Perkins Engine 4000 Service Manual

User’s

4016 TAG1
4016 TAG2

TSL4186E, Issue 1

February 1998

H

4000 Series

andbook

Diesel

4012/16 Diesel, February 1997

WARNING

READ AND UNDERSTAND ALL SAFETY PRECAUTIONS AND
WARNINGS MENTIONED IN THIS MANUAL.
IMPROPER OPERATION OR MAINTENANCE PROCEDURES COULD
RESULT IN A SERIOUS ACCIDENT OR DAMAGE TO THE EQUIPMENT
CAUSING INJURY OR DEATH.
NON-COMPLIANCE WITH THESE INSTRUCTIONS AND THOSE
INCLUDED IN THE INSTALLATION MANUAL TSL4068 MAY
INVALIDATE THE WARRANTY OFFERED WITH THE ENGINE.
MAKE QUITE CERTAIN THAT THE ENGINE CANNOT BE STARTED IN
ANY WAY BEFORE UNDERTAKING ANY MAINTENANCE,
PARTICULARLY IN THE CASE OF AUTOMATICALLY STARTING
GENERATING SETS.

INTRODUCTION

4012/16 Diesel, February 1997 1

The purpose of this Operators Handbook is to enable the operator to carry out routine servicing of the engine.
Before undertaking any work on the engine the appropriate section in the

Workshop Manual should be read

fully and completely understood prior to starting work.
The information contained within this Operators Handbook is based on such information as was available at
the time of going to print. In line with Perkins Engines (Stafford) Limited policy of continual development and
improvement that information may change at any time without notice. The engine user should therefore ensure
that he has the latest information before starting work.
The instructions contained in this Operators Handbook will, provided that they are correctly carried out, ensure
the safe operation of the equipment.
Users are respectfully advised that it is their responsibility to employ competent persons to operate, maintain
and service the equipment in the interest of safety.
Certain overhaul operations are impracticable without the use of special tools, and those operators who are
not equipped to undertake major repairs are urged to consult their Perkins distributor.
When not working on the engine, ensure that all covers, blank flanges, doors, etc., are refitted to openings to
prevent the ingress of dirt, etc.
Please quote the engine type and serial number with all your enquiries. This will help us to help you. The type
and serial number are on a plate fitted to the crankcase.
If any doubt exists regarding the installation, use or application of the engine, the Installation Manual should
be consulted for further advice contact Applications Department at Perkins Engines (Stafford) Ltd.
Oil change intervals may be changed according to operating experience by agreement with Perkins Engines
(Stafford) Limited and subject to oil analysis being carried out at regular intervals.
Please note that this 4000 Series manual also covers SE engines dispatched from the factory from 1 March

1996. A table of equivalent engine designations is given on page 2.

PERKINS COMPANIES

P

erkins Group of Companies

Perkins Engines (Peterborough) Ltd.

Frank Perkins Way, Eastfield,
Peterborough, PE1 5NA, England.
Tel: [phone]
Telex: 32501 PERKEN G
Fax: [phone]

Perkins Engines (Shrewsbury) Ltd.

Lancaster Road, Shrewsbury,
SY1 3NX, England.
Tel: [phone]
Telex: 35171/2 PESL G
Fax: [phone]

Perkins Engines (Stafford) Ltd.

Tixall Road, Stafford, ST16 3UB, England.
Tel: [phone]
Telex: 36156 PERKEN G
Fax: [phone]

Perkins Powerpart Distribution Centre

Frank Perkins Way,
Northbank Industrial Park, Irlam,
Manchester, M44 5PP, England.
Tel: [phone]
Specifications Help Desk
Tel: [phone]
Fax: [phone]
Specifications Help Desk
Tel: [phone]
Telex: 32501 PERKEN G

Perkins International - North America

12025 Tech Center Drive,
Livonia, Michigan 48150,
U.S.A.
Tel: [phone]
Fax: [phone]

Perkins Engines Latin America Inc

999 Ponce de Leon Boulevard,
Suite 710, Coral Gables,
Florida 33134, U.S.A.
Tel: [phone]
Telex: 32501 PERKEN G
Fax: [phone]

Perkins Engines Australia Pty Ltd

Suite 2, 364 Main Street, Mornington
3391, Victoria, Australia.
Tel: [phone]
Telex: 30816
Fax: [phone]

Motori Perkins SpA

Via Socrate. 8,22070 Casnate
Con Bernate (Como), Italy.
Tel: [phone]
Telex: 380658 PERKIT I
Fax: [phone]

Perkins Motoren GmbH

D-63801 Kleinostheim,
Saalackerstrasse 4, Germany.
Tel: (49) (6027) 5010
Fax: (49) (6027) 501130

Moteurs Perkins SA

9 Avenue Michelet, 93583 Saint Quen,
Cedex, France.
Tel: [phone]
Telex: 234 924
Fax: [phone]

A/S Perkins Engines (Denmark) Ltd

Industrihaven 1, DK-3300
Frederiksvaerk, Denmark.
Tel: [phone]
Fax: [phone]

Perkins International Ltd.

Varity Asia/Pacific
Suite 3301, Convention Plaza,
1 Harbour Road, Wanchai,
Hong Kong.
Tel: [phone]
Fax: [phone]

Varity (Japan) K.K.

5th Floor, Reinanzaka Building,
14-2 Akasaka 1 - Chome,
Minato-Ku Tokyo 107, Japan.
Tel: [phone]
Telex: PERKOIL 12424823
Fax: [phone]

Perkins Engines (Far East) Pte Ltd.

39 Tuas Avenue 13,
Singapore 638999.
Tel: [phone]

Fax: [phone]

In addition to the above companies, there are Perkins distrib

utors in most countries. Perkins Engines

(Peterborough) Limited or one of the above companies can provide details.

Publication TSL4186
Published by the Technical Publications Department, Stafford.
© 1997 Perkins Engines (Stafford) Limited.

ENGINE DESIGNATIONS

2 4

012/16 Diesel, February 1997

PERKINS ENGINES (STAFFORD)

ENGINE DESIGNATIONS

4000 SERIES AND SE SERIES

EQUIVALENT TERMS

4000 SERIES SE SERIES

4012TWG 12SETCR

4012TAG 12SETCR2

4012TAG1 12SETCA

4012TA2 12SETCA1

4012TEG 12SETCA2

4012TEG2 12SETCW

4016TWG 12SETCW2

4016TWG2 16SETCR

4016TAG 16SETCR2

4016TAG1 16SETCA

4016TAG2 16SETCA2

4016TEG 16SETCW

4016TEG2 16SETCW2

CONTENTS

4012/16 Diesel, February 1997 3

PAGE

INTRODUCTION 1-2
CONTENTS 3
SAFETY PRECAUTIONS INSERT
PHOTOGRAPHS 6-7
BRIEF DESCRIPTION OF THE 4012 & 4016 ENGINES 8
GENERAL INFORMATION 9-10
ENGINE DATA 11-15
TORQUE SETTINGS 16-18
LUBRICATING OIL 19-20
COOLANT CORROSION INHIBITORS AND ANTI-FREEZE 21
FUEL SPECIFICATION 22
OPERATING INSTRUCTIONS 23-32

PREPARATION FOR INITIAL START 23
PRIMING THE TURBOCHARGERS 23-24
BATTERIES 25
PRIMING THE FUEL SYSTEM 26-27
FILLING THE COOLING SYSTEM 27
INITIAL STARTING OF THE ENGINE 28
NORMAL STARTING PROCEDURE 30

