the armature to drag, a shorted armature or a

Won't Operate, High Current

grounded armature or

Direct ground in switch terminal,

field.

field,

or frozen shaft bearings.

Won't Operate, No Current Open field circuit, open armature coils, broken or weakened brush

springs, worn brushes, high mica on commutator.

Low Free Speed, Low Torque,
Low Current

High Free Speed, Low Torque,
High Current

Open field winding, or high internal resistance due to poor connections, .
defective leads, or dirty commutator.

Shorted field windings. Since there is no easy way to detect shorted
field coils because of their low resistance, replace them and check for
improved performance.

31

GEAR HOUSING

PINION

FIELD COIL

POLE SHOE

END COVER

COMMUTATOR

BRUSH

ARMATURE

SHIFTING
SOLENOID-

STARTING

MOTOR

REPAIR

Armature: Inspect armature
before testing

Test

for

for

grounds

grounds with an ohmmeter. Gheck between

<each commutator segment

for

mechanical defects

or

shorted«coils.

and the

shaft.

'FIGURE

34.

A low

ohmmeter reading indicates a grounded armature.

See Figure

35.

ENOID

PLUNGER

STARTING MOTOR

Use a growler to test forshorted

;

in growler

surface.

magnetized

'and repeat, test

armature.

•Figure 36.

and run a

If a

coil

is

and

vibrates. Rotate armature slightly

-for one

If

.armature

. .• \-

Clean commutator with #00 or
the sand out.of.motor.af.ter

'orworn,'turn

it

down

coils.

steel strip over

shorting,

the

complete revolution

is

(defective, replace

#000

cleaning.

in a

lathe.

Place

the

armature

armatu

re

steel strip becomes

of the

it. See

sandpaper. Blow

If

heavily scored

FIGURE

35.

TESTING

FOR

GROUNDS

32

FIGURE

36.

TESTING ARMATURE

FOR

SHORTS

Field Coils: Field coils are checked with an ohmmeter.
Check for motor frame grounds or open circuit. All
connections should be clinched and soldered. In­spect the insulation for evidence of damage. The only
way to check for field coil shorts is to use the starting
motor test.

Bearings: Starter motor bearings should be replaced
if they show excessive wear. Drive out old bearings
using an arbor press. Press new bearings into place.

PUSH

PLUNGER

STOP -,

Brushes: Brushes should slide freely in their holders.
Inspect for wear or improper seating. Check brush
spring tension with a spring scale. Change spring
tension by twisting spring at the holder with needle­nosed pliers.

Replace excessively worn brushes.
Some brushes are soldered to the field coil

load.

To

.remove brushes, unsolder the lead and open the loop

in the field coil

lead.

Insert the new brush pigtail into
the loop and clinch before soldering. A good solder­ing job is necessary to ensure good contact and low
voltage drop across the connection.

Over-running Clutch: Over-running clutch should be

thoroughly cleaned (do not dip in solvent). It can't be

repacked with grease. It should slide easily on the
armature shaft without binding. Turn the pinion; it
should rotate smoothly but not freely. The clutch
should instantly lock and unlock when reversing

rotation direction. If the clutch is defective (pinion

worn or damaged), replace it.

^FEELER GAGE

(0.07"

- 0.12" Clearance,

See Text.)

FIGURE 37. STARTER PINION CLEARANCE

On units built prior to serial #679677, it was necessary to maintain
the gap between ring gear
at less than 1/8" to ensure starter engagement. When installing

these

motors,

to reduce it (Figure 38).

check this

and

gap.

starter

pinion

II it

is

too great, a shim kit

STARTING

in

the

AND

FLANGE

relaxed

is

available

MOTOR

position

Shifting Solenoid: Shift solenoid plunger should
move freely in the

coil.

Test pull-in continuity
(between solenoid control, terminal and solenoid
connection to the motor) and hold-in coil continuity
(between solenoid control terminal and engine
ground).

ASSEMBLY,

STARTING

MOTOR

Starter motor assembly includes soaking the bronze

bearings in oil. These bearings are designed to
absorb 25% of their own weight in oil. Be sure the felt
oil pad is in the outer end of the commutator end

bearing.
After assembly, check the armature end play. It

should be .005" to .030". Adjust end play by adding or

removing washers at the commutator end.
Check pinion clearance (Figure 37) to ensure

engagement. Press solenoid core to shift pinion into

full mesh. Measure clearance between pinion and

pinion stop. It should be .09" ± .02" (try to get

.07").
Adjust solenoid plunger link screw for proper
clearance.

Required on some early models.

SHIMS

Be sure to install same number

of shims removed.

FIGURE 38. STARTER INSTALLATION

33

FLYWHEEL

ALTERNATOR

Two descriptions and troubleshooting techniques for

tbattery charging are given: engines prior to Spec V

and begin Spec V.
Both .types of battery charging systems have a

permanent magnet (rotor) which is held to the
flywheel by screws. The stator windings have an
epoxy resin coating for moisture protection. Cooling
the stator is done by special fins of the

rotor.

A fuse

protects the battery charging system from damage if.
the battery is connected accidently in reverse polari­ty. -

FLYWHEEL
(Prior to

There are neither brushes nbr bearings

ALTERNATOR

Spec

V)

in

this system,

so maintenance is limited to keeping the components

in good condition. When theflywheel is off, clean the

rotor and stator and check the wires. In general, see
that all connections are secure and all components
clean.

If the alternator is operating satisfactorily, do

not tamper with it. See Figure 39.

A 20-ampere fuse is included in the battery charging
system to protect the alternator in case the battery

-cables are accidently reversed. It's located on the left
side of the blower housing. Check this fuse before
performing following tests.-

1.

Connect

an

ammeter between the

red

terminal on

the rectifier and the ignition switch.

2.

With the engine running at

1800

rpm,

the ammeter

should indicate about'8 amperes into a fully

discharged battery and progressively less as the

battery becomes

charged.

The regulatorswitches
from high to low charge at about 14r1/2 volts and
from low to high at about 13 volts.

3. Current at low charge

should

be

about 2 amperes.

If output is unsatisfactory, perform the following

tests.

Rotor To test the magnetism in the

rotor,

merely hold
a piece of steehclose to the magnet. If the steel is
strongly attracted, the rotor is satisfactory. Strength
of the magnet is a basic quality that wi|l not change

much over a period of time.

TO CHARGE REGULATOR TERM. •'C"
FROM "YELLOW" TERMINAL ON FAR
SlOE OF RECTIFIER ASSEMBLY

FROM RECTIFIER ASSEMBLY "RED"

TERMINAL (-) TO IGNITION SWITCH-

FROM RECTIFIER ASSEMBLY

"BLACK" TERMINAL (-)-

CHARGE REGULATOR MOUNTEO
ON SEPARATE PANEL-

ALTERNATOR

LEAD NO.9

5 ALTERNATOR

§ LEAD NO.7

IGNITION

SWITCH

LEAD

RECTIFIER ASSEMBLY

ALTERNATOR LEAD NO. 7

""TO CHARGE REG. TERM. "B".

ALTERNATOR LEAD NO. 8 TO NEAR

."YELLOW" TERMINAL ON RECTIFIER

ASSEMBLY

ALTERNATOR LEAD NO. 9

^ TO CHARGE REGULATOR

~~ TERMINAL "C".

CHARGING

GENERATOR.

STATOR

FIGURE 39. FLYWHEEL ALTERNATOR (PRIOR TO SPEC V)

34

Stator

1.

Disconnect the stator leads and test each one

with a 12-volttest lamp for

grounding.

Touch one

probe to the lead and the other probe to a good
ground on the engine. None of the leads should
show a ground which will be indicated if the lamp

lights.

If a ground is

2.

To test forshorted coilsoropened circuits,

indicated,

replace the stator.

use

ohmmeter set to read the proper range of

resistances. The resistance values are

as

follows:

Lead 7 to 8 — .25 ohms
Lead 8 to 9 — .95 ohms
Lead 9 to 7 — 1.10 ohms

an

Voltage Regulator

1.

If the low charge rate is satisfactory, but high rate

is not, connect a jumper between terminals B and

C.

2.

Run the engine ard check the charge rate at the

battery — should be 8 amperes. If it is, either the

regulator or its power circuit is defective.

3. With a 12-volt test
sensitivecoil atterminal

lamp,

check input to the voltage

A.

If thelamp lights, input

is okay and the regulator is defective.

'

4.

If the charge rate with B and C jumpered is low,

look to the alternator or its wiring.for the cause.

If the resistance varies over

25%

from the above

values, install a new stator and check for im-

proved performance.

Rectifier

1.

Completely isolatethe rectifierassemblyfrom the

charging circuit by disconnecting all four wires.
Test each rectifier separately with an ohmmeter
or test lamp (Figure 40).

2.

With an ohmmeter, connect one test lead to the

rectifier and the other test lead to the rectifier
base.

Take the reading and then reverse the test

probes. If the rectifier is

good,

one reading will be

. much higher than the other.

If using a test

lamp,

touch

the

test probes together
and observe the brightness df the bulb. Then
touch the probes across the rectifier. If the

rectifier is good, the bulb will light dimly. If the
bulb lights brightly or not at all, the rectifier is

defective and must be replaced.-

HEAT SINK

RECTIFIER

TERMINAL

FLYWHEEL
(Begin

ALTERNATOR

SpecV)

The flywheel alternator is a permanent magnet alter­natorand uses a solid-state voltage regulator-rectifier

for controlling output (Figure 41).

A 30-ampere fuse is included in the battery charging
system to protect the alternator in case the battery
cables are accidently reversed. The fuse is located

behind the air housing door (above injection pump).

Check the fuse before performing any tests.

Weak ignition spark or a discharged battery indicates

trouble in the charging system, but always check the

battery for serviceability first.

RECTIFIER

ASSEMBLY

RECTIFIER

TERMINALS

FIGURE 40. CHECKING RECTIFIERS (PRIOR TO SPEC V)

35

Keep these points in mind when testing orservicing

the flywheel alternator:

1.

Be sure the output control plug (connector) is

inserted properly. The plug must bottom in.
receptacle—eliminates any resistance due to a

poor connection. Keep clean and tight.

2.

Be sure regulator-rectifier output control has a

good ground connection. Mating surface for

mounting must be clean and fasteners tightened

properly.

3. Never

Regulator-Rectifier

The following tests for the., regulator-rectifier require a fully­charged battery.

1.

Connect a voltmeter across the battery. Start the

reverse

the

battery

Tests:

leads.

engine and operate at:24Q0 rpm.

2.

Voltmeter should read,13.4.to 14v5,volts. If it does,

no further testing of the charging, system is
necessary. If not, install a

new.

regulator-rectifier
and retest. Be sure it has a good ground connec­tion

and;

the connector- is properly seated.

Stator

Tests

Fortesting, use a Simpson

260

VOMorequivalent. Be

sure test meter and battery, if battery powered, are in

good condition. Check with engine NOT running.

1.

Set voltage selector switch to

on

RX.1

scale;

Zero the meter before each reading and
changed.

2.

Unplug the connector and connect the meter

DC+

each

and

zero meter

time scales are

leads to the two terminals of the female plug with

the yellow wires. Meter should read less than O.a

ohms if stator has continuity. If meter shows no
reading winding; is open and stator should be
replaced.

3. Touch red meter lead to yellow wire plug terminal­and other meter lead

to,

metal core of stator. If
meter doesn't read infinity, the stator winding- is
grounded.

Flywheel

To test the magnet group or rotor, lay

Replace the stator.

Magnet

Group or Rotor

a.

piece of;
ferrous (iron)- material up against the magnets to be*
sure they

are.

charged:

If;

not;

replace,

the rotor.

s/n A TOR

ROTOR;

REeULATOR.-RECTIfrlER

ASSEMBLY

FIGURE 41. FLYWHEEL ALTERNATOR (BEGIN SPEC V)

If U.S E HO LD ER WITH

30-AMPERE PUSE:

CONNECTOR;

36

EXHAUST SYSTEM

The importance of exhaust systems (normally
supplied by the customer) cannot be over­emphasized. A poor or clogged system causes low
power, overheating and engine damage. A poor
exhaust system increases back pressure which

reduces efficiency. If high back pressure is

suspected,

follow procedure outlined below.

Test the exhaust system by installing an adapter (or

tee) in the exhaust line at the manifold. Connect a
manometer or pressure gauge to the adapter. If there
is a condensation trap'next to the manifold, use it for
the manometer connection. Run engine under full
load and observe the manometer. See Figure 42 for

maximum values. If the reading is higher, theexhaust

system should either be disassembled and cleaned or

altered to reduce back pressure.