ENGINE SHUTDOWN 31
LIGHT LOAD OPERATION AND STANDBY GENERATOR SETS 32
INSTRUMENT PANEL 33-35
EXHAUST TEMPERATURE GAUGE 36-38
MAINTENANCE SCHEDULE AND CHECKLIST 39-60
PREVENTIVE MAINTENANCE 61-62

STANDBY DUTY CHECKLIST 61

CONTINUOUS DUTY CHECKLIST 62
FAULT TRACING 63
4012 STARTING CIRCUIT, SINGLE STARTER (EARLY ENGINES) 64
4012/16 STARTING CIRCUIT, STARTERS AND START RELAYS (EARLY ENGINES) 65
4012/16 WIRING DIAGRAM, STARTER, GOVERNOR (EARLY ENGINES) 66
4012/16 WIRING DIAGRAM, STARTERS & RELAYS, GOVERNOR (EARLY ENGINES) 67
4012/16 WIRING DIAGRAM, SINGLE STARTER, GOVERNOR (EARLY ENGINES) 68
4012/16 WIRING DIAGRAM, TWIN STARTERS, SINGLE START RELAY,
ORIGINAL AIR SHUT OFF VALVES 69
4012/16 WIRING DIAGRAM, TWIN STARTERS, SINGLE START RELAY,
ELECTRONIC GOVERNOR (LATER ENGINES) 70
4012/16 WIRING DIAGRAM, TWIN STARTERS, ELECTRONIC GOVENOR,
(INTERMEDIATE ENGINES) 71
4016 WIRING DIAGRAM, TWIN STARTERS, ELECTRONIC GOVENOR
(INTERMEDIATE ENGINES) 72
4012 WIRING DIAGRAM, TWIN STARTERS, ELECTRONIC GOVENOR
(CURRENT ENGINES) 73
4016 WIRING DIAGRAM, TWIN STARTERS, ELECTRONIC GOVENOR
(CURRENT ENGINES) 74
4012/16 SERIES LUBRICATION OIL DIAGRAM TP315
4012/16TAG WATER CIRCULATION DIAGRAM TP372
4012/16TWG WATER CIRCULATION DIAGRAM TP373
4012/16TEG WATER CIRCULATION DIAGRAM TP374
4012 SERIES FUEL SYSTEM DIAGRAM TP321
4016 SERIES FUEL SYSTEM DIAGRAM TP375

PHOTOGRAPHS

6 4

012/16 Diesel, February 1997

4012 TAG

4012 TAG

PHOTOGRAPHS

4012/16 Diesel, February 1997 7

4016 TAG

4016 TAG

BRIEF DESCRIPTION OF THE 4012/16 SERIES DIESEL ENGINES

8 4

012/16 Diesel, February 1997

4012TWG 12 cylinder "V" form diesel engine, water cooled, turbocharged (twin

turbochargers), jacket water cooled charge air coolers and oil coolers in
engine cooling circuit. Earlier engines with vertical air cleaners, later engines
with horizontal air cleaners.

4012TWG2 Up rated version of the 4012TWG 12 cylinder "V" form diesel engine, water

cooled, turbocharged (twin turbochargers) jacket water cooled charge air
coolers in engine cooling circuit. Horizontal air cleaners.

4012TAG 12 cylinder "V" form diesel engine, water cooled, turbocharged (twin

turbochargers), air cooled charge air intercooler in radiator. Oil coolers in
engine cooling circuit. Earlier engines with vertical air cleaners, later engines
with horizontal air cleaners.

4012TAG1 Up rated version of the 4012TAG 12 cylinder "V" form diesel engine, water

cooled, turbocharged (twin turbochargers) air cooled charge air intercooler in
radiator. Oil coolers in engine cooling circuit. Horizontal air cleaners.

4012TAG2 Up rated version of the 4012TAG1 12 cylinder "V" form diesel engine, water

cooled, turbocharged (twin turbochargers), air cooled charge air intercooler in
radiator. Oil coolers in engine cooling circuit. Horizontal air cleaners.

4012TEG 12 cylinder "V" form diesel engine, water cooled, turbocharged (twin

turbochargers), raw water cooled charge air coolers with raw water pump and
separate cooling circuit. Oil coolers in engine cooling circuit. Earlier engines
with vertical air cleaners, later engines with horizontal air cleaners.

4012TEG2 12 cylinder "V" form diesel engine, water cooled, turbocharged (twin

turbochargers), raw water cooled charge air coolers with raw water pump and
separate cooling circuit. Oil coolers in engine cooling circuit. Horizontal air
cleaners.

4016TWG 16 cylinder "V" form diesel engine, water cooled, turbocharged (twin

turbochargers), jacket water cooled air coolers and oil coolers in engine
cooling circuit. Horizontal air cleaners.

4016TWG2 Up rated version of the 4016TWG 16 cylinder "V" form diesel engine, water

cooled, turbocharged (four turbochargers), jacket water cooled charge air
coolers and oil coolers in engine cooling circuit. Horizontal air cleaners.

4016TAG 16 cylinder "V" form diesel engine, water cooled, turbocharged (twin

turbochargers), air cooled charge air intercooler in radiator. Oil coolers in
engine cooling circuit. Earlier engines with vertical air cleaners, later engines
with horizontal air cleaners.

4016TAG1 Up rated version of the 4016TAG 16 cylinder "V" form diesel engine, water

cooled, turbocharged (four turbochargers) air cooled charge air intercooler in
radiator. Oil coolers in engine cooling circuit. Horizontal air cleaners.

4016TAG2 Up rated version of the 4016TAG1 16 cylinder "V" form diesel engine, water

cooled, turbocharged (four turbochargers) air cooled charge air intercooler in
radiator. Oil coolers in engine cooling circuit. Horizontal air cleaners.

4016TEG 16 cylinder "V" form diesel engine, water cooled turbocharged (twin

turbochargers) raw water cooled charge air coolers with raw water pump and
separate cooling circuit. Oil coolers in engine cooling circuit. Earlier engines
with vertical air cleaners, later engines with horizontal air cleaners.

4016TEG1
AND
4016TEG2

Uprated versions of the 4016TEG 16 cylinder "V" form diesel engine, water
cooled, turbocharged (four turbochargers), raw water cooled charge air
coolers with raw water pump and separate cooling circuit. Oil coolers in
engine cooling circuit. Horizontal air cleaners.

GENERAL INFORMATION

4012/16 Diesel, February 1997 9

SAFETY
Engine lift equipment

Use only the lift equipment which is designed
for the engine.

Use lift equipment or obtain assistance to lift
heavy engine components such as the
cylinder block, cylinder head, flywheel
housing, crankshaft and flywheel.

Check the engine lift brackets for security
before the engine is lifted.

Asbestos joints

Some joints and gaskets contain
compressed asbestos fibres see Warning
label Fig. A in a rubber compound or in a
metal outer cover. The 'white' asbestos
(Chrysotile) which is used is a safer type of
asbestos and the danger of damage to
health is extremely small.

Contact with asbestos particles normally
occurs at joint edges or where a joint is
damaged during removal, or where a joint is
removed by an abrasive method.

To ensure that the risk is kept to a minimum,
the procedures given below must be
followed when an engine which has
asbestos joints is dismantled or assembled.

● Work in an area with good ventilation.

● Do NOT smoke.

● Use a hand scraper to remove the joints

-

do NOT use a rotary wire brush.

● Ensure that the joint to be removed is

w

et with oil or water to contain any loose

particles.

● Spray all asbestos debris with water and

place it in a closed container which can
be sealed for safe disposal.

Dangers from used engine oils

Prolonged and repeated contact with mineral
oil will result in the removal of natural oils
from the skin, leading to dryness, irritation
and dermatitis. The oil also contains
potentially harmful contaminants which may
result in skin cancer.

Adequate means of skin protection and
washing facilities should be readily available.

The following is a list of 'Health Protection
Precautions', suggested to minimise the risk
of contamination.

1 Avoid prolonged and repeated contact

with used engine oils.

2 Wear protective clothing, including

impervious gloves where applicable.

3 Do not put oily rags into pockets.
4 Avoid contaminating clothes,

particularly underwear, with oil.

5 Overalls must be cleaned regularly.

Discard unwashable clothing and oil
impregnated footwear.

6 First aid treatment should be obtained

immediately for open cuts and wounds.

7 Apply barrier creams before each period

of work to aid the removal of mineral oil
from the skin.

8 Wash with soap and hot water, or

alternatively use a skin cleanser and a
nail brush, to ensure that all oil is
removed from the skin. Preparations
containing lanolin will help replace the
natural skin oils which have been
removed.

9 Do NOT use petrol, kerosene, diesel

fuel, gas oil, thinners or solvents for
washing the skin.

10 If skin disorder appears, medical advice

must be taken.

11 Degrease components before handling

if practicable.

12 Where there is the possibility of a risk to

the eyes, goggles or a face shield
should be worn. An eye wash facility
should be readily available.

Fig. A

GENERAL INFORMATION

4012/16 Diesel, February 1997 1

0

Environmental protection

There is legislation to protect the
environment from the incorrect disposal of
used lubricating oil. To ensure that the
environment is protected, consult your Local
Authority who can give advice.

Viton seals

Some seals used in engines and in
components fitted to engines are made from
Viton.

Viton is used by many manufacturers and is
a safe material under normal conditions of
operation.

If Viton is burned, a product of this burnt
material is an acid which is extremely
dangerous. Never allow this burnt material
to come into contact with the skin or with the
eyes.

If it is necessary to come into contact with
components which have been burnt, ensure
that the precautions which follow are used:

● Ensure that the components have

c

ooled.

● Use Neoprene gloves and discard the

gloves safely after use.

● Wash the area with a calcium hydroxide

solution and then with clean water.

● Disposal of gloves and components

which are contaminated, must be in
accordance with local regulations.

If there is contamination of the skin or eyes,
wash the affected area with a continuous
supply of clean water or with a calcium
hydroxide solution for 15-60 minutes. Obtain
immediate medical attention.

DIESEL ENGINE DATA

4012/16 Diesel, February 1997 1

1

For full technical data please refer to the Product Information Manual.

Type: Water-cooled, turbocharged, charge cooled, industrial diesel engine.

RANGE 4

012 4016

Cycle 4 stroke 4 stroke

No. of cylinders 12 16

Configuration V-form V-form

Bore 160 mm 160 mm

Stroke 190 mm 190 mm

Total swept volume 45,84 litres 61,123 litres

Compression ratio 13,6:1 13,6:1

Rotation Anti-clockwise looking on flywheel end

Firing order

1A-6B-5A-2B-3A-4B-

6A-1B-2A-5B-4A-3B

1A-1B-3A-3B-7A-7B-5A-5B-

8A-8B-6A-6B-2A-2B-4A-4B

Valve Timing

inlet valve opens 60° BTDC

inlet valve closes 46° ABDC

exh valve opens 46° BBDC
exh valve closes 60° ATDC

Cylinder numbering Cylinder 1 furthest from flywheel

Cylinders designated A are on the right hand side of the engine, when viewed from the fly-wheel end and cylinders
designated B are on the left hand side of the engine.

Valve Clearances exhaust 0,40 mm (0,016”)

(Engine cold) inlet 0,40 mm (0,016”)

Valve dia. (mm) inlet and exhaust 48 48

(52 on 4012TAG1/2 AND 4016TAG1/2)

Valve Timing See Workshop Manual Sections U4 and U5

Injection Timing S

ee engine nameplate

Piston Speeds Engine r/min m/s (ft/min)

1000 6,33 (1247)

1200 7,60 (1496)

1500 9,50 (1870)

1800 11,40 (2244)

Fig. B

‘A’ BANK

‘B’ BANK

DIESEL ENGINE DATA

12 4

012/16 Diesel, February 1997

TYPICAL COOLING SYSTEM

* Engine only
*

* Engine with heat exchanger

FUEL SYSTEM

G

OVERNORS

4006 4008

Approved Coolants) See page 21

Total water capacity L

trs Gals Spec Ltrs Gals Spec

200 44 TAG 255 56.1 TAG

232 51 TAG1 316 70 TAG1

232 51 TAG2 316 70 TAG2

185 40 TWG 95 21 TWG*

205 45 TWG2 95 21 TWG2*

82 18 TEG** 108 23.7 TEG**

Max radiator top tank temperature 93°C

Max water temperature into engine 80°C

Thermostat opening temperature 71°C

System pressure 0.5 to 0.7 bar

4012 4016

Approved fuels See

page 20

Minimum size fuel tank 14000 litres (3000 gal.) 18000 litres (

4000 gal.)

Relief valve setting 310 kPA (45 psi)

Inferior nozzle pressure 225-235 atm

Injection equipment Lucas-Bryce unit injector

Filter/water separator Spin-on expandable canister(s)

Fuel lift pump Maximum suction lift 1 metre

Fuel flow 20.457 litre/min. (4.5 gpm) @ 1800 r/min

4012 4016

Type Electronic Electronic

Type Hydraulic Hydraulic

DIESEL ENGINE DATA

4012/16 Diesel, February 1997 1

3

LUBRICATION SYSTEM

INDUCTION SYSTEM

EXHAUST SYSTEM

FLYWHEEL

FLYWHEEL HOUSING

4012 4016

Recommended oil See

pages 19 and 20

Type of system Wet sump, external engine mounted oil pump

Total oil capacity (including cooler and filter) 178 litre (39.2 gal) 238 litre (53 gal)

Sump capacity (dipstick)

Min. 136 litre (30 gal) 147 litre (33 gal)

Max. 159 litre (35 gal) 214 litre (47 gal)

Crankcase pressure (max) 25 mm (1”) water gauge

Lubricating oil temperature max. to bearings 105°C

Lubricating oil pressure at 80°C temp. to bearings 0.34 mPa

Max. oil temperature in sump 115°C

Min. oil pressure (1500 rpm)(at filter head) 200 kPa (30 lb/in²)

Oil filter Disposable canister type

Oil pump location ‘A’ Bank

4012 4016

Air cleaners (earlier)

(current)

Twin vertical air cleaners

Twin horizontal air cleaners

Type Paper element

Air restriction indicator setting 380 mm H

2

0

T

urbochargers x2 off x4 off

4012 4016

Manifold Type Dry or water cooled

Exhaust outlet flange Vertical (Twin)

Mating flange See Installation Manual

Max. exhaust back pressure See Product Information Manual

Max. exhaust temperature

4

012 4016

Drive size SAE 18”