UNITS OF

MEASUREMENT

Inches of water 40
Inches of Mercury ' 3

Ounces

FULL

LOAD

23 Oz.

FIGURE 42. EXHAUST BACK PRESSURE MEASUREMENT

37

ENGINE

DISASSEMBLY

If engine disassembly is necessary, observe the
following order (i.e. Flywheel, Gear Cover...). As
disassembly progresses, the order may be changed

somewhat as will be self-evident. The engine

assembly procedure is the reverse of disassembly.

Any special assembly instructions for a particular

group are included in the applicable section. When

reassembling check each section for these special

assembly instructions or procedures.

FLYWHEEL

Remove the blower
fit on the crankshaft. Improvise a puller using at least
a 7/16" bar and drilling two 7/16" holes 2-7/8"

between centers. Loosen the flywheel mounting
screw a few turns. Place bar against the flywheel

screw, attach bar using two 3/8 in. thread screws in
the holes provided in

screws until flywheel is free.

Replacement flywheels are supplied without the
timing markings because

to its engine. The only accurate method of deter-

mining the top dead center (TDC) and port closing

points is to measure the piston

measurement and should be attempted only with

accurate, dependable equipment.

With the flywheel mounted, remove the head and

install adepth gauge over the front piston. Rotate the

flywheel to find the TDC position

stroke and mark this point oh the
the flywheel counterclockwise until the piston drops
to .135" or more. Then turn to .128". This is the port

closing point 19° BTC. Priorto Spec

housing.

flywheel.

each

The

flywheel

Alternately

is a tapered

tighten

flywheel must befitted

travel.

This

is a critical

on

the compression

flywheel.

Next, turn

P-turn

beyond

the

.T55"

then turn clockwise to .155", This is 21° BTC.

Mark this position on the flywheel.
Ring Gear: To remove the ring gear, if

part way

through,

then break it

using a cold chisel and

damaged,

saw

heavy hammer.

To install a new ring gear, place it

in

an

oven heated to

380 - 400° F for 30 to 40 minutes.

CAUTION

flywheel.
With a hammer. Do it fast and do not damage the gear

ring will contract rapidly and may shrink to the flywheel before it is

in place. If this occurs, a new ring gear may be required.

GEAR

If it does not go on all the way by

COVER

Do not heat with a torch. When heated

properly, the ring will fall into place on the

itself,

drive it into place

teeth.

The

to remove the gear cover (Figure 43), detach the

upper governor

ball

joint.

Remove

the

governor speed

adjustment nut and governor spring bracket.

Remove the screws holding the gear cover to the

crankcase. To loosen the gear

cover,

tap it with a soft

hammer.
Governor Shaft: The governor shaft is supported by

two sets of needle bearings. To remove the shaft,

remove the yoke and pull the shaft from the gear
cover. If the shaft is binding, clean the bearings, if
loose,

replace the bearings. To remove the larger

bearing,
outside of the gear
with an Easy-Out or similar

drive both bearing and oil seal out from the

cover.

Remove

tool.

the smaller bearing

Press new bearings

and oil seal into place.

GOVERNOR SHAFT YOKE

(smooth side toward cup)

POSITION

GOVERNOR CUP;

SO THAT \»

ROLL PIN

FITS INTO

-— HOLE IN CUP

GOVERNOR

CUP

GOVERNOR ARM

BE SURE THAT OIL

PASSAGES ARE OPEN

FIGURE 43. GEAR COVER

38

GOVERNOR

.. SHAFT

IF FEELER WILL

ENTER HOLE 1/2"

BALL HAS

FALLEN OUT

Gear Cover Oil Seal: Replace the oil seal if damaged
or worn. Drive the old seal out from inside the gear
cover. Lay the cover on a board so the seal boss is
supported.

Using an oil seal driver, insert the new seal
from the inside with rubber lip toward outside of gear
cover (open sideof seal inward) and drive it flush with
the outside surface. During gear cover installation,
use the driver to protect the oil

•-GEAR COVER

seal.

See Figure 44.

--INSTALL OIL SEAL
FLUSH WITH THIS

'SURFACE

OIL SEAL

THIS SURFACE MUST

BE CLEAN BEFORE

INSTALLING SEAL

Repair: Replace any flyballs that have flat spots or
grooves. Replace the cup if the race surface is
grooved or rough. The governor cup must be free
spinning fit on the camshaft center

pin,

but should be

replaced if excessively loose or wobbly.
Check the distance the center pin extends from the

camshaft gear, this distance must be 25/32 to give the
proper travel distance forthe cup. (See Figure

45).

Ifit
is less, the engine may race; if more, the cup will not
hold the balls properly. If the distance is too great,
drive or press the center pin in. If it is too small,
replace the pin; it cannot be removed without damag­ing the surface. In some cases, if the distance is too
small,

the head of the governor cup can be ground to

giye the necessary 7/32" travel distance.
Installation: To install the governor assembly, tip the

front of the unit upward. Set the flyballs in their

recesses and position the governor cup on its shaft.
Finally, brush with heavy grease and install the snap
ring on the center pin.

— CAMSHAFT

GEAR

FIGURE 44. GEAR COVER OIL SEAL

Assembly, Gear Cover.

1.

Work the governor shaft to check for binding and

see that the governor-shaft-end-thrust ball is in
place (Figure 43). Later models have a larger ball
which will not fall out.

2.

Turn governor yoke so the smooth side is toward

governor cup.

3. Turn the governor cup so the stop pin in the gear
cover fits into one of the holes in the cup surface.
Measure the distance from the end of the stop pin
to the mounting face of the cover. It should be
25/32".
positioned with open end facing crankshaft

4.

Coat the oil seal lip with oil or grease. Set a piece

If it is not, replace the pin. Pin should be

seal.

of shim stock over the crankshaft keyway to
protect the seal and install thegearcover. Tighten
the mounting screws to specified torque. Before
tightening screws, be sure the stop pin is in the
governor hole.

CENTER PIN

SNAP RING-

GOVERNOR CUP-^Jv

GOVERNOR-

FLYBALL

FIGURE 45. GOVERNOR CUP

CYLINDER

HEADS,

VALVES

The cast iron cylinder head assembly has alloy
hardened faced valves, release type rotators, alloy
hardened inserts, guides, rocker arms, injection
nozzles and glow plugs. The push rods run through
shields.

GOVERNORCUP

To remove the governor cup, remove the snap ring
from the camshaft center pin and slide the cup off. Be
sure to catch the ten flyballs that will fall out when the
cup is removed.

MAINTENANCE

Check the valve clearances at regular intervals (see
service chart). In addition, clean valve seats at regular
intervals.

39

After engine has reached a stable temperature condi­tion the valve clearances may be adjusted. It is

recommended that the valve clearance is set with
engine at room temperature (approximately 75°F).
Allow at least two hours cooling time after engine
operation.

1.

To adjust valve clearance on the two-cylinder

DJBA engine proceed as follows:
a. Turn the flywheel until #1 cylinder is on its

compression stroke, which follows closing of.

intake valve.

b. Turn the flywheel until the TC (top center)

mark on the flywheel lines up with the timing
pointer on the gear cover. Then turn the

flywheel in a clockwise direction for an ad-

ditional 10 to 45 degrees. There is no timing
mark for this position so it must be estimated.
With the piston located in this position the
cylinder will be in its power stroke with both
valves completely closed.

c. Check the cylinder head-bolt torque for44- 46

ft.

Ib.

d.

Using- a feeler gauge, check the clearance

between the rocker arm and the valve. (See
Figure 46). Increase or reduce the clearance
until the proper gap is established adjusting
with the lock nut which secures the rocker arm

to the cylinder head.

The proper valve clearance for the DJBA engine is .009
intake and .007 exhaust.

e. To adjust the valve clearance for the number 2

cylinder, turn the flywheel in a clockwise
direction 180° (1/2 revolution) from the

posi-

tion used in step 2-a. The flywheel position

should be between 10° and 45° past bottom
center.

•

Valve Rotator Clearance: Both the intake and the
exhaust valves on all Onan J-Series engines are
equipped with release-type-valve rotators. The cap

covering each valve tip releases keepertension
valve is pushed: off its seat. This allows the valve to
float in its guide. Engine vibration and cylinder air
flow cause the valve to rotate while floating.

To assure proper operation of this system, valve stem

tip-to-cap clearance should be checked every 5000

hours,

or wheneverthe parts are exposed or removed.

Clearance must be maintained at 0.001 to 0.005 inch

(0.025 to 0.127 mm). Too little clearance will prevent
valve rotation, increasing the possibility of valve
leakage and engine power loss. Too much clearance
can lead to valve breakage. •

To check the clearance, refer to Figure 47 and

procees as follows:

1.

Remove the cap from the valve tip and measure

the depth of the cavity in the cap with a depth

micrometer.

2.

Measure the valve tip height from the cavity depth

to determine the clearance. It should be between

0.001 and 0.005 inch (0.025 and 0.127 mm).

4.

If the clearance is not within specifications,

replace the cap and keepers as a set. When
replacing the keepers, check for wear on the valve

spring retainer where it contacts the keepers. If

wear is over 0.003" replace the retainer. After
replacement of parts, recheck the clearance. If it
is still not within specifications, replace the valve.

Anytime the valves are to be removed, these

measurements should be carried out first. Keep each

valve assembly together as a set. When reassembling,

install the keepers with wear in original position.

Keepers can be inverted to use the unworn side, but
the clearance must then be rechecked. Place a drop of
engine oil on the valve stem before replacing the cap.

as

the

EXHAUST

VALVES

FIGURE 46. ADJUSTING VALVES

VALVE SPRING RETAINER

VALVE

KEEPERS

FIGURE 47. MEASURING VALVE TIP-TO-CAP CLEARANCE

CAVITY DEPTH
VALVE TIP HEIGHT

— *- TIP-TO-CAP CLEARANCE

CAP

40

TESTING

Use the cylinder compression test to determine the
condition of valves, pistons, piston rings and
cylinders.

To check compression, run the engine until
thoroughly warm. Stop it, and remove all injection

nozzles. Insert the compression gauge in an injection
nozzle, crank the engine, and note the reading.

Compression of a standard new engine cranking at
about 300 rpm is approximately 350 to 400 psi.

Compression readings will deviateconsiderablyfrom

the above readings because of differences in crank-

ing speed, altitude and ambient temperature

con­ditions. Therefore the specification is given only as a
guide.

The best indication of leakage is the pressure

difference between cylinders.

DISASSEMBLY

1.

Remove the rocker box cover, fuel nozzles and

connecting oil lines to the cylinder heads.

2.

Remove the intake and exhaust manifold.

3. Remove the rocker arms and push rods.

4.

Remove the capscrews holding each cylinder

head to the cylinder block.

5. Remove each
soft hammer. Do not use a pry.

6. Using a valve spring compressor, disassemble the

valve assemblies. See Figure 48.

Identify valve parts for identical reassembly.

head.

If it

sticks,

rap it sharply

with

a

REPAIR

Thoroughly clean all components of the cylinder
head assemblies. Remove all the carbon deposits

from the intake and exhaust ports

surfaces.
Valves: Remove all carbon and check each valve for

burning,
slightly pitted or

pitting or warped stem. Valves that are

burned,

refinish

grinder. Refinish intake valves to a 42° angle and

exhaust valves to a 45° angle. But, if they are badly

pitted,

or will have a thin edge when refacing, replace

them.

Before removing intake
grooved section of
240/320 grit emery cloth.

valve

valve

from

tip.

Remove any existing sharp

Check refinished valve foratightseatto the
with an air pressure type testing tool or by applying
Prussian Blue on the valve face and rotating it against
the seat.

Valve Guides: Check valve guide to valve clearance,
see Table of Clearances. If the proper clearances
cannot be obtained by replacing the valves, replace

the valve guides. Drive the old valve guides into the

valve chambers. Drive new guides in until they
protrude 11/32" from the rocker box side of the head.
Ream the new valve guide to obtain the proper

clearance.
ValveSeats: If

the

valye

seats

Using conventional seat grinding equipment, reface

each seat to a 45° angle and seat width of 3/64 to

1/16".

You should be ableto reface each seat several

times before it becomes necessary to replace it.

If, however, the valve seats are loose or cannot be

refaced,

replace them.

and

on an

head,

inspect for sharp

are

pitted,

clean all gasket

accurate valve

edges

edges

valve

on

with

seat

refinish them.

ADJUST VALVE CLEARANCE

SPRING RETAINER

HERE

VALVE

FIGURE 48. VALVE TRAIN

41

• VALVE

PUSH ROD

SHORT SLEEVE

DOWN ONLY

Use Onan tool

#420-0311

in adrill press (Figure49) to

remove each valve seat. Adjust the tool to cut 1/64"
from the edge of the seat. Oil the pilot to prevent it
from seizing in the valve

guide.

Cut

each

seat down to
a narrow rind on edges ahd bottom and break it out
with a sharp

tool.

Be careful not to cut into the

counterbore bottom.

DRILL

PRESS

Be sure to
oil pilot of
tool.

FIGURE 49. REMOVING VALVE SEAT

After cutting,
rind is easily

MAKE CUT \/64"

FROM EDGE OF

SEAT.

INSTALLATION

1.

Push a valve stem oil seal onto each intake valve

guide and clamp in place. Then oil tbe seal with
SAE 50 engine oil. Support valve stem seal when

installing valves.

2.

Oil the stem of each valve lightly with SAE 50

engine oil and insert each valve in its own guide.

3. Check each valve for a tight seat with an air
pressure type tester. If a tester is not available,
make pencil marks at intervals on the valve face
and observe if the marks rub off uniformly when
the valve is rotated part of a turn in the
seat is not tight, reQrind the valves.

4.

Using a valve spring compressor, compress each

valve spring and insert the valve spring retainer,
and retainer locks. Spring retainer should never
contact valve stem seal when compressing valve
springs to install spring retainer locks.

5. Install the head assembly and gasket to the
cylinder block. Tighten the head bolts to
ft.

lbs. following the sequence in Figure 50.

6. Install the exhaust manifold, nozzles, glow plugs
and oil lines.

7. Install the valve stem caps.

8. Install the push rods, rocker arms and rocker arm

nuts.

9. Set the valve clearance.

seat.

44

If the

to 46

Thoroughly clean the valve seat counterbore and

remove any burrs from the edges. If the counterbore

is damaged, it will have to be remachined for an

oversize seat. Oversize seats are available ih .002",

.005",

.010" and .025". Otherwise, install new stan-

dard size seat inserts.

Drive the new valve seat inserts into place. Be certain

that each seat rests solidly on the bottom of the

Counterbore at all points. To make installation easier,
heat the cylinder head in an oven at

325° F

for about

1/2 hour and cool the valve seats in dry ice.

Face each new seat to a 45° angle and width of
approximately 3/64". The finished seat face should
contact approximately center of the valve face. Use

Prussian Blue on each valve face to check

this.

Make.

any corrections on the seat, not the valve face.
When the new seats are installed

and

faced,

insert the
valve into each and check the clearance from valve
head to the face of the cylinder

head.

This must be at

least .030". If it is not, regrind the seat.

After the first
retighten the cylinder head bolts and check valve clearance.

50

hours of

operation,

oh a new

or overhauled engine,

Valve

Springs:

Check

the

valve

springs

on an

accurate
compression scale. Valve spring data is given in the
Table of Clearances. Replace any spring that

is

weak,

cracked or pitted or has ends out of square.

FIGURE 50. HEAD TIGHTENING SEQUENCE

42

PISTONS,

RINGS,

CONNECTING

RODS

DJBA engines use cam ground aluminum pistons.
Each piston is tapered and fitted with three compres­sion rings and an oil control

ring.

Full floating piston
pins connect the piston to its connecting rod. The
pins are held in place with a snap ring at each

end.

The
lower end of each connecting rod contains half shell,
precision bearings and the upper end, semi-finished
bushings.

Some engines are fitted with .005" oversize pistons at the factory.
These engines are marked with an E following the engine serial
number. Use 0.005" oversize rings for these pistons.

REMOVAL

AND

DISASSEMBLY

The connecting rod and cap are stamped for proper
installation in the proper cylinder. When removing
piston assemblies, checkthe marking so each can be
installed in the proper cylinder.

1.

Drain the crankcase oil and remove the oil base.

2.

Remove the cylinder heads. Remove carbon from

bore.

3. Remove the cap from each connecting rod and
push the assembly through thetop of thecylinder
bore.

Replace the cap and bearing inserts in the

proper assembly.

4.

Using a ring expander, remove the rings from

each piston.

5. Remove the two retaining rings and push the
piston pin from each piston.

Cylinders: The cylinder walls should be free of
scratches, pitting and scuffing. Check each with an
inside.reading micrometerforout-of-round and wear.
The bore should measure between 3.2495" and

3.2505" and be less than .001" out-of-round.

Rings:

Inspect each ring carefully for fit in the piston

grooves and seating on the cylinder

wall.

Fit each ring

to the cylinder wall at the bottom of its travel, using a

piston to square the ring in the bore. Check the gap
with a feeler gauge. It should be .010" to .020". If the
gap is too small, file the butt ends of the rings. Do not
use rings that need a lot of filing, they will not seat
right on the cylinder walls. If oversize pistons are
used,

use the correct oversize rings. See Figure 51.

CAST IRON

OIL CONTROL

RING

RINGS

CHROME .

COMPRESSION

PLAIN

COMPRESSION

RECESS

OIL CONTROL—5

A887

INSTALL WITH

VENTS AT BOTTOM

(AWAY FROM CLOSED

END OF PISTON)

PISTON

EXPANDER

VENTS

GAP

If necessary, rebore the cylinder to fit the next
available oversize piston. Pistons and rings are
available in .005", .010", .020", .030" and .040"
oversize. If the cylinders do not need refinishing,

remove any existing ridges from the top of the wall
with a fine stone.

Pistons: Clean thoroughly and inspect each piston.
Clean the carbon from the ring g rooves and be sure all
oil holes are open. If any piston is badly scored or

burred,

loose in the cylinders, has badly worn ring

grooves or otherwise is not in good condition, replace

it.

Check the clearance 90° from the axis of the piston
pin and below the oil control

ring.

Clearance should

be .0055 - .0075". If not, replace the piston and check

the cylinder for possible reconditioning.

Piston Pins: Each piston pin should be a thumb push
fit into its piston at room temperatures. If the pin is
excessively loose, install a new one.

FIGURE 51. PISTON RINGS

Connecting Rods: Clean the connecting rods and
check each for defects: Check the connecting rod
bushings for proper clearance with the piston pin.
Clearance should be .0002" to .0007".

If the bushings are excessively worn, press them out

and install one new bushing from each side of the

/

bushbore. Press the new bushings only until flush

, with the sides of the rod to leave 1/16" to 7/64" oil

groove in the center (Figure 52).
Connecting Rod Bearings: Inspect the connecting

•rod bearings for

burrs,

breaks, pits and wear. Measure
the clearance between bearings and the crankshaft
journal.

The clearance should be .0010" to .0033". If
necessary, replace with new standard or oversize
precision bearings.

43

CONNECTING ROD .

BUSHINGS

BUSHING ENDS MUST

BE FLUSH WITH SIDES

OF ROD TO PERMIT

1/16" OIL GROOVE

BETWEEN BUSHINGS

PRECISION TYPE

BEARING

* MEASURE CLEARANCE IN

DIRECTION INDICATED BY

ARROW

AMI.

CROSS-SECTION

BE SURE THAT CONNECTING

O ROD WITNESS MARKS ARE Q Q

ALIGN ED \

v

^

FIGURE 52: CONNECTING ROD BUSHINGS

ASSEMBLY

1.

Install the connecting rods on each piston with

AND INSTALLATION

pins and retaining rings. If new bushings were
installed,

check to see that the ends are flush with

. the connecting rod to provide for the oil recess in

the center.

2.

Install all ringson each piston. Tapered type rings

will be marked fop. or identified in some other
manner. Place this mark toward the closed end of
the piston, Space the ring gaps 1/4 of the way
around the piston from one another. No gap
should be in line with the piston pin. Oil the rings

and pistons.

3. Position a bearing half in each connecting rod. Be
sure there is no dirt underthe bearing. This could
cause high spots and early bearing failure.

4.

Oil the cylinder walls. Install each piston in the

proper cylinder using a.suitable installer. Each
assembly should be installed with the stamp on

- thepiston in the same direction as when removed.

5. Position each connecting rod on the crankshaft
and oil the journal and install its rod cap with
bearing half. When installing the rod cap, position
so the raised witness mark on the forging matches
the mark on the connecting rod (Figure 53).

6. Tighten the cap screws to the specified torque.

7. Crank the engine over by hand to see that all

bearings are free.

8. Install the oil base with a new gasket.

9. Install the cylinder heads using proper bolt
tightening sequence.

10.

Replace oil.

FIGURE 53. CONNECTING ROD CAP

CAMSHAFT

The camshaft is a
through gears by the crankshaft. It rides on sleeve

bearings pressed into the crankcase.

-In addition to .prpviding a means of opening and
closing the valves, the camshaft operates the injec­tion pump and fuel transfer pump.

Removal:

1.

Remove the rocker arms and push rods from the

valve chambers.

2.

Remove the injection pump and fuel transfer

pump from the engine.

3. Remove the crankshaft gear retaining washer by
removing the lock ring on the crankshaft.

4.

Lay the engine on side to avoid dropping tappets

and remove the camshaft assembly as a group. If
necessary, pry it out with a screwdriver between
the camshaft gear and crankcase.

5. Remove the valve tappets. These can be removed

only from the camshaft end of the push rod holes.

Repair: If the camshaft is badly worn or scored,

replace it. After installing a new camshaft, retime the
injection pump to the engine.

Camshaft Gear. This gear is a pressed fit on the
camshaft and drives it at 1/2 the crankshaft speed. To

remove the gear, use a hollow tool or pipe that will fit
inside the gear bore and overthe center pin. Press the
camshaft out of the gear bore. Be careful not to
damage the center pin.

1-piece

machine casting, driven

44

Camshaft Bearings: The camshaft bearings should be
replaced if the clearance to the camshaft is greater

than specified, the bearings show cracks, breaks,

burrs,

excessive

wear,

or other

defects.

The camshaft

to bearing clearance should be .0012" to .0037". To

check the rear

bearing,

remove the expansion plug at

the rear of the crankcase.

Press new bearings into place (Figure 54). Press the
rear bearing flush with the bottom of the expansion
plug recess. Press the front bearing in flush with the
crankcase front surface so the oil passages are
aligned.

Do not attemptto

ream

the

bearings,

they are
a precision type. After the rear bearing is installed,
insert a new expansion plug in the recess, using
sealing compound, and expand it into place with
sharp blows at its center. Check camshaft endplay.

Refer to Dimensions and Clearances. See Figure 55.

is-

i *:tlSlP''f"^" CAMSHAFT

ih.iW PRESSED IN

SPACER-^

WASHERS*

1

CAMSHAFT

GEAR

FIGURE 55. CAMSHAFT END PLAY

.MEASURE END PLAY

r

CRANKSHAFT

8 Ta WASHER
\ p CRANKSHAFT^

PULLED OU-T

CRANKSHAFT

HERE

7

GEAR

PRESS BEARING

FLUSH WITH

PRESS BEARING

FLUSH WITH
BOTTOM OF

RECESS

*- REAR

BEARING

A695

FIGURE 54. CAMSHAFT BEARINGS

FRONT CRANK­CASE SURFACE

ALIGN OIL

HOLES

CFRONT

BEARING

Installation, Camshaft Assembly:

1.

Install the key and press the camshaft gear on its

shaft.

2.

Install the governor components.

3. Slide the thrust washer onto the shaft.

4.

Lay the engine on side or

end

and insert the push

rod tappets.

5. Install the camshaft assembly

in

theengine.

Align
the timing marks on the camshaft gear and
crankshaft gear (Figure 56).

6. Replace the push rods and fuel transfer pump.

7. When the engine is reassembled, install the.
injection pump following the steps for Injection
Pump Installation. This step is critical.

CRANKSHAFT

The DJBA series engines use a counter-balanced,
ductile iron crankshaft. To increase the
durability, all crankpin fillets are shot-peened during
manufacturing. The 2 cylinder crankshafts ride on
two lead-bronze

bearings,

the front

crankcase and the rear one ih the bearing plate.
Removal:

1.

Remove the lock ring and retaining washer in

front of the crankshaft gear.

2.

Pull off the crankshaft gear. It has two,

UNC tapped holes for attaching a gear pulling
ring.

Use care not to damage teeth if the gear

be reused. See Figure 57.

3. Remove the oil pan, piston, and connecting rod.

4.

Remove the rear bearing plate from the

crankcase.

5: Remove the crankshaft from crankcase.

THESE MARKS

MUST COINCIDE

WHEN INSTALLING C^Ar

TIMING GEARS

FIGURE 56. TIMING MARKS

6256-1

one

©4X20

shaft's

housed

PULLER

HOLES

fatigue

in

the

1/4-20

is

to

45

CRANKSHAFT

GEAR.

GEAR

PULLER

FIGURE 57. REMOVING CRANKSHAFT GEAR

GEAR

PULLER

RING

Crankshaft Regrinding: Crankshaft grinding requires

a

trained,

experienced operator, with precision equip­ment. Onan emphasizes that if facilities or trained
personnel are not available, the crankshaft may be
sent to the factory.

Special procedures must be observed when rework­ing diesel crankshafts. In addition to machining, the.

crankshaft must be shot-peened and super-finished.

Failure to shot-peen the crankpin fillets is likely to
cause early failure. When the shaft is machined,
follow this data and Figure 58 to shot-peen each
crankpin fillet.

1.