SAE 21” Optional

4012 4016

SAE size 00

DIESEL ENGINE DATA

14 4

012/16 Diesel, February 1997

TYPICAL DRY WEIGHT

HOLDING DOWN BOLT HOLES

ELECTRICAL SYSTEM

4012 4016

Dry weight (engine) 4360 kg 4012TAG 5500 kg 4016TAG

4360 kg 4012TAG1 5750 kg 4016TAG1

4400 kg 4012TAG2 5750 kg 4016TAG2

4975 kg 4012TWG 5940 kg 4016TWG/2

5315 kg 4012TWG2 5820 kg 4016TEG

4680 kg 4012TEG2

Dry weight engine & tropical radiator 5280 kg 4012TAG 6900 kg 4016TAG

5760 kg 4012TAG1 8010 kg 4016TAG1

5800 kg 4012TAG2 8010 kg 4016TAG2

4995 kg 4012TWG

5315 kg 4012TWG/2

Dry weight engine & heat exchanger 4860 kg 4012TEG 6000 kg 4016TEG

4012 4016

Hole dia. (Engine feet) 22 mm

No. off 8

Hole dia. (Radiator feet) 18 mm x 6 4012TAG 22 mm x 6 4016TAG/2

Turbochargers 22 mm x 6 4012TAG2

22 mm x 6 4012TWG/1

4012 4016

Voltage 24V

Alternator Belt Driven

Alternator output 30A

Starter motor

Single CAV

(Earlier Engines)

Twin Prestolite

(Current Engines)

Twin Prestolite

No. of teeth (gear ring)

144 (Early Engines)

156 (Current Engines)

156

No. of teeth (starter pinion) 12

Battery (lead acid) 24V DC (2 x 12V)

Capacity down to 0°C (32°F) 286 Ah

DIESEL ENGINE DATA

4012/16 Diesel, February 1997 1

5

PROTECTION EQUIPMENT

Before resetting protection equipment, it must be established whether special settings (for
that individual engine) have been specified in the engine sales contract. This is particularly
important with ALL

high water temperature settings, and ALL Cogen applications.

Standard settings for protection equipment are as follows:-

Caution: The above standard settings do not supersede any settings specified in the engine
sales contract.

AIR STARTING

INSTRUMENT PANEL (ENGINE MOUNTED)

COOLANT JACKET HEATING

Alarm Shutdown

High Oil temperature (in sump) 110°C 115°C

Low oil pressure 2.06 bar (30 lb/in²) 1.93 bar (28 lb/in²)

High water temperature

71°C Thermostat 91°C 96°C

85°C Thermostat 96°C 101°C

96°C Thermostat 100°C 105°C

Overspeed

15% above max. running speed

(Except 1800 r/min which is 7%)

4012 4016

Air starter See I

nstallation Manual

Air starter pressure 150 lb/in2(10.34 bar)

Compressed air supply 170 lb/in2(11.72 bar)

Normal Operation

Oil pressure Between 276-413 kPa (40-60 lb/in²)

Oil temperature Between 80-90°C (176-194°F)

Water temperature Between 65-85°C (149-185°F)

Exhaust temperature See Product Information Manual

4012 4016

H

eater 2 x 4 kW

Voltage 210-250V ac

TORQUE SETTINGS

16 4

012/4016 Diesel, February 1997

NOTE: * Bolt heads and threads must be lubricated with clean engine oil.

** Cylinder head bolts to be lubricated under the heads, under the washers and on

the threads with PBC (Poly-Butyl-Cuprysil) grease. Important: See Workshop Manual

S

ection R11

before fitting. However, d

ry threads are required for connecting rod bolts and

the raw water pump shaft nut, but all other threads only to be lubricated with clean engine
oil and care must be taken NOT to oil the heads or faces.

TORQUE SETTINGS

CYLINDER HEAD GROUP lbf.ft Nm

Cylinder head bolt ** (early type) M24 550 750

Cylinder head bolt ** (later waisted type) M24 530 720
Rocker shaft capscrew/nut M16 90 120
Rocker adjuster nuts inlet/exhaust M12 35 50
Rocker adjuster nuts pump injectors M14 50 70
Injector clamp capscrews M12 70 95
Bridge piece adjuster nuts M10 25 35
Injector clamp to cylinder head capscrews M12 70 95
Rocker box bolts M10 35 50
Air manifold bolt M10 35 50
Exhaust manifold bolts M10 50 70
Exhaust bellows to exhaust manifold (16 cyl only)
prevailing torque bolts / nuts M10 45 60
Exhaust Y piece (16 cyl only) prevailing torque bolts M10 38 50
Schwitzer turbocharger 'V'-band clamp nuts M8 8 11
Sandwich plate retaining capscrews M10 35 50

CRANKCASE AND CRANKSHAFT GROUPS

Main bearing bolts * See Section W4 M24 580 786
L

ateral capscrews, main bearing caps for sequence M16 124 168
Bolts sump to crankcase M10 40 54
New connecting rod bolts (must be fitted with dry threads) M16 210 285
Inspection covers M10 35 50
Viscous damper bolts M16 250 340
Flywheel bolts See

Section X3 for sequence M16 250 340

F

ront drive adaptor bolts (12 cylinder engines only) M16 250 340
Front drive adaptor bolts (16 cylinder engines only) M20 380 520
Balance weight bolts M16 250 340
Crankshaft pulley bolts M16 250 340
Piston cooling jet screws M10 20 27
Flywheel housing bolts M10 35 50
Lifting bracket Durlock screws M10 50 70

WARNING

IT IS ESSENTIAL THAT THE CORRECT LENGTH OF SCREW OR

BOLT IS USED. INSUFFICIENT LENGTH MAY RESULT IN THE
THREAD BEING STRIPPED, WHEREAS TOO LONG A THREAD MAY RESULT IN
BOTTOMING IN A BLIND HOLE, OR CATCHING ON ADJACENT COMPONENTS.

TORQUE SETTINGS

4012/4016 Diesel, February 1997 1

7

LUBRICATING OIL PUMP lbf.ft Nm

Bolts, pump housing to gearcase plate M10 35 50
Thin nut, gear to drive shaft M30 175 237

CAMSHAFT GROUP

Camshaft gear bolt M12 110 150
Camshaft thrust plate bolt M10 35 50
Camshaft follower housing bolt M10 35 50
Idler gear hub bolts M10 35 50

WATER PUMP

Water pump gear nut M24 170 230
Water header to oil cooler bolts M10 35 50
Water pump to gearcase bolts M10 35 50
Raw water pump gear securing nut, dry thread M35 180 244

ENGINE FEET

Engine feet to base frame bolts M20 350 475
Engine feet to cushion feet bolts M16 160 215
Engine feet to gearcase and suspension plate bolt M12 70 95

GOVERNOR

Control shaft mounting plate bolt M10 35 50

FAN

Fan driven pulley taper lock bush screws 1/2" BSW 35 50
Fan driven pulley taper lock bush screws 5/8" BSW 65 90

ALTERNATOR

Drive pulley taper lock bush screw 3/8" BSW 15 20

FUEL PUMP/INJECTORS

Injector capscrew clamp to cylinder head, early engines M10 50 70
Injector capscrew clamp to cylinder head, later engines M12 70 95
Injector nozzle nut to holder M27 150 203
Fuel pump control linkage screw 2BA 6 8
Unit injector control lever capscrews M5 6 8

FLEXIBLE COUPLING

Flexible coupling cover screw M12 or 1/2" UNC 47 64
Coupling driving flange screws (coupling size 2.15) M12 or 1/2" UNC 47 64
Coupling driving flange screws (coupling size 3.86) M16 or 5/8" UNC 114 155

TORQUE SETTINGS

18 4

012/4016 Diesel, February 1997

GENERAL TORQUE LOADINGS

The following torque loadings are general for metric coarse threads and for grade 8.8 steel,
but do not supersede the figures quoted above.