Almen gauge reading, .012-A.

2.

Peen with .019" diameter cast steel shot.

3. Peen for 15 seconds on each crankpin fillet.

4.

Mask,

off connecting rod bearing areas.

Inspection: Clean the crankshaft and blow out all oil
passages. Check journals for out-of-round, taper,
grooving or ridges. Pay particular attention to ridges
or grooves

on

either

side

of theoil holeareas. Unusual
conditions here often point to previous neglect of oil
changes.

If journal dimensions are not within limits, or the

journals are scored, regrind the crankshaft.

Main Bearings: Replace main bearings if clearances
are greater than limits, bearings worn', grooved or
broken.

Precision replacement bearing inserts and thrust
washers are available for-all main bearings. Do not
ream the bearings.

Align the oil

holes

and

press

the new bearings into the

front and rear housings.

.3/16'i

THIS AREA TO BE MASKED

DURING SHOT-PEENING

FIGURE 58. SHOT-PEENING CRANKSHAFT

15/16"

OPERATION

46

Rear Oil
plate.
plate . Using the oil seal installing

Seal:

The rear oil seal is in the-rear bearing

If damaged, drive it out from the inside of the

tool,

install a new

seal with the rubber lip facing outward (open side of

seal inward) Figure 59. Drive the new seal flush with

the rear surface of the bearing plate. Leave the seal

installer
the oil

on

during bearing plate installation to protect

seal.

Installation: After each installation step, check the
crankshaft to be sure it is not frozen into place.

1.

Press the front and rear main bearings into place,

aligning the bearing and bearing housing oil

holes.

Do not attempt to drive a bearing into a cold

block or rear bearing plate.

2.

Install the thrust washers and locking pins.

3. Oil the bearing surfaces

and

install the crankshaft

from the rear of the crankcase, through the rear

bearing plate hole.

4.

Mount and secure the rear bearing plate.

5. Heat the timing gear on
to about

350°

F.

Install the key on the crankshaft,

an

electric burneroroven

then drive the gear into place. Install the retaining
washer and lock

ring.

6: Check the crankshaft end play. Use enough rear

bearing plate gaskets or shims and gaskets to
provide
than .015" total thickness are

.010"

to .015" end play. If gaskets of more

required,

then

use

a
steel shim of proper thickness and a thin gasket
on each side of shim. This avoids excessive
gasket compression and maintains bolt torque.

7. Install piston assemblies.

CRANKCASE

If the crankcase requires replacement, a new set of
injection pump shims will be furnished with the new
crankcase. These must be
injection pump must be retimed to the engine.

BREAK-IN

PERIOD

Whenever new rings or pistons are installed or the
cylinder refinished, the engine must be run-in before

regularoperation can be
15-20 minutes at no

and 2-3 hours at 2/3

load,

load.

be resumed. Avoid light load operation during the
following several hours forbest ring seating to control
oil.

used,

and in addition, the

resumed.

Runtheenginefor

about 1/2 hour at 1/3 load

Then regular operation can

FRONT

REAR BEARING PLATE

LOCK PIN

THRUST WASHER-

ALIGN OIL HOLES

MAIN BEARING

MUST BE FLUSH WITH

INSIDE SURFACE

LOCK PIN

FIGURE 59. MAIN BEARING HOUSING

47

OIL SEAL -

INSTALL FLUSH

WITH OUTSIDE

SURFACE

LIP FACING

OUT

Due to the wide variety of uses to which these engines

-iare adapted, operating controls are not supplied with

•the majority of these engines. The engines in most
'cases are'used for prime power to operate other
^manufacturers equipment. Installation almost always

•differs. Therefore the manufacturer or fabricator
generally provides a control, or control components

•for engine, incorporated in a control for the complete
unit.

Operating controls are furnished on-.'some.models

•when the customer can use standard controls. They
are mounted on the rear cylinder air'housing.

For basic engine controls-and optional equipment
controls which are mounted on.the engine, instruc-

tions are included in the related groups in the manual.

'Emergency Relay (Time Delay): For engines with

•optional low oil pressure cut-off, this relay is supplied
'loose and mounted by customer. The relay, used in

conjunction with a -1-ohm,

15 to 30 second time>delay when'starting so the

engine can build up sufficient oil pressure to open the

low oil. pressure "cut-off

drops below 14-± "1 psi, the.relay stops the engine

prevents it from restarting-until-the reset button is

•pushed.

Centrifugal Switch: For engines with optional low oil
pressure cut-off, thisswitch is mounted'on-the gear

cover backplate and operates directly off the

camshaft gear. Normally open theswitch closes when
engine speed builds up to about 900 rpm. This allows
engine to build up sufficient oil-pressure and unit can

bestarted.

'10 watt resistor, providesa

"switch.

*When oil pressure

LOW

OIL

PRESSURE

Either of two systems is used depending on the
application and whether the engine is equipped with

factory mounted controls or controls mounted by

fabricator.
For engines with factory mounted controls, the low oil

pressure system includes a low oil pressure switch

and a special start switch to jumper the cut-off switch

during starting.

For engines with fabricator mounted controls, the low

oil pressure system includes a low oil pressure switch,

emergency time delay relay, resistor and centrifugal

switch.

iLow Oil Pressure Switch: The switch is located on the

oil filter adapter plate below the oil filter.
The system for engines with factory mounted

trols use a normally open low oil pressure'switch. A
special start switch mounted on the rear cylinder air
housing jumpers the cut-off switch during starting to
allow the engine to build up oil pressure and close
switch.
creasing pressure. If oil pressure falls below 14 ± 1

the switch opens, de-energizing the fuel solenoid

•

stopping the engine.

The switch closes at '14± 1 psi under in-

CIRCUIT(Optional)

con-

psi

For correct operation,:"mairitain'theswitch gap at

.020".

See Figure'60.

CENTRIFUGAL

SWITCH

BREAKER POINTS

•SET GAP AT
.020"

FIGURE 60. CENTRIFUGAL SWITCH ADJUSTMENT

Check the contacts for dirt or.pitting when^adjusting
the gap. Clean the contacts with paper or replace
them if badly pitted.

The system for engines with fabricator mounted
controls use a normally closed low oil pressure
switch.
allow engine to build up oil pressure and open switch.

. If the oil pressure falls below 14 ± 1 psi. The switch

closes, energizing the emergency relay.

During starting a relay provides atimedelay to

DISASSEMBLY

1.

Disconnect'the "battery to prevent accidental

shorts.

2.

Remove the switch cover, revealing the point set.'

3. Remove
screws holding

the

point

it to the

set

assembly

by

removing

plate. Pull outthe plunger

and plunger diaphragm.

4.

Remove the centrifugal switch plate, revealing

cam

and

weight assembly.

5. Pull

out the cam and

CAUTION

gear.

weight assembly.

Be careful
mounted

not to

on the

lose

gear shaft behind

REPAIR

Thoroughly clean

bearing surfaces

and

oil

trickle holes

spray hole

Check

for

in the

wear
spring loaded shaft plunger.
least .35" long.
weights outward, they should move freely.
any part

the

of the

cam and

the gear shaft, replace

If

the

breaker

check

the

fibre plunger

Figure 61,

the

gear

and cam

in the

in the

gear case

to

these bearings. Check

gear case

to be

spacer, fibre plunger

The

If

not, replace

assembly

it

is

sticking

weight assembly.

the

assembly.

gap

cannot

be

and

assembly,

and

breaker plate,

sure

it is

spacer must

immediately. Push

or

worn,^§place

If the

cam

is

maintained

spacer

for

wear.

the

the

the

spacer

the

the

the oil

open.

and the

be at

the

If not or
loose

on

at .020"

See

ASSEMBLY

1.

Install

2.

Install

•3.

Install

4.

Install

5. Install

6. Install switch cover

BREAKER

PLUNGER-

the

spacer on

assembly into the gear

gear.

the

spring

shaft.

the

breaker plate.

the

plunger

the

breaker points on the breaker plate and

set

the gap at

POINTS

FIGURE

.020".

61.

the

shaft and install the shaft

case,

match

it

and

plunger into

and

diaphragm.

and

reconnect battery.

the

WEIGHTS

-GEAR

CENTRIFUGAL SWITCH

with the cam

end

of the

49

SPECIAL

EQUIPMENT

CLUTCH

This information is intended for engines which use a

Rockford 8 inch clutch (Figure 62).

Adjusting - After
turn adjusting ring clockwise one notch at atimeuntil

it is impossible to engage the clutch. Then back off

two or three notches. Re-engage adjusting lock

between adjusting ring and notches in back plate.

clutch

has

been

installed in machine,

CLUTCH LEVER

ADJUSTING RING

CLUTCH COVER

REMOVED

Lubrication - Apply a film of grease
of the pressure plate at time of assembly. After
assembly has been completed, apply grease to fit­tings on cam shaft and release bearing.

Disassembly - After clutch has been removed from
f

lywheel,

bearing up.

During disassembly, identify all parts so they can be
returned to their respective positions.

With release sleeve and bearing in the released
position,
justing ring
the adjusting ring and wear plate
pressure plate return springs. Then lift back plate up
from drive lugs in pressure plate.

Inspect all parts and replace as needed.
Assembly - Replace all components in same order as

removed into their respective positions.

place on bench or flat surface with release

disengage the lock from between the ad-

and

the notches

in

in

the back

and

then removethe

the

plate.

cam

cradles

Remove

FIGURE 62. ROCKFORD CLUTCH

50

ONAN

DIESEL

IMPORTANT!

KEEP ENTIRE FUEL SYSTEM CLEAN AND FREE FROM

WATER

• DIESEL INJECTION PUMPS WILL FAIL IF SYSTEM
CLEANLINESS IS NEGLECTED

INJECTION PUMPS AND NOZZLES ARE NOT FIELD
REPAIRABLE

• WHEN TROUBLESHOOTING. CHECK ALL OTHER
COMPONENTS FIRST

WARNING

PLOSIVE AND MAY CAUSE SERIOUS PERSONAL IN-

JURY. ENGINE DAMAGE IS ALSO LIKELY.

J OO NOT USE ETHER STARTING

AIDSI ETHER IS EXTREMELY EX-

STARTING

AIR CLEANER -

INJECTION-

NOZZLE

FUEL TRANSFER.

PUMP

FUEL FILTERS"

GUIDE

(ELEMENT IN MANIFOLD)

LINE CONNECTION

INJECTION PUMP

AIR HEATER

GLOW PLUG

INLET AIR HOLE
(MARINE UNITS)

FUEL RETURN

BEFORE

TO

STARTING:

START:

CHECK

FUEL

SUPPLY.

PRIME FUEL SYSTEM
SYSTEM WAS JUST INSTALLED, FUEL TANK RAN DRY.

TO PRIME PUMP. MOVE PRIMING LEVER UP AND DOWN UNTIL FUEL
FLOWS STEADILY FROM RETURN LINE (DISCONNECTED).

PREHEAT COLD ENGINE: PUSH PREHEAT SWITCH AND HOLD -

I©'

RELEASE PREHEAT

BE

SURE

SHUTOFF

in

IF:

FUEL FILTERS WERE DRAINED OR CHANGED,

T

• 30 SECONDS IF ABOVE 55°F (13°C);

• 60 SECONDS IF BELOW

VALVES ARE

55° F

(130C).

ENGAGE START SWITCH

!(0>

LIMIT CRANKING TO 15 TO 20 SECONDS TO CONSERVE BATTERY. ALLOW 1 MINUTE BEFORE RE- CRANKING.

IF

ENGINE

TEMPERATURES BELOW

DOES

NOT

32° F

START:

(0°C):

IF ENGINE FIRED, REPEAT ABOVE PROCEDURES, INCLUDING PRE •
HEAT. IF IT STILL DOES NOT START, PROCEED AS FOLLOWS:

USE NUMBER 1 DIESEL FUEL. USE CORRECT VISCOSITY OIL.

KEEP BATTERIES FULLY CHARGED. DO NOT USE ETHER STARTING AID.

OBSERVE ENGINE EXHAUST "SIGNALS":

OPEN.

BLUE-WHITE EXHAUST SMOKE:

ENGINE IS GETTING FUEL

1.

OBSERVE AIR HEATER THRU

AIR INLET HOLE OR BY REMOV­ING AIR CLEANER.

2.

ENGAGE PREHEAT.

3. IF HEATER ELEMENT DOES NOT
GLOW RED WITHIN 30
SECONDS, CHECK AIR HEATER
AND GLOW PLUG WIRING:

• CONNECTIONS TIGHT?

• FREE FROM CORROSION?

2-79

IF ENGINE STILL DOES NOT START, CONTACT AUTHORIZED ONAN SERVICE REPRESENTATIVE

900-0217

LITTLE OR NO EXHAUST SMOKE: ENGINE IS NOT GETTING FUEL.

•PRIME FUEL SYSTEM AS SHOWN ABOVE:
OBSERVE FUEL FLOW FROM RETURN LINE

T

FUEL FLOWS STEADILY

CHECK FUEL SOLENOID:
SOLENOID ROD SHOULD
PULL IN AND THROTTLE ARM
FOLLOW (AS SHOWN) WHEN
START SWITCH IS TURNED
ON.

IF NOT, CHECK FOR

• BINDING LINKAGE

• LOOSE OR BROKEN WIRES
SOLENOID ROD

THROTTLE ARM

IF ENGINE IS STILL NOT GETTING FUEL, CHECK TRANSFER PUMP:

1.

CRANK ENGINE AND OBSERVE FUEL FLOW FROM RETURN LINE.

2.

IF FUEL DOES NOT SPURT OUT, PUMP MAY BE DEFECTIVE.

LITTLE OR NO FUEL FLOW

CHECK FUEL SUPPLY

SYSTEM:

• FUEL TANK EMPTY?

• SHUTOFF VALVES
CLOSED?

• FUEL LINES KINKED?

• LOOSE CONNECTIONS?

• CLOGGED FUEL FILTERS?

51

ITEM O

Kl A SI

1 226

2 3
3
4-

S 3

7

a

9

10 3 3feAl84(b
II

WMEN USED

A

34 A 1480 .

336

A 148?

3

^6 A ISI 0
3SA

IA76

336 A 1947

336A563
336A

383

2 3 4 A 877 . /

TERMINAL BLOCK

K/2332A537

VIABKER STRIP

PART

NO.

.sfAerw

VOLTA&E RE&ULATOU

X- Ji*50S_B Zfel

RECTI

Fl

EW.

vtt

FRON

JEWft /tssr N?322PS6

LAMP N9322-8I

GROMUtt

N°

500-3/

" ) > —

T V I EW

fZ)

H_

^ ^J"^. H§

FUEL SOLENOID

GLOW PLUG

SWITCH NJ?308A2a

"1

\

LOW

CUTOFF SWITCH

^f-^&TART

OiL

N5309AI77

(WHEN USED>

30

HI&H TEMPERATURE.

CUTOFF. SWITCH

N=

(WHPN

PRESSURE.

2SL0W PLUGS

N°333

BI 03 i

Sw.

6 -

I9fi

309

PI96

USED)

'

(.MAN irOLD

M EATER

M2 I 54-

P Tli-

^1^1^^°

-Oh

r

I

.1

.

.

do

w

>

1

i

o

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b

0)
tfl

3­O

$

3

0

u
o

S3
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O

0)
Tl
ftl
O

30
Z

o

>

o

3D

>

JOA. FUSE

FUSE HOLDER

N

• 3ZIP
^IS4V

?2?

6^

I

MS.

I I Z VOLT

"BATTERV

irJ-jfc

^1

'I

I

I

. J

5 LT

"Ii

STARTtR NSI9l~e3iy

i

J

NOTE:
motlnted

For

controls

housing.

eri

With Onari

on

rear

cylinder

co

air

wwrs UST

wr

oti

PART

•ti

n
ti

Hftl.3

HM
II •S07B6ZB(Ktr

SI 3M12S i SflTCH-ClOl PIUG

10«P7

S2

308-198

S3
55

Ml i WIHCE RE6UIII0R

QTY

NO.

1 STHTEI

1

1
1 UTEIMtTOI-FlTIHEEL

!

i

1

i
i

i

IATTERT.

nue-SLOi
HEMER-MNIFLOO

S!L{M«l4-ruEl

SIIICK-fUlL SOIEMOIO

siiTcn-sraaT

SIITCK-IOI

DC SCRIPT BN

11 »

OIL

PkESSURE

FRONT

WIRING

VIEW

OF

DIAGRAM

PANEL

NOTE:

For engines

mounted controls

housing..

SCHEMATIC

with

on rear

BTI

Onan factory

cylinder

air

V

DO

o

>

3

CD

o

•o
=

03

o

m

z

«

^

O

O

CO

PARTS

CATALOG

INSTRUCTIONS

For

parts or service contact the dealer from whom you purchased this equipment or refer to your Nearest Autho-

FOR

ORDERING

REPAIR

PARTS

nzea unan Parts and Service Center.

To

avoid errors or delay in filling your parts order, please furnish all information requested.

Always

refer to the nameplate on your unit:

1. Always

give

the

MODEL

and

SPEC

NO. and

SERIAL

NO.

Qnan

MODEL

AND

SPECIFICATION

.':.RIAL

NO.

CHECK

OIL-

HANGE

• RECOMMENDED:
WINTER

• SUMMER

TOR

EXTREME OPERATING

TEMPERATURES
SERVICE MANUAL

CAPACITY

Villi ^^^^^m^^^^m^

•

IAI NQ.^^^BM^^MI^^B

^^H^l VOLT BATTERY,

DIVISION

LEVEL DAILY

OIL

EVERY

100

- SAE IOW

• SAE 30
SEE

mmH^^Hoi'.,

ONAN

OF.

StUDfBAKtB CORPORAUON

HOURS

.

YOUR

O

NO.

"'

•

m

0

ro

For

handy reference, insert

YOUR

engine

nameplate information in the spaces above.

2. Do not order by reference number or group number, always use part number and description.

3.

Give the part number description and quantity

return

the part prepaid to your dealer or nearest

needed

of each item. If an older part cannot be identified

AUTHORIZED

SERVICE

STATION.

Print

your name and

address plainly on the package. Write a letter to the same address stating the reason for returning the part

4. State definite shipping instructions. Any claim for
promptly against the transportation company making the delivery. Shipments are

list indicates

Prices

are purposely omitted from this Parts Catalog due to the confusion resulting from fluctuating

duties, sales taxes,

For

current parts prices, consult your Onan Dealer, Distributor or Parts and Service Center.

"En

esta lista de partes los precios se omiten de proposito, ya que bastante confusion resulto de fluctuaciones

de los precios, derechos aduanales,

Consiga

los precios

items

are back ordered.

exchange

vigentes

y-tKing^

rates, etc. •

impuestos

de venta, cambios extranjeros, etc."

de su distribuidor de productos

loss

or damage to your unit in transit should be filed

B

complete

unless the packing

costs

'

"ONAN".

55

import

P

This

parts catalog applies to the standard

Parts

are arranged in groups of related items. Each illustrated part is

same

reference number in the parte

portray

a particular part number.

Rigjit

and

left

sides

are determined when

DJBA

list

for the group.

facing

(formerly

the

blower.(front)

DJ60A)

Parts

Series

Industrial

identified

Engines.

by a reference number corresponding to the

illustrations represent

end of the engine.

typical

items and do not necessarily

56

.

t

i

CYLINDER

BLOCK

AND OIL

BASE

IEF.
NO. NO.

10
12 509-0086 1
13

14

15
16

PART

1

110-1330

2

101-0337 1

3

101-0386

4 BEARING, PRECISION-CRANKSHAFT

101-0359
101-0359-02
101-0359-10
101-0359-20
101-0359-30
516-0072 • 4

5

6 104-0420
7 101-0363 1

8 101-0365

120-0553

9

517-0053
805-0019 6

TUBE,OILFILL

123-0681
123-1085 i
123-0667
CAP AND INDICATOR, OIL FILL
123-0651

123-1058

QTY.

USED

1 Block Assembly, Cylinder

'Plate,

1 "Gasket and Shim Kit,

2

'Standard

2

.002"

2

.010"

2

.020"

2

.030"

*Pin,

2 'Washer, Crankshaft Thrust

"Bearing,

1

'Bearing,

1

•Tube,

1

'Plug,
'Seal,

•Bolt, Place (3/8-16 x

1 Specs P and R
1 Begin Spec S

Gasket, Oil Fill Tube

1

Specs P and R

1
1 Begin Spec S

DESCRIPTION

(Includes Parts Marked *)

Bearing (Less

Bearing & Pins)
Bearing Plate

Undersize
Undersize
Undersize
Undersize

Thrust Washer

Precision - Cam-

shaft Front

Precision - Cam-

shaft Rear

Crankcase Oil

Camshaft Opening

Crankshaft Rear

PART

1-1/4")

REF.

NO. NO.

17
18

19

21 123-1283 1
22 102-0448 1

23
24
27 516-0141 2

18 123-1168 1
29

30 SCREW, CAP- HEXHEAD

31

* - Partsincluded in 110-1330 Cylinder Block Assembly.

PART

123-0191
CAP,

BREATHER TUBE
123-0787 1
123-1168 1 Begin SpecV
TUBE,

BREATHER
123-0645
123-0952

102-0451

505-0056

526-0245

800-0026 2 Oil Fill Tube Mounting
800-0073
WASHER, LOCK - SPRING

850-0045 2 Oil Fill Tube Mounting

850-0055

QTY.

USED

Gasket, Cap

1

Specs P through T

1

'Specs P through T

1

'Begin Spec V

Filter,

P through T

Base,

1

Gasket, Oil Base

1'

Plug,

*Pin,

Dowel - Gear Cover

Locating

Cap,

6

Washer, Bearing Plate

Mounting

4

(5/16-18 x 3/4")

Oil Base Mounting

(7/16-14 x

(5/16")

Oil Base Mounting (7/16")

PART

DESCRIPTION

Breather - Specs
Oil

Pipe (1/2")

Breather - Begin Spec V

.

-

1-1/2'')

967-0423 (JUNE 1979)

57

CYLINDER

38^

39—©

HEAD,

VALVE

AND

ROCKER

REF.

NO.

4

10
11

12

14
15
16
17
18
19

20

21
22
23

24

25

30
34
35
36
37

38 333-0106 2 Kit, Glow Plug (Includes
39

47
48 502-0304 1 Elbow, Breather - Begin
49 123-1140 1 'Standpipe, Breather-Begin•

50 505-0008, 1 'Plug, Pipe (1/8") - Specs .

PART

NO.

110-2940

1 110-1853

110-1223

GUIDE,

VALVE
110-1501
110-1501-01
110-1501-05

INSERT,

110-1268 4 'Standard
110-1268-02 4 .002" Oversize
110-1268-05 4 .005" Oversize
110-1268-10 4 ' .010" Oversize
110-1268-25 4 ' .025" Oversize

5

110-1320 2 'Valve, Intake

6

110-1278 2 'Valve, Exhaust

7

110-1221 4 'Spring, Valve

8

110-1220 4 'Retainer, Valve Spring

9

110-0858 8 'Lock, Valve Spring Retainer

110-0859 4 Cap, Valve Stem

509-0132 2 'Seal, Oil - Intake Valve

ARM,

ROCKER
115-0128 '
115-0129
115-0127
115-0150 ,
115-0152
115-0149
115-0195
115-0196

COVER, ROCKER

115-0134 .

115-0199 .
120-0628

115-0130

WASHER, LOCK-

850-0045
850-0060
SCREW, HEXCAP
800-0503 > C

110-1264 5 Cylinder Head Mounting
800-0031 4 Rocker Cover Mounting
800-0091 . 1 Lifting Bracket Mounting
WASHER.FLAT

526-0130 • 1 Oil Line Mounting
526-0174' 7 Cylinder Head Mounting
403-0660 1 Bracket, Lifting

115-0151 4 Shield, Push Rod
509-0084 8 O-Ring, Push Rod Shield

115-0155 4 Washer, Push Rod Shield

115-0146 4 Spring, Retaining - Push

110-0546 2 Gasket, Glow Plug

809-0042 1 Screw, Oil Line Mounting -

BOX

QTY.

USEO

Head Assembly, Cylinder

(Includes Parts Marked *)

'Head,

Cylinder (Includes

valve seats and valve guides)

Gasket, Cylinder Head

"Standard

.001"

Oversize

.005"

VALVE

; Rocker Cover

SEAT,

2 Exhaust
2 Intake
4

Ball,

4 Nut, Lock - Rocker Arm

4 *Stud, Rocker Arm

4.

Rod; Push - Valve

4 #Tappet, Valve

SPRING

. • (1/2-13 x

Oversize

STELLITE

(Includes Retainer Rings)

Rocker Arm

Guide, Push Rod
Specs P through T (Includes

• Oil Line)

Begin Spec V (Includes

Oil Line)

Line,

Oil Rocker Cover

Gasket, Rocker Cover
Rocker Cover Mounting (5/16")

Lifting Bracket Mounting (1/2")
Cylinder Head Mounting

(3/8-16x1-3/4")
(3/8-16x4-1/4")
(5/16-18 x

Rod Shield
Gasket)

Spec V
Spec V

P through T

PART

DESCRIPTION

1-1/4")

1-1/4")

30

* - Partsincluded in 110-2940CylinderHead Assembly.

# - I ncluded in 110-1330 Cylinder Block Assembly.

967-0423 (JUNE 1979)

58

18

CRANKSHAFT

AND

FLYWHEEL

REF.