THREAD lbf ft Nm

M5 5 7
M6 9 12
M8 21 28
M10 41 56
M12 72 98
M16 180 244
M20 351 476
M24 606 822

GENERAL NOTE:

M10 - 12.9 Steel 50 70

TIGHTENING TORQUES

These are based on 85% of the proof loads designated in BS3692.

LUBRICATING OIL RECOMMENDATIONS

4012/16 Diesel, February 1997 1

9

QUANTITY OF OIL

TYPE OF OIL

The industrial diesel engine should be lubricated with a good quality oil conforming to API
CD or CCMC D4 specifications. All the major oil companies formulate oils to the above
specifications.

VISCOSITY OF OIL

Use oil of:

SAE10W/30 in starting temperatures below -15°C (without sump heater)

SAE10W/40 in starting temperatures from -15°C to 0°C

SAE30 in starting temperatures from 0°C to 32°C or Mobil Devlac Super

SAE40 in starting temperatures above 32°C 1300 SAE 15W/40

OIL CHANGE PERIODS

For normal operation of the engine the oil should be changed every 250 hours or annually
whichever is the sooner.

Under certain circumstances where a centrifugal oil filter is fitted to the engine and an oil
analysis programme has been carried out with the oil supplier over a period of 1000 hours
of engine operation, it may be possible to extend the oil change period up to maximum of
350 hours.

To achieve this extended oil change period, a centrifugal oil filter must be fitted and cleaned
every 250 hours between routine oil changes, and at every oil change point i.e. 350 hours
maximum.

As the oil deteriorates it is essential that the following parameters must not be exceeded at
the oil change point:

1 The viscosity of the oil must not increase by more than 10cSt at 100°C.

2 The total base number of the oil should not reduce to less than 50% of the value of new

oil.

3 The flash point of the oil should exceed 180°C.

4 The water content of the oil must not exceed 1%.

5 The fuel content of the oil must not exceed 1%.

6 Oil samples should be taken from the mean sump oil level of the engine.

Sump Capacity Dipstick 4012 4016
Minimum 136 litre(30 gal) 147 litre (33 gal)
Maximum 159 litre (35 gal) 214 litre (47 gal)

LUBRICATING OIL RECOMMENDATIONS

20 4

012/16 Diesel, February 1997

ENGINE OPERATION

Excessive periods of idling or repeated cold starts should be avoided, as they will cause
excessive dilution of the oil by fuel, requiring more frequent oil changes and dangerously
lowering the flash point of the oil.

Should there be a lubricating oil supply problem, or if the fuel being used contains more than

0.5% sulphur, Perkins Engines (Stafford) Limited must be consulted to give advice in
selecting a suitable grade.

The following list gives details of some of the oils that meet the required specifications. Note
that the brand names may change as oils are upgraded or reformulated.

An up-to-date list is maintained by Perkins Engines (Stafford) Limited of major oil companies
products and information, which can be obtained from Perkins Engines (Stafford) Service
Department.

APPROVED INDUSTRIAL OIL A1 SPECIFICATIONS BSEN 590

(Suitable for fuel to Class A2 specifications BS2869 Part 2).

Oil Company Type

CASTROL CRH/RX Super
ELF Multiperfo XC
KUWAIT OIL Co Q8 T400
MOBIL Delvac 13

Delvac Super 1300 (15W/40)
SHELL Rimula X
ESSO Essolube XD 3+
TEXACO Ursa Super LA

WARNING

FAILURE TO COMPLY WITH THESE INSTRUCTIONS WILL
INVALIDATE THE WARRANTY OFFERED WITH THE ENGINE, AS

IT MAY RESULT IN ENGINE DAMAGE.

COOLANT

4012/16 Diesel, February 1997 2

1

ENGINE COOLING SYSTEM

The cooling system of an engine contains
many different materials e.g. cast iron,
aluminium, copper, solder, rubber (various
types). To prevent deterioration of these
materials, it is essential to use a very good
quality coolant. Untreated water is not
suitable. It is essential that the water is
treated with an additive that gives the
necessary protection.

WATER QUALITY

The water to be mixed with the additive must
have the following characteristics:

Chlorides less than 80 PPMV

(PPMV = parts per million by volume)
Sulphates less than 80 PPMV

Total hardness less than 200 PPMV

pH of water between 7 to 7.5

(neutral to slightly alkaline)

ADDITIVES TO WATER

Due to the complexity of the cooling system
it is necessary to use an additive that
contains a balanced package of corrosion
inhibitors.

To achieve the required solution a 50/50 mix
of Shell Safe Premium antifreeze with water
should be used at all times, even in areas
where frost is unlikely.**

The 50/50 mixture will give frost protection
down to -35°C. In areas where Shell Safe
Premium is not available contact Perkins
Engines (Stafford) Limited for advice on a
recommended alternative.

Under no circumstances should an additive
containing nitrites, borates, phosphates,
chromates, nitrates, or silicates be used, as
they are not compatible with the materials
used in the cooling system.

When mixing the antifreeze with the water
always follow the manufacturer's
recommendation to add the antifreeze in the
correct proportion before introducing it into
the engine cooling system. Adding water to
antifreeze can lead to the formation of a gel
in the mixture, which can cause blockage of
the water passages and subsequent local
overheating.

MAINTENANCE OF COOLANT

The water/antifreeze mixture should be
regularly replaced in operating engines at
least once a year.

In engines used for standby duty it is
essential to maintain the water/antifreeze
mixture at the correct alkalinity level i.e. the
pH should not increase above 7.5. A
hydrometer only shows the proportion of
ethylene glycol, not the degree of corrosion
protection.

4012TWG2 only to this rule is when two
section radiators are used in conjunction
with charge air coolers under tropical
conditions. It may be necessary to reduce
the antifreeze content of the coolant from
50% to 10% to achieve an adequate heat
transfer coefficient.

WARNING

ALWAYS STOP THE

ENGINE AND ALLOW
THE PRESSURISED SYSTEM TO COOL
BEFORE REMOVING FILLER CAP.
AVOID SKIN CONTACT WITH
ANTIFREEZE BY WEARING HAND, ETC.

WARNING

FAILURE TO FOLLOW

THE ABOVE
RECOMMENDATIONS MAY RESULT IN
DAMAGE TO THE ENGINE, AND WILL
INVALIDATE THE ENGINE WARRANTY.

FUEL SPECIFICATION

22 4

012/16 Diesel, February 1997

Fuel should be wholly hydrocarbon oil derived from petroleum, with which small quantities
of additives may be incorporated for the improvement of ignition or other characteristics and
should conform to British Standard Specification 2869. Class A1 or A2.

If fuels other than the above classes are considered, the operator must consult Perkins
Engines (Stafford) Limited, and ensure that a suitable grade of lubricating oil is used.