NO.

10

PART QTY. PART

NO.

USED DESCRIPTION

CRANKSHAFT

104-0654 1 Standard
104-0655 1 With Optional Clutch
104-0418 1 Gear

104-0416 1 Washer, Retainer
518-0188 1 Ring, Lock
FLYWHEEL (Includes Ring Gear) -SPEC P AND
BEGIN SPECT

104-0470 1 Standard

191-0408 1 With Optional Flywheel

6

104-0423 1 Gear, Ring

7

800-0500 1 Screw, Flywheel

8

515-0001 1 Key, Gear to Crankshaft

9

515-0153 1 Key, Flywheel to Crankshaft

FLYWHEEL (Includes Ring Gearand Hub
Assembly) - SPEC R AND S

134-1406 1 Standard

134-1556 1 With Optional Flywheel

Alternator C

(7/16-14 x 5-1/2")

Alternator

REF.

. PART QTY. PART

NO.

NO. USED DESCRIPTION

12 134-1401 1 Hub, Flywheel - Specs R
13 526-0187 4 . Washer, Flat - Hub to

14 104-0543 4 Spacer & Washer Assembly,

15 115-0150 4 Nut, Hub to Flywheel-

16 526-0185 1 Washer, .Flat - Flywheel
17

850-0055 1 Washer, Lock - Spring (7/16)
515-0003 1 Key, Crankshaft Stub

18
19

FLYWHEEL (Includes Ring Gear)

Specs R and S
134-1404 1 Standard
134-1475 With Optional Flywheel

and S
Flywheel (Special) - Specs R

and S
Hub to Flywheel - Specs

R and S
Specs R and S

Mounting

Alternator

59

967-0423 (JUNE 1979)

CAMSHAFT

7 &

REF.

NO.

10 518-0195 1

REF.

NO. NO.

PART QTY.

NO.

1 105-0286 1 Camshaft (Includes Center

2 515-0001 2

150-0075

3
4

105-0205 1 Washer, Camshaft Thrust

5 105-0218 1

510-0046 10

6
7

150-0775
8 150-0078 1
9 147-0142 1

PART

RING SET, PISTON

i

113-0130
113-0130-05

113-0130-10
11-3-0130-20
113-0130-30
113-0130-40

2 PISTON AND PIN (Includes Retaining Rings)

112-0109
112-0109-05 2
112-0109-10
112-0109-20
112r0109-30

112-0109^40
3 112-0093
4

112-0085
5 114-0168 2 Rod Assembly, Connecting

BEARING HALF, CONNECTING ROD

6

114-0164 4 Standard
114-0164-02
114-0164-10
114-0164-20
114-0164-30

7

114-0170

8 805-0012 4 Bolt, Place - Special

USED

Key,.

t.

Pin,
Gear,

Ball,

1

Cup,

Ring,

Gear,

Ring,

QTY.

USED

2 Standard
2

.005"

2

.010"

2

.020"

2

.030"

2

.040"

2

Standard
.005"

2

.010"

2

.020"

• 2

.030"

2

.040"
Pin,

2
4

Ring,

4

.002"

4

.010"

4

.020"

4

.030"

4

Bushing,

Pin)

Cam:

Camshaft Center

Camshaft (Includes

Flyball Spacer & Plate).

Fly - Governor

Governor

Snap - Center Pin

Drive - Injection

Pump

Snap - Injection

Pump Drive Gear

Oversize
Oversize
Oversize
Oversize

Oversize

Oversize
Oversize
Oversize
Oversize
Oversize

Piston

Retaining - Piston

Pin
(Forged)

Undersize •
Undersize
Undersize
Undersize

Connecting Rod

PART

DESCRIPTION

PART

DESCRIPTION

Piston Pin -

PISTON

AND ROD

c

60

GEAR

COVER

2C

REF.

NO.

2A 150-0838 1 "Shaft, Governor

.2C 815-0176 1

10 509-0087 1
11

PART

NQ.

1 COVER ASSEMBLY,

103-0277
103-0366

2 ARM,GOVERNOR

150-0847 1
150-1095 1

150-1099 1

3

516-0111 1

4 150-0777 1
5 518-0129 1
6 509-0088 1
7 •BEARING, NEEDLE

510-0048 1
510-0082 1

9

510T0043

103-0251 1 Gasket, Gear Cover

QTY.

USED

GEAR (Includes Parts Marked *)

Stanciard Engine
With Optional Flywheel

Alternator

Standard - Spec P
Begin Spec R

Variable and Two Speed

Governor - Begin Spec

* Screw, Cap - Hex Head

(8-32 x 1/2")

"Pin,

Cup Stop
"Yoke,
"Ring,
"Seal,

1/2" Governor Shaft

1/4" Governor Shaft

1

"Bearing,

Shaft Thrust (5/16")

"Seal,

DESCRIPTION

Roli - Governor

Governor

Yoke

Oil

Ball - Governor

Oil

PART

REF.

NO. NO.

12
13 103-0271 1
14 103-0221 1
15 160-0721 1

16

17 SCREW, CAP

18 WASHER, LOCK

19 814-0148 2

PART

103-0218 . .1

134-1532
800-0052 2
800-0026 1 Gear Cover Backplate
800-0028 1 Gear Cover Mounting
800-0030 4 Gear Cover Mounting

850-0050 2
850-0045 1 Gear Cover Backplate
850-0045 5 Gear Cover Mounting (5/16")

850-0025 1

61

QTY.

USED

Gasket, Backplate
Backplate, Gear Cover
Cover, Backplate Opening
Gasket, Backplate Opening

1

•HEXHEAD

Baffle,
Backplate Opening Cover

Backplate Opening Cover

Governor Shaft (#8)
Screw, Machine - Flat Head

PART

DESCRIPTION

Cover

Backplate

Mounting (3/8-16 x
Mounting (5/16-18 x 3/4")
(5/16-18x1")
(5/16-18 x

Mounting (3/8")
Mounting (5/16")

(1/4-20 x 1/2")

1-1/4")

1-1/2")

967-0423

(JUNE 1979)

AIR CLEANER

AND

FUEL FILTERS

62

967-0423 (JUNE 1979)

AIR CLEANER

AND

FUEL FILTER

REF.

NO.

PART

NO.

1

LINE,

FUEL PUMPTOSECONDARY FILTER
149-0806
149-1190
502-0041

3 149-0408

149-0428

5 149-0456

6

149-0455

149-0493

LINE,

FUEL SECONDARY FILTER TO
INJECTION PUMP

501-0091
501-0129
141-0281

10

140-0576

11

505-0054

12 520-0011

140-0584

13

14

HOSE,

BREATHER
503-0462
503-0600

15

140-0595

16

140-0636

17

140-0594

18

520-0621

19

865-0020

20 154-0712

LEAD,

21

22

GLOW PLUG TO AIR HEATER

336-1504
336-1505

336-1346

QTY.

USED

1
1
1
1

1
1

• 1

PART

DESCRIPTION

Specs

P and R
Begin Spec
Elbow, Inverted Male

Secondary Filter Inlet
Outlet - Specs

Filter, Secondary Fuel

(Includes Cartridge) - Specs

P and

Cartridge, Secondary Fuel

1
1

1

1

1

Filter - Specs

Gasket, Secondary Filter,

Bowl
P and

Gasket, Secondary Filter

Cartridge
P and

Gasket, Secondary Filter

Cartridge
Specs

Specs
Begin Spec
Gasket,

to Cylinder Head
Adapter,
Plug,

Adapter and Intake Mani-

fold (1/4") - Used

early models)
Stud,

Mounting

Gasket,

Spec P through
Begin Spec
Pan,
Element

Air Cleaner
Cover,
Stud,
Nut, Self Locking

Cleaner (1/4-20)

Heater, Manifold (Includes

Gasket)

#1-Cylinder (12-1/4")
#2-Cylinder (5-1/4")

Lead,

Solenoid

S

R

P and R

to

Cover - Specs

R

to

Head - Specs

R

to

Retainer

P and R

P and R

S

Air

Cleaner Adapter

Air

Cleaner

Pipe

- Air

Cleaner

Air

Cleaner Adapter

Air

Cleaner

T

V

Air

Cleaner

and

Retainer,

Air

Cleaner

Air

Cleaner

'

Air

Heater

in

Control

P and R

- Air

to

on

-

-

some

and

REF.

PART

NO.

NO.

23 149-0769
24 503-0170

26 140-0500

27 140-0519
28 503-0365

29 503-0444
30 140-0645
31 149-1078

32 149-0846
33 502-0003
34 502-0099

35 122-0325
36 122-0326
37 149-1185
38 526-0068

39 801-0074

526-0066

40

41

801-0053

517-0067

42

43 870-0137
44 800-0007
45

800-0015

46 850-0040 4 Washer, Lock - Spring (1/4")
47 860-0013 2
48

502-0080

QTY.

USEC DESCRIPTION

1
2

1

1
2

1
1
1

1
1
1

1
1
1
1

PART

Plug,

Clamp, Breather Hose

Cleaner,

Band,

Clamp,

Hose,
Adapter,
Filter, Fuel - Mounted

Cartridge,
Connector, Primary Fuel

Elbow, Reducer - Secondary

Filter, Fuel - Primary­ Filter, Fuel - Secondary
Adapter, Fuel Filters­ Washer, Primary Fuel

1

1

1

1

1

1

2

Air

Bleed, Secondary

Filter

Air, Oil

(Optional)

Air

Air

Adapter (Optional)

Air

Adapter (Optional)

Oil

Cleaner (Optional)

'between Fuel Tank

Transfer Pump
Filter
Filter Inlet - Begin Spec
Fuel Filter Outlet - Begin

Spec

S
Begin Spec
Begin Spec
Begin Spec
Filter Mounting - Begin

Spec

S

Screw, Cap

(7/16-20 x 1-3/4")

Washer, Secondary Fuel

Filter Mounting - Begin
Spec

S

Screw,

Cap - Hex

(3/8-24 x 1-3/4")

Plug,

Breather Hole

Adapter - Begin Spec

Nut,

Hex - Air

Adapter Mounting (5/16-24)

Screw,

Cap - Hex

(1/4-20

Screw,

Cap - Hex

(1/4-20

Nut,

Hex

Plug,

Drain - Fuel Filter

Bath

Cleaner (Optional)

Cleaner

Cleaner

For

x 1")
x 3")
(1/4-20)

Bath

149-1078

S
S
S

- Hex

Cleaner

to

to

Air

and

-

Head

Head

in

V

Head
Head

.

S

63

.

FUEL

PUMP, INJECTION SYSTEM AND EXHAUST

64

967-0423

(JUNE 1979)

FUEL

PUMP, INJECTION

SYSTEM

AND

EXHAUST

REF.

NO.

10 520-0129.
11 509-0094
12

13
14 147-0145
15

16

PART

NO.

149-1046

1 502-0002

2 149-1020
3 149-0792

4 149-0517
5 149-0463

6 +BOWL, FUEL PUMP SEDIMENT

149-0116
149-1168

7 149-1307

8 ELBOW, INJECTION PUMP INLET

502-0054
502-0039

PUMP,

FUEL INJECTION (Includes Ball Joint)

147-0227

147-0226

147-0182
147-0196

LINE,

INJECTION PUMPTO NOZZLE
149-0961
149-1090
149-1101
149-1118
BUTTON,
147-0147
147-0148
147-0149
147-0150
147-0151
147-0161

147-0152
147-0153
147-0154
147-0155
147-0156
147-0190
147-0189
147-0188
147-0187
147-0186

QTY.

USED

1

Repair

(Includes Diaphragm
2
1

1
1

1

1
1
2

1
.1

1

1 No. 1
1 No. 2
1 *No. 1
1

INJECTION PUMP PLUNGER
1 .119 ­ 1 .116
1­ 1 .110
1 .107 ­ 1

1
1 .098 ­ 1 .095 ­ 1 .092 ­ 1
.1
1

1.

1

1

Gaskets)

Elbow, Inverted Male-

Fuel Pump Inlet
Pump, Fuel Transfer
Gasket, Fuel Transfer Pump

Mounting
Gasket, Fuel Pump Bowl
Screen, Fuel Pump Filter

2-3/8" Long
1-5/8"
Washer, Flange - Fuel Pump

Mounting

Specs

Begin Spec

Spec P (Includes Buttons

2,4,11,12

Begin Spec R (Includes

Buttons 2,4,7,9,11,12)

Stud,

Mounting

Seal,

O-Ring - Injection

Pump
Tappet, Injection Pump
Gasket,

Pump Tappet
Shim

Mounting

*No. 2 Cylinder-Begin Spec

.IIS-MarkedJorC

.104-Standard,
.101 - Marked

.089 - Marked 10
.122 - Marked
.125 -Marked 13

.128 - Marked
.131 -Marked
.134 -Marked

-Marked

-Marked

No Mark

PART

DESCRIPTION

Kit,

Fuel Pump

•

Long

P and R

S

and

Injection Pump

to

Crankcase

O-Ring - Injection

Kit,

Injection Pump

Cylinder - Spec
Cylinder - Spec
Cylinder - Begin Spec

Marked

Marked

Marked
Marked
Marked

1 or A

2 or B
4 or D

5 or E

6 or F
7 or H
8 or J
9 or K

12 or M

14 or P
15 or R
16 or S

and

Parts'Marked

P
P

11 or

or L
or N

R
R

*)

REF.

NO. NO.

17
18
19 505-0177

20 147-0183
21 147-0136

22 147-0134
23 147-0141
24

25
26 110-0419
27

28 .149-1058

29

30
31

32 155-0824
33

34
35

36 SCREW, HEX CAP

37

38 •147-0259 1

39 147-0253 1
40 147-0254 1
41 502-0065 1

42 147-0243 2 Gasket, Nozzle
43

PART

154-0633
154-0463

147-0044
147-0043

LINE,

NOZZLE FUEL RETURN
149-1056
149-1057

502-0065

502-0102
ADAPTER, INJECTION NOZZLE
147-0133
147-0132

WASHER.FLAT

526-0122
526-0022
850-0045

862-0015

800-0508 4

800-0027 2 Transfer Pump Mounting

114-0022 4
154-1665 2

+BAIL, FUEL PUMPSEDIMENT BOWL

149-1006 1
149-1169 1 2-7/8" Long

- Measure forcorrect length.

QTY.

USED

1

Manifold,

2

Gasket, Exhaust Manifold

1

Nipple, Exhaust (Optional)

1

Valve,

2

Nozzle and Holder Assembly

2

Nozzle Only (Component

2

Flange, Injection Nozzle

2

Shield,

2

Gasket, Nozzle Heat Shield

2

Gasket, Shield

1-

No. 1 Cylinder (14-3/8")

1

No. 2 Cylinder (10-1/8")

1

Line,

2

Elbow, Inverted - Nozzle

•1

Tee,

1

No. 1 Cylinder

1

No. 2 Cylinder

1

Muffler, Exhaust (Optional)

Muffler, Exhaust (Optional)
Nozzle

Injection Pump Mounting
Lockwashers, Injection Pump

Nut, Injection Pump

Nozzle

Exhaust Manifold Mounting

Tab,

Ring,

Cap,

Gasket, Delivery Valve
Elbow, Inverted - Fuel

Pump Outlet

3-5/8" Long

DESCRIPTION

Exhaust

Bleeder - Injection

Pump

Nozzle

and

Hold-down

Nozzle Heat
(Asbestos)
(Copper)

Injection Pump

Fuel Return Lines

Fuel Return Line

Return Lines

and

Holder Mounting

Mounting (5/16")
Mounting (5/16-18)

and

(5/16-18 x 2-3/4")
(5/16-18

Button

Holder Mounting

x 7/8")

Lock - Exhaust Manifold

Retainer - Timing

Delivery Valve.

PART

Holder Assemb

to

Head

of

to

Tee

(45°)

Cap

65

967-0423 (JUNE

1979)

OIL

SYSTEM

REF.

NO.

8A 502-0020

10.
11 120-0614
12 CONNECTOR,

12A 502-0037

13 120-0539

PART

NO.

1 120-0547
2 120-0580
3 120-0551
4 122-0185

4 122-0193

122-0188
122-0182
193-0006

8 502-0053

9 505-0057

502-0037

LUBRICATION
502-0097
502-0274

OTY.

USED

1 Pump Assembly,
1 Gasket Kit, Pump
1 . Cup,
1 Filter, 3-1/2" Long

'1

INVERTED MALE, INJECTION PUMP

TEE

2 Spec
1 Begin Spec
1 Elbow, Injection Pump

1 Valve,

Oil

(Standard)

Filter, 5-1/2" Long

(Optional)
Gasket, Adapter
Adapter,
Gauge,

Elbow, Street - Oil Gauge

Mounting (45°) - Specs

and

Low Oil Pressure Switch
Mounting

Elbow, Street - Oil Gauge

Mounting (90°) - Begin

Spec

Plug,

Pipe (i/8")

Elbow, Inverted Male

Line

Line,

Adapter

Pump Tee

P

Lubrication Tee - Begin
Spec

PART

DESCRIPTION

Oil

Intake

Oil

Filter

Oil

Pressure

R,

Also (1) Optional

S

to

Filter Adapter

to

Injection

R

R

Oil

By-Pass

P

- Oil

AEF.

NO. NO.

14
15 505-D274

18 502-0242 .
19
20 CONNECTOR, RESTR

21
22

.23

24

25
26 SCREW, HEX CAP

27

PART

120-0555

120-0633 1

CYLINDERHEAD

502-0274
502-0281

502-0051 1

502-0082
502-0003
502-0058

501-0003
800-0028
800-0030
WASHER, LOCK-SPRING

850-0045
850-0045

QTY.

USED

.1

1

1

.

1

1

1
1

1

1

3

2

J

-REAR BEARING

PART

DESCRIPTION

'Spring,

By-Pass Valve

Plug,

Pipe (1/8")

Tee,

Injection Pump

Lubrication (Restricted)

Line,

Oil -

Tee

Spec
Begin Spec
Coupling,

Nipple, Tee
Connector,
Tee,

Line,
'Oil Filter Adapter Mounting

-

Oil Pump Mounting

Oil Filter Adapter Mounting
Oil Pump Mounting (5/16")

Injection Pump

to

Cylinder Head

P

R

Tee

to

Pump - Begin Spec
Pump - Begin Spec
to Oil Line - Begin Spec

Oil

Fill Bracket
Gauge and Switch - Begin.
Spec S (Optional)

Oil - Begin Spec

(5/16-18
(5/16-18x1-1/4")

(5/16")

to

Injection

Oil

Fill Bracket

x 1")

Injection

PLATE

P
P

S

to

S

9674423 (JUNE 1979)

66

START

DISCONNECT

AND LOW OIL

(OPTIONAL)

PRESSURE

'

11 12

SWITCH

REF.

PART

NO.

NO.

1 191-0496
2 309-0134

QTY.

USED

1
1

PART

DESCRIPTION

Plate, Centrifugal Switch
Switch Assembly, Centrifugal

3 309-0152 1 Plunger

4 160-0382
5 160-0720
6 160-0721
7 191-0392
8 191-0388

9' 160-0711
10 160-0806
11 160-0774

1
1
1
1
1

• 2
1
1

Diaphragm
Spacer, Control Assembly
Gasket, Switch Plate
Cover, Switch Plate
Control Assembly

Spring, Weight

Disc, Thrust Plunger
Plunger

REF.

NO.

"

12

13

1

14

15
16

PART

NO.

160-0773
338-0258
SWITCH,

• 1
1

309-0177

309-0169

320-0104
304^0217

QTY.

USED

Spring
Harness, Centrifugal Switch

LOWOIL PRESSURE CUT-OFF

1 Engines with Factory

Mounted Controls
(2-Terminals)

Engines Without Factory

Mounted Controls

(1-Terminal)
Relay, Emergency
Resistor, Fixed (1-Ohm,

10-Watt)

PART

DESCRIPTION

67

967-0423

(JUNE

1979)

STOP

SOLENOID

i —

O—9

REF.

NO.

10
11 150-0963 1

'12

13 850-0040

PART

NO.

i

'307-0628 1

2

306-0162

3

306-0161 1

4 306-0159 '1 Plunger
5

518-0203 1

6 336-0706 '1
7

306-0242

8

86'2-0001

9 518-0218

306-0193 '1 ,

812-0148

QTY.

USED

Solenoid,

1 Retainer, Plunger

Spring,
Ring,

Lead,

'=1 Screw, Solenoid Adjusting

Nut, Hex (1/4-20)

i

•Ring,
Cover, Solenoid Plunger -

Gasket, Solenoid Mounting -

Screw, Machine - Round

12

2

Washer, Lock - Spring (1/4")

PART

DESCRIPTION

Stopping

Plunger

Snap - Spring Retaining

Solenoid Ground

Retaining - Spec P
Spec P
Spec P and R

•Head (1/4-20 x 1/2")

68

2

5

STARTER

REF.

PART

NO. NO.

1 800-0054 3 Screw, Cap - Hex Head

QTY.

USED

PART
DESCRIPTION

(3/8-16x2")

2 850-0050 7 Washer, Lock - Spring
3 191-0512 1 Flange, Mounting

4 191-0311 1 Spacer, Flange
5 800-0051 2 Screw, Cap - Hex Head

6 800-0046 1 • Screw, Cap - Hex Head
7 856-0010 1 Washer, Lock - EIT (3/8")

8 864-0003 1 Nut, Hex (3/8-16)
9 800-0052 2 Screw, Cap - Hex Head

10 191-0365 1 Bracket, Support
11 191-0324 1 Starter
12 191-0712 1 Armature

13 191-0432 1 Clutch

14 191-1023 1 Head Assembly

(3/8")

(3/8-16x1-1/4")
(3/8-16 x 1/2")

(3/8-16 x

(Commutator End)

1-1/2")

REF.

NO.

15 191-1024
16 191-1025
17 191-1020
18-

191-1026
19 191-0497
20 191-1027
21 191-1028
22 191-0433

23 191-1029
24 191-1030

25 191-1031

26
27
28
29

69

PART

NO.

191-0434
191-1032
191-0468
191-1134

QTY.

USED

26 17

PART

DESCRIPTION

Coil Package, Field
Plate Assembly, Brush
Spring Set, Brush (Set of 4)
Connector Package
Bearing,

Spring,

Core Assembly, Moving

Switch,

Yoke Parts Package

Stop & Lock Ring Package
Thrust Washer Package,

Brush Set
Yoke
Cover, Solenoid
Boot Rubber, Solenoid

Drive End

Plunger

Solenoid (Includes

Cover and Boot)

Pinion
Armature

9674423

(JUNE

1979)

GOVERNOR AND THROTTLE CONTROL

CONSTANT

GOVERNOR

SPEED

8 H VARIABLE

a-

(OPTIONAL)

SPEED

GOVERNOR

TWO

SPEED

GOVERNOR (OPTIONAL)

70

GOVERNOR

REF.

NO.

4 A 150-0913
4A 150-1111

10 150-0916

11 150-0917

12 150-0908

12A 150-0904

PART

NO.

SPRING,GOVERNOR

150-0846 1 Spec P
150-1084 1 Begin Spec R

STUD,

GOVERNOR ADJUSTING
150-0822 1 Spec P
150-1083 1 Begin Spec R
NUT, GOVERNOR ADJUSTING
104-0091 1 Spec P

862-0003 1 Begin Spec R

BRACKETASSEMBLY

4 150-0814
4 150-1110

LINKAGEASSEMBLY, GOVERNORTO INJECTION
PUMP (Includes One Ball Joint)
152-0831
150-1132

7 JOINT,BALL

150-0974

150-0939

8 870-0131

13 150-0915

QTY.

USED

1 Constant Speed Governor ­1

Constant Speed Governor ­Variable and Two Speed

1

Variable and Two Speed

1

1 Spec P
1 Begin Spec R

2 Spec P

2 Begin Spec R
2 Nut, Keps, Ball Joint to

1 Bracket, Control Arm -

1 Bracket, Governor Control

1 Lever, Speed Control -

1 Lever, Solenoid Control -

1 Screw, Speed Control Lever

DESCRIPTION

Spec P
Begin Spec R
Governor (Optional) - Spec P
Governor (Optional) -

Begin Spec R

Governor Arm
Variable Speed and Two

Speed Governor (Optional)
Mounting - Variable Speed

and Two Speed Governor
(Optional)

Variable Speed Governor

(Optional)

Two Speed Governor

(Optional)

and Spring Mounting ­Variable Speed and Two
Speed Governor (Optional)

PART

REF.

PART QTY. PART

NO.