BS2869 REQUIREMENTS FOR ENGINE FUEL

Property Class A1 Class A2

Viscosity, Kinematic at 40°C, cSt *

Min. 1.5 1.5

Max. 5.0 5.5

Cetane number, min. 50 45

Carbon residue, Ramsbottom on 10% residue, % (m/m), max. 0.20 0.20

Distillation, recovery at 350°C, % (V/V), min. 56°C 56°C

Sulphur content, % (V/V), max. 0.05 0.05

Sediment, % (m/m), max. 0.01 0.01

Ash, %(m/m), max. 0.01 0.01

Sulphur content, % (m/m), max. 0.30++ 0.50++

Copper corrosion test, max. 1 1

Cold filter plugging point C, max.

Summer (March/September inclusive) -4 -4

Winter (October/February inclusive) -15 -12

* cSt = 1 mm²/s.

++ This limit is set in accordance with the legislative requirements for gas oil of the 'Council
Directive (75/716/EEC of the European Economic Community) on the approximation of the
laws of Member States relating to the sulphur content of certain liquid fuels'.

In countries where this legislation does not apply, it is permissible to run 4000 Series
engines on fuels with up to 1.0% sulphur. (See

page 20 "Engine Operation").

E

NGINE FUELS

1 The two classes of fuel specified in the table are marketed specifically as oil engine

fuels. Class A1 is of higher quality and is intended primarily as an automotive diesel
fuel, whilst Class A2 is intended as a general purpose diesel fuel. Classes A1 and A2
are distillate grades and are so specified as to prevent the inclusion of residuum.

2 The specifications for Classes A1 and A2 include limits for cold filter plugging point

chosen to cover seasonal requirements in the United Kingdom.

3 Ignition quality is specified in terms of cetane number, but the calculated cetane index

is referred to as an alternative for routine purposes with fuels not containing ignition
improver additives.

NOTE: If local supply problems dictate that fuels which fall outside the above specification
are to be used, our Service Department must be consulted prior to use.

OPERATING INSTRUCTIONS

4012/16 Diesel, February 1997 2

3

PREPARING FOR INITIAL START
FILLING THE ENGINE WITH OIL

Remove the drain plug to ensure that the
sump is clean and empty. Refit and tighten
the plug. Remove the oil filler situated on the
left hand side of the crankcase, by rotating
the T-bar anti-clockwise and pulling up (Fig.

1). Fill the sump to the maximum mark on
the dipstick with the appropriate grade and
quantity of oil (see page 19 & 20).

NOT

E: If the engine has been overhauled

ensure that, with the governor in the stop
position, the pump injectors are set in the
'NO FUEL' position.

PRIMING THE TURBOCHARGERS ON
ENGINES FITTED WITH THE
ELECTRONIC GOVERNOR

Before starting the engine for the first time, or
if it has stood idle for more than three
months, the turbocharger bearings should
be primed. To prime the turbocharger, the
engine needs to be motored over on the
starter. In order that the engine does not run
up to speed when operating the key switch
(i.e. energising the stop solenoids) it will be
necessary to hold the governor lever in the
stop position (see Fig. 13) but ensure that
t

he air shut-off valves have been manually

set to the run position (see Fig. 12).

K

ey

(Fig. 2 & Fig. 3)

1. Electronic plug

WARNING

NEVER OPERATE

THE ENGINE WHEN
THE OIL LEVEL IS BELOW THE
MINIMUM MARK OR ABOVE THE
MAXIMUM. ALWAYS WEAR
PROTECTIVE GLOVES WHEN
HANDLING ENGINE OIL.

Fig. 1

Fig. 2

1

Fig. 3

1

OPERATING INSTRUCTIONS

24 4

012/16 Diesel, February 1997

For earlier engines not fitted with a stop
lever, disconnect the battery leads and
remove the electric plug from the governor
by unscrewing the locking collar and pulling
the plug out of its socket. (See Fig. 2 & Fig.

3

).

O

perate the starting control or key switch
and motor the engine over on the starter until
an oil pressure of approximately 40 kPa (5 lb/
in²) is indicated on the pressure gauge.
Continue for a further 10 seconds to ensure
that the oil has reached the turbochargers,
and stop the engine by releasing the start
control. Disconnect the battery leads and
reconnect the electric plug in the actuator.
Reconnect the battery leads.

PRIMING THE TURBOCHARGERS ON
ENGINES FITTED WITH REGULATEURS
EUROPA OR HYDRAULIC GOVERNORS

Let the engine run without load for about 5
minutes ensuring the lubricating oil has
reached the turbochargers.

PRIMING THE TURBOCHARGERS ON
ENGINES FITTED WITH A WOODWARD
TYPE UG10 OR 3161 HYDRAULIC
GOVERNOR

NOTE: It is recommended that for initial

starting of new or overhauled engines, that
the load is disengaged, with the governor
speed control lever in the minimum speed
position, the shutdown solenoid in the STOP
position and the air shut-off valves manually
set to the run position (see Fig. 4 and

Fig.

1

1

).

Check the oil level by means of the sight
gauge. If necessary, add new SAE 30 or
SAE15W/40 engine oil (after lifting the filler
cap) to bring the oil up to the correct level
(see Fig. 2). Ensure that the fuel supply to
t

he engine is turned off.

Key
(Fig. 4)
1 Low speed stop
2 Oil filler
3 Compensation adjustment
4 Oil drain plug
5 Compensating needle valve
6 High speed stop
7 Oil level gauge

With the speed control unit set in the idling
position, (for generator duty the governor
minimum and maximum speed stops are
factory set) ensure that the governor speed
lever is in the minimum speed position. Turn
the key in the instrument panel from the stop
position to the start position and motor the
engine over on the starter until the oil
pressure gauge registers approximately 40
kPa (5 lb/in²). Continue cranking for a further
10 seconds to ensure that the oil has
reached the turbochargers.

WARNING

THE OPERATOR

MUST BE IN A TO
PRESS THE EMERGENCY STOP
BUTTON IN THE EVENT OF A
PROTECTION EQUIPMENT FAILURE.

Fig. 4

1

2

3

4

5

6

7

OPERATING INSTRUCTIONS

4012/16 Diesel, February 1997 2

5

BATTERIES (SUPPLIED DRY CHARGED)
See Installation Manual

Check the level of electrolyte in each battery
cell which should be approximately 8 mm
above the plates. Using a hydrometer, check
that the batteries are fully charged. A fully
charged battery will have a specific gravity of

1.27 to 1.285, assuming the air temperature
is below 32°C. For higher temperatures the
specific gravity will be 1.24 to 1.255. When
topping up the batteries always use pure
distilled water and always replace the plugs
after filling.

WARNING

HAND PROTECTION

MUST BE WORN
WHEN CHECKING THE BATTERY
ELECTROLYTE. NEVER CHECK WITH A
NAKED FLAME.

WARNING

NEVER CONNECT A

BATTERY INTO THE
SYSTEM WITHOUT FIRST CHECKING
THE POLARITY AND VOLTAGE. NEVER
DISCONNECT THE BATTERY WHILST
THE ENGINE IS RUNNING. NEVER
FLASH CONNECTIONS TO CHECK FOR
CURRENT FLOW.

OPERATING INSTRUCTIONS

26 4

012/16 Diesel, February 1997

PRIMING AND VENTING THE FUEL
SYSTEM AS FITTED ON THE EARLIER 12
& 16 CYLINDER ENGINES.

Loosen the union nut on the fuel feed pipe
from the fuel filter, Fig. 5.

Operate the priming pump by pressing the
rubber button Fig. 6. Continue priming until
air free fuel flows from the union. Re-tighten
the union nut.

Then slacken off the vent plugs located at
the opposite to flywheel end of 'A' and 'B'
bank fuel return rails, Fig. 7 and continue
priming until air free fuel flows. Tighten the
vent plugs.

When priming a fuel system fitted with
changeover fuel filters, undo the left hand
bleed screws 'L' (see Fig. 8). Operate the
priming pump by pressing the rubber button
(see Fig. 6), until air free fuel flows from the
bleed screws. Retighten the left bleed
screws 'L'. Repeat the above operation with
the right hand bleed screws 'R' until all four
filters have been primed with fuel.

Slacken off the vent plugs located at the front
end of both fuel return rails (see Fig. 7) and
continue priming until air free fuel flows.
Retighten the vent plugs.

Key
(Fig. 6 & Fig. 7)
1 Priming pump
2 Strainer
3 Vent plug

Fig. 5

Fig. 6

1

2

Fig. 7

3

Fig. 8

L

L

R

R

OPERATING INSTRUCTIONS

4012/16 Diesel, February 1997 2

7

PRIMING AND VENTING THE FUEL
SYSTEM AS FITTED ON LATER 12 & 16
CYLINDER ENGINES

Loosen the union nut on the fuel feed pipe to
the front cylinder head on the fuel rail Fig. 9.

NOTE: The fuel system should not be bled
from the water trap/sedimenter filter (if
fitted), since this is on the suction side of the
lift pump. Fig. 10. However, it is important to
drain the water from this unit periodically. Do
not operate the priming pump but unscrew
the valve at the bottom of the filter about 4
turns until it drops down about 25 mm (1
inch). Allow the water to drain out and then
screw the valve back in until it is hand tight.

Operate the priming pump by pressing the
rubber button Fig. 10. Continue priming until
air free fuel flows from the union. Re-tighten
the union nut.

FILLING THE COOLING SYSTEMS

The use of non-inhibited water is not
recommended owing to chemical reactions
which can result in corrosion and furring-up
of the cooling system. A solution of either
universal anti-freeze or corrosion
preventative and water must be used. Refer
to page 21.

A

fter installation and before the first start
remove the radiator cap, see Fig. 11. Fill the
cooling system and run the engine off-load
for one minute to ensure that the system is
completely filled. Stop the engine and top up
the system to within 25 mm (1") of the top of
the filler neck then replace the cap. Should
the engine be fitted with water cooled
exhaust manifolds, these will need bleeding.
(Older engines without vent pipes only).
(See Workshop Manual Section Q3).

K

ey
(Fig. 10 & Fig. 11)
1 Normal fuel flow
2 Priming circuit
3 Water trap/sedimenter
4 Drain valve - DO NOT open when

engine running

5 Radiator cap

WARNING

THE COOLING

SYSTEM IS
PRESSURISED - DO NOT REMOVE THE
FILLER CAP FROM THE RADIATOR
WHILE THE ENGINE IS HOT. HAND
PROTECTION MUST BE WORN.

Fig. 9

Fig. 10

1
2

3

4

Fig. 11

5

OPERATING INSTRUCTIONS

28 4

012/16 Diesel, February 1997

INITIAL STARTING OF THE ENGINE
WHEN FITTED WITH THE ELECTRONIC
GOVERNOR

With the load disengaged, ensure that the
stop control on engine/panel is in the 'stop'
position, and that the air shut-off valves have
been manually set to the 'run' position (see

Fig. 12) typical installation.

EARLIER ENGINES NOT FITTED WITH
AN ENGINE STOP LEVER

Disconnect the battery leads and remove the
electric plug from the Heinzmann actuator by
unscrewing the locking collar and pulling the
plug out of its socket.

Press the emergency stop button to de­energise the stop solenoids, to prevent the
governor levers moving into the 'run'
position.

Reconnect the battery leads.

LATER ENGINES FITTED WITH AN
ENGINE STOP LEVER

In order to prevent the engine running up to
its rated speed when operating the key
switch, it will be necessary to hold the stop
lever in the 'stop' position. Fig. 13.

Key
(Fig. 12 & Fig. 13)
1 Closed (stop)
2 Latched in (run)
3 Governor lever
4 Stop position
5 Run position
6 Solenoid energised
7 Solenoid de-energised

WARNING

ALWAYS BE IN A

POSITION TO
MANUALLY STOP THE ENGINE IN THE
EVENT OF A MALFUNCTION BY
OPERATING THE EMERGENCY STOP
BUTTON.

Fig. 12

1

2

Fig. 13

3

4

6

7

5

OPERATING INSTRUCTIONS

4012/16 Diesel, February 1997 2

9

INITIAL STARTING OF THE ENGINE
WHEN FITTED WITH THE
REGULATEURS EUROPA 2100
HYDRAULIC GOVERNOR

NOTE: It is recommended that for initial

starting of new or overhauled engines, any
automatic starting or control systems are by­passed and the engine is controlled
manually with the load disengaged, but with
the air shut-off valves manually set to the
'run' position (see Fig. 12).

R

emove the filler plug from the top face of
the governor and fill with oil to the line in the
sight glass (see Fig. 14). Refer to

Workshop Manual, Section AA41 for the

c

orrect grade of oil. Replace the plug.
Ensure that the fuel supply to the engine is
turned off.

Rotate the engine using the cranking device,
as described on page 55, in the correct
d

irection of rotation for two revolutions to
ensure that all working parts are free.

Disengage or remove the cranking device
immediately after use.

NOTE: When the engine is fitted with three

starter motors i.e. two electric and maybe
one air starter then on early engines one of
the starters may need to be removed to
enable the cranking device to be fitted.

The minimum and maximum speed stops
are factory set. Reduce the governor speed
setting by turning the hand wheel clockwise
until there is no further movement of the
output levers.

Key
(Fig. 14)
1 Locknut
2 Solenoid energised to stop
3 Minimum speed stop screw
4 Maximum speed stop screw
5 Oil filler plug
6 Hand control wheel
7 Oil level sight glass

Ensure the starting batteries are fully
charged. Energise the shutdown solenoid
('stop' position) and motor the engine over
on the starter until the oil pressure gauge
registers approximately 40 kPa (5 lb/in²).
Continue cranking for a further 10 seconds,
to ensure that the oil has reached the
turbochargers. Stop the engine by releasing
the start control and visually check the
engine for fuel or oil leaks, rectifying where
necessary. Turn on the fuel supply and bleed
the fuel system. Ensuring that the shutdown
solenoid is de-energised ('run' position)
crank the engine on the starter. The engine
should start and run up to the minimum
speed setting. Increase the engine speed by
turning the hand wheel anti-clockwise until
there is no further movement of the output
levers. With the engine running up to the
maximum speed setting, adjust the hand
wheel to obtain the desired operating speed.

Check the engine for fuel and oil leaks. Apply
load.

WARNING

UNDER NORMAL

CONDITIONS
GENERATING SETS MUST NOT BE RUN
AT LESS THAN THEIR NORMAL
OPERATING SPEED. OPERATION
BELOW THIS SPEED WILL DAMAGE
THE AUTOMATIC VOLTAGE
REGULATOR (AVR) THEREFORE
ISOLATE THE AVR BEFORE REDUCING
THE ENGINE SPEED.