NO. USED DESCRIPTION

14 150-0907 1 Spring, Speed Control

15 150-0914 1 Ratchet, Speed Control -

16 153-0014 1 Nut, Cable - Variable

17 810-0074 1 Screw, Cable - Variable

18 150-0978 1 Bracket, Stop - Variable
19 307-0628 1 Solenoid, Governor Control-

20 150-0906 1 Bracket, Solenoid Mounting-

21 150-0905 1 Plunger, Solenoid - Two
22 .150-0925 1 Joint, Ball - Two Speed
23 150-0923 1 Rod, Solenoid to Lever

24 526-0116 1 Washer, Solenoid Rod
25 516-0036 1 Key, Cotter (1/16 x 3/8") -

26 SPRING, GOVERNOR CONTROL - TWO SPEED and

VARIABLE SPEED GOVERNOR (Optional)

150-0922 1 Speed Range 1200 to 1,800
150-0921 1 Speed Range 1,200 to 2,400

27 150-0918 1 Screw, Spring to Lever-

Lever, Tension - Variable
Speed and Two Speed
Governor (Optional)

Variable Speed Governor
with Manual Control at

Engine (Optional)

Speed Governor with Cable
Control (Optional)

Speed Governor with
Cable Control (Optional)

Speed Governor (Optional).
Two Speed Governor

(Optional)
Two Speed Governor

(Optional)
Speed Governor (Optional)
Governor (Optional)

Solenoid Rod - Two Speed
Governor (Optional)

RPM (1-5/16" Coil)
RPM (1-13/32")

Variable Speed and Two

Speed Governor (Optional)

CLUTCH

ForGomponents, contact yournearest Rockford

Clutch dealer. Borg Warner Corporation'

Rockford,

For Components, contact your nearest Twin Disc
Clutch dealer. Racine, Wisconsin 53403

lllinois61100

(OPTIONAL)

REF.

NO.

PART QTY.

NO.

1 190-0251 1
2 '515-0006 1
3 805-0019 4

4

FLANGE, CLUTCH ADAPTER
190-0252

190-0253

5

190-0254 • 1

6

CLUTCH

190-0258
190-0325 1 "'Twin Disc

7

150-0918

8 110-0879

71

USED DESCRIPTION

Housing,
Key, Clutch
Bolt, Place (3/8-16 x

1-1/4")

1 .

Rockford Clutch

1 Twin Disc Clutch

Washer, Flat

1

•Rockford

1 •

Screw, Flange

8

Screw, Cap - Hex Head

PART

Clutch

967-0423 (JUNE 1979)

AIR

HOUSING

REF.

NO.

PART

NO.

134-1087 1 Housing, Blower

1

134-1048 1 Housing, Cylinder Air-

2

HOUSING, CYLINDER AIR - REAR
134-1051 1 Standard
134-1058 1 With Optional Factory

134-2256 1 With Optional Factory

134-1419 1 Pan, Cylinder Air Housing

COVER, NOZZLEand HOUSING

134-1125 1 Spec P through T
134-2425 1 Begin SpecV

134-1039 1 Panel, Air Housing Door
134-1554 1 Bracket, Air Housing Door
134-1179 4 Screw, Top Cover (Use

134-1373 1 Screw, Door Panel
134-1180 1 Washer, Screw Retainer-

OTY.

USED

DESCRIPTION

Front

Mounted Controls - Spec P
through T

Mounted Controls - Begin
SpecV

(Bottom)

Hex Cap Screw) .

Door Panel (Also 8 Used

on Cover on Earlier Models)

PART

REF.

NO. NO.

10
11 134-1088
12

13
16 508-0085

17

18 508-0109
19 517-0108

20
21

22
23

24

PART

870-0194

134-1178
134-1092

BRACKET, BLOWER HOUSING AND CYLINDER

SHROUD

134-1703
134-1704

526-0016
309-0196

309-0195
508-0126

508-0127 1

QTY.

USED

Nut, Tinneman - Door Panel

5

'1 Support, Blower Housing

1

Grille and Plate

3

Retainer, Grille

2

Grommet, iRubber - Housing

1 Front
1 Rear

Grommet, Rubber - Housing

1

Plug,

2

1

Washer, Flat - Door Panel

'1

Switch,

1

Bracket, High Air Temperature

2

Washer, Insulating
Sleeve, Insulating

DESCRIPTION

and Cover

and'Grille

(9/16"

Hole)

•Cover (1" Hole)
Dot Button - Blower

housing and Grille (1-1/8"

Hole)
Screw

High Air Temperature

Switch

PART

967-0423 (JUNE 1979)

72

FLYWHEEL

ALTERNATOR

(OPTIONAL)

- 12

VOLT

(WICO)

REF.

NO.

10
11
12

13
14

PART

NO.

FLYWHEEL (INCLUDING RING GEAR) - Also

Listed in Crankshaft & Flywheel Group
191-0408 1 • Spec P and Begin Spec T
134-1477 1 Includes Hub Assembly-

191-0400 1 Rotor
191-0509 1 Stator-Spec P through T
305-0262 2 Bracket, Rectifier Mounting '
305-0267 1 Rectifier Assembly (Includes

305-0261 1 Regulator, Voltage (12 Volt,
321-0103 1 Holder, Fuse - Spec P
FUSE

321-0128 1 Spec P through T (20 Amp)
321-0162 1 Begin Spec V (30 Amp)

g

332-0537 1 Block, Terminal (4 Place)
508-0071 1 Grommet, Rubber
191-0724 1 'Stator - Begin Spec V
305-0478 1 Regulator, Voltage - Begin

321-0165 1 'Holder, Fuse - Begin Spec V

323-0488 4 'Socket, Connector - Begin

QTY.

USED

PART

DESCRIPTION

Specs R and S

Mounting Brackets)
2-Step) - Spec P through T
through T

Spec V

Spec V

©—10

REF.

NO. NO.

15
16 812-0133 6

17 332-0325 2
18 813-0107 4

19 191-0877 1
20 332-0872 1
21 104-0423 ; 1

22 323-0496 1
23 323-0763 1
24 850-0035 6

25 800-0006 3 Screw, Cap - Hex Head
26 850-0040 3

PART

323-0759

Parts included

QTY.

USED

1

'Connector, Socket Housing -

Begin Spec V

Screw, Machine - Round Head •

(#12-24 x

'Terminal,

Begin Spec V

Screw, Machine - Round Head

(#10-32 x

Stator Assembly (Includes

Parts Marked *)

Strip,

Marker - Spec P

Through T
Gear, Ring - Flywheel
Pin,

Connector (Male)

Begin Spec V
Connector, Socket Housing

Begin Spec V
Washer, Lock - Spring

(#12)

(1/4-20 x 7/8")
Washer, Lock - Spring (1/4")

in 191-0877 Stator Assembly

PART

DESCRIPTION

1-1/2")

Crimp (Eyelet)

1-1/4")

73

967-0423 (JUNE 1979)

AIR

SHUTTER

DISCHARGE

(INTERNAL

SPRINGS)

- OPTIONAL

REF.

NO.

10 134-1248 2

11 134-1610 1

12 134-0656 1

13
14 134-0658 1
15 134-1817 1
16 518-0004 T
17 518-0006 2
18 134-1605 1 Shaft, Actuating Arm
19 134-1604 1

PART

NO.

134-1811

1 134-1804 1 Duct only, Air Outlet.
2 134-2411
3 134-1802

4 134-1801 1 Bracket and Pivot, Shutter
5 134-1807 2 Shutter, Air Outlet

6

150-1358

7

134-1606
8 134-1607 • 1
9

134-2900

309-0085

QTY. PART

USEO DESCRIPTION

1

Shutter Assembly, Complete

(Internal Springs)

2 Bracket and Pivot, Shutter

1

Bracket and Pivot, Shutter

and Rod x 29/32" ODxl/16" Thk)
and Spring

1

Joint, Ball

1

Rod,

Shutter Control - Upper

Rod,

4 - .

1 Element, Vernatherm

Shutter Control - Lower
Bearing,
Bearing,
Bracket and Guide

Spring,
Spring,

Spring,
Clip,
Clip,

Arm,

Shutter
Actuating Arm

Vernatherm

Vernatherm Element
Shutter Return - Lower

Shutter Return - Upper
Rod End - Right Side
Rod End - Left Side

Actuating

REF.

PART

NQ.

20
21
22

23
24 526-0175 2

25
26

27
28

29 526-0113
30 853-0008

31 853-0016
32 853-0013
33
34
35
36
37

NO.

508-0002
526-0213 1

134-1375
154-0738

815-0194 8 .
815-0235

813-0097
821-0010

856-0006
870-0131
864-0002
870-0178
870-0131

USED

. 4 Screw, Cap - Hex Head

QTY. PART

1

Grommet, Rubber
Washer, Actuating Shaft

1

Plate,

1 Gasket, Exhaust Outlet

Washer, Flat (41/64" ID

Screw, Cap-.HexHead (#10-32x3/8")
Screw, Cap - Hex Head

3
2

1 Washer, Flat (11/3?' ID x
2 Washer, Lock - ET (#8)

1
3
4 Washer, Lock - EIT (1/4")

3

8

(1/4-20 x 5/8")

Screw, Machine - Round Head

(#10-32 x
Locking (1/4-20 x 1/2")

1"

Washer, Lock - ET (5/16")

Washer, Lock - ET (1/4")

1 Nut, Hex - Locking (#10-32)

Nut, Jam - Hex (5/16-18)

1

Nut, Clinch (1/4-20)
Nut, Lock (#10-32)

Shutter Mounting

DESCRIPTION

Exhaust Outlet Cover

5/16")

OD x 3/32" Thk)

967-0423 (JUNE 1979)

74

AIR

SHUTTER

DISCHARGE

(EXTERNAL

SPRINGS) - OPTIONAL

REF.

PART QTY. PART

NO.

NO. USED DESCRIPTION

134-1737 1 Shutter Assembly, Complete

1
2 134-1242 3 Bracket and Pivot, Shutter
3

134-1238 1 Bracket, Shaft and

4

134-1252 2 Shutter,

5

150-0998
6 134-1247 1
7

134-1248

8 134-1244
9

134-0656

10 309-0085
11

. 134-0658

12

518-0006

13 134-1437

1 Duct Only

1

4

1
1

1
1
1
2 • Spring, Shutter Pivot

(Extemal Springs) For Complete
Replacement order 134-1811
Shutter Assembly

- Not

Sold Separately

. Shutter

Air
Joint, Ball
Rod,

Shutter Control.
Bearing,
Bracket and Guide

Spring,
Element, Vernatherm
Spring,
Clip,

Air

Vernatherm

Vernatherm Element
Shutter Return

Rod End

Pin

Outlet

Shutter

0674423 (JUNE 1979)

75

CONTROL

(ENGINE) - OPTIONAL

REF.

NO.

PART

NO.

HOUSING;

134-1508

134-2256
308-0198
308-0007
308-0028
332-0592

6

322-0069

7 322-0017

OTY.

USED

CYLINDER AIR-REAR

1 Spec P Through T
1 . Begin Spec V
1 Switch, Start
1 . Switch, Fuel Solenoid
1 ' Switch, Glow Plug
1 Jumper, Terminal (Start

1 Light, Pilot - Red
1 Lamp, Pilot Ught

DESCRIPTION

Switch on Engines with
Oil Pressure Switch)

(Engines with Charging Alternator)

(Engines with Charging Alternator)

PART

6 J

SERVICE

REF.

NO.

NOTE:

For other

, question..:" . ,

KITS

PART

NO.

98-1100
168-0086
522-0201

522-0247
525-0137.'

AND

QTY.

USED

As R6q. Paint, Touch-up (Pressurized
... Can) 16-oz. Green Enamel

Kifs,

referto the group for the part in

MISCELLANEOUS

Decal Kit, Engine
Gasket Kit, Engine
Overhaul Kit, Engine -

Spec P through S

Overhaul Kit; Engine-

Begin Spec S

76

PART

DESCRIPTION

9674423 (JUNE 1979)

HARDWARE

Illustrated hardware items are only for identification purposes. All hardware items listed throughout this parts

catalog are steel SAE grade five (5) or lower (zinc plated with clear chromate dip) unless parts description

indicates differently. All dimensions are in inches.

IDENTIFICATION

WASHER

TYPES

©

EXTERNAL TOOTH INTERNAL TOOTH EXTERNAL-INTERNAL COUNTERSUNK

LOCK (ET) LOCK(!T) TOOTH LOCK (EIT) EXTERNAL TOOTH

Flat washer dimensions given are: Inside Diameter (ID), Outside Diameter (OD)
and Thickness (Thk).

BOLT

CARRIAGE BOLT TRUSS HEAD BINDER HEAD PAN HEAD HEXAGON HEAD FILLISTER HEAD FLATHEAD

ROUND HEAD HEXAGON WASHER OVAL HEAO SQUARE HEAD SOCKET HEAD TWELVE POINT SLOTTED SOCKET

HEAD

AND

SCREW TYPES

LOCK

6

SPRING

LOCK

CAP SET

•FLAT

SET

L - Measure length between these points.

INTERNAL DRIVE TYPES

e

SLOTTED

FULL HEXAGON JAM HEXAGON HEXAGON WASHER

CROSS RECESSED

(PHILLIPS)

D

SIX POINT

SOCKET

TWELVE POINT

NUT

SOCKET

TYPES

.CLJ

SQUARE

• L

— Nominal size (fractional diameter or screw number)

- Number of threads per inch
i— Length in inches

1/4-20

x 3/4"

^ e

WING

ACORN

STD.

#35

li0

1

ma

ONAN

j;il,r

1400 73RD

AVENUE

ALE. • MINNEAPOLIS, MINNESOTA 55432