Fig. 14

2

3

4

5

6

7

1

OPERATING INSTRUCTIONS

30 4

012/16 Diesel, February 1997

NORMAL STARTING PROCEDURE
WHEN FITTED WITH THE
REGULATEURS EUROPA 2100
GOVERNOR AND A WOODWARD TYPE
UG10 OR 3161

Ensure that where possible the load is off.
Set the engine switch to the 'run' position and
press the starter button, the engine should
start immediately and run up to full speed.

If the engine does not start within a few
seconds, do not keep the starter engaged,
let the engine come to rest and begin again.
Allow 15 seconds between start attempts. If
the engine fails to start after several
attempts, do not persist in motoring the
engine but investigate the cause. Check oil
pressure, for fuel and oil leaks and that the
ammeter in the instrument panel is showing
charge to the engine batteries. Allow the
engine to run for 5 minutes. Check
instruments are reading correctly. Apply
load.

NORMAL STARTING PROCEDURE
WHEN FITTED WITH THE HEINZMANN
E16 AND WOODWARD PROACT II
ELECTRONIC GOVERNOR

Operate the start control, which will energise
the solenoid and allow the governor lever to
move to the 'run' position Fig. 11, the engine
should then start immediately. Again check
the oil pressure, for any fuel or oil leaks, and
that the ammeter in the instrument panel is
showing charge to the engine batteries.
Allow the engine to run for five minutes,
checking that instruments are reading
correctly. Apply load.

OPERATING INSTRUCTIONS

4012/16 Diesel, February 1997 3

1

ENGINE SHUTDOWN

The engine is normally stopped by operating
an electric stop control via a key switch. In
this case it is only necessary to turn the key
in an anti-clockwise direction which de­energises the stop solenoids to stop the
engine. The solenoids remain de-energised
until the engine is started up again.

NOTE: For engines fitted with Regulateurs
Europa 2100, Woodward UG 10 or 3161
hydraulic governors, the 'stop' solenoids are
built into the governors and they are
energised to stop (ETS) the engine and de­energised shortly after the engine stops.

Should the engine stop due to the air shut-off
valves being operated, it is imperative that
the cause of the fault be investigated
immediately.

It is essential to allow the engine to run at no
load for 3 - 5 minutes before stopping to
allow the circulating lubricating oil to take the
heat away from the bearings and shafts, etc.
This is especially important with
turbocharged engines where extremely high
temperatures are experienced within the
turbocharger. Heat rise by suddenly
stopping an engine on load can cause
seizure of bearings and damage to oil seals.

NOTE: Excessive idling of the engine will
result in only partial burning of the fuel,
causing high carbon build-up on injector
nozzles, valves, piston rings, etc. Also
unburnt fuel will tend to wash the
lubricating oil from cylinder bores and
dilute the oil in the sump. This can
eventually cause inefficient lubrication of
bearings and result in seizure.

WARNING

DO NOT RUN THE

ENGINE AT LOW
SPEEDS OR LOADS. IF THE ENGINE IS
NOT BEING USED SHUT IT DOWN.

LIGHT LOAD OPERATION & STANDBY GENERATING SETS

32 4

012/16 Diesel, February 1997

If an engine is operated on a load less than
25-30% of its rated output, certain symptoms
will be observed which may give cause for
concern.

The usual results of this operation are
heavier than normal lubricating oil
consumption, and oil leaks from the air and
exhaust manifolds. This condition is
particularly evident on stand-by generator
set applications where a weekly exercise on
no load is the usual practice.

These phenomena are due to the fact that:
1 Turbocharger oil seals are not fully

effective on light load which results in oil
being delivered together with the air into
the engine air manifolds.

2 The cylinder temperatures are too low to

ensure complete burning of all the fuel
delivered. This results in an unsightly
drip from the exhaust manifold
junctions. A further result is that of
abnormal carbon build-up on the valves,
piston crowns and exhaust ports, thus
the normal service interval of 2500
hours between top overhauls may have
to be reduced. Fuel dilution of the
lubricating oil will also occur.

To alleviate this condition the following
recommendations are made:-

1 Running on light load should be avoided

or reduced to the minimum period. If
weekly exercising on no load is carried
out, the running period should be kept
down to say, 10 minutes, or until the
battery charging rate returns to normal.
Periodically site load should be applied
(min 25%) through the year.

2 Every year the engine or generator set

should be run for four hours, to burn off
accumulations of carbon in the engine
and exhaust system. This will require
the use of a 'dummy load', which
should be built up gradually from zero to
the maximum over a four hour run.

On standby sets, air cleaner elements
should be changed annually.
Lubricating oil and fuel filter elements
should be changed every six months.
The fuel pump injectors should be
checked every 2 years.

INSTRUMENT PANEL (ENGINE MOUNTED)

4012/16 Diesel, February 1997 3

3

DESCRIPTION

The instrument panel is flexibly mounted on the engine (see Fig. 15). The basic engine
mounted panel includes the instruments associated with the engine only, which show the
readings for the following conditions:

1 Cooling water temperature 4 Battery charging rate 7 Fuse holder
2 Lubricating oil temperature 5 Speed and hours run 8 Exhaust temperature
3 Lubricating oil pressure 6 Keyswitch gauge (when fitted)

Fig.15

1

2

34

8

6

7

1

2 3

5

INSTRUMENT PANEL

34 4

012/16 Diesel, February 1997

1 Engine water temperature gauge

(Fahrenheit/Centigrade) Fig. 16
The coolant temperature during normal

operation should be between 65°C ­85°C (149°F - 185°F). If the temperature
should rise above 93°C (200°F) for a
prolonged period of time, stop the
engine and investigate the cause. The
engine should, on the other hand, not be
run at too low a temperature for long
periods either.

2 Engine oil temperature gauge

(Fahrenheit/Centigrade) Fig. 17
The lubricating oil temperature should

be between 80°C - 90°C (176°F ­194°F) when the engine is hot. If the
temperature should rise above 115°C
(240°F), stop the engine immediately
and investigate the cause.

3 Engine oil pressure gauge Fig. 18

(pounds per square inch/kiloPascal x

100)
The lubricating oil pressure should be

between 276 - 413 kPa (40 - 60 lb/in2)
when the engine is hot. If the pressure
should drop below 200 kPa (30 lb/in2) at
higher engine speeds than idling, stop
the engine immediately and investigate
the cause.

4 Ammeter (Ampere) Fig. 19

The ammeter indicates at what charging
current the battery is being charged by
the alternator, or to what extent current
is taken from the battery without the
battery being recharged.

Fig. 16

Fig. 17

Fig.18

Fig. 19

INSTRUMENT PANEL

4012/16 Diesel, February 1997 3

5

5 Engine tachometer and hour counter

(revolutions per minute x 1000 and
hours) Fig. 20

The electrically operated tachometer/
hour counter shows the speed of the
engine in r/min. and the actual operating
hours the engine has run. The
tachometer/hour counter starts
operating from an alternator voltage of
12 V onwards, which has already been
reached at engine idling speed.

6 Key switch (3 position) (Off/run/start)

The hand operated keyswitch with
switch lock is moved by a separate key
to the positions shown, (see Fig. 21)
viewed from front of switch.

7 Fuse holder

To protect the instrument panel a 2 amp
fuse is fitted to remove the fuse (1)
unscrew its holder (2) (see Fig. 21.1).

Key
(Fig. 21)
1 Off
2 Run
3 Start

Fig. 20

Fig. 21

1

2

3

Fig. 21.1

1

2

EXHAUST TEMPERATURE GAUGE (OPTIONAL)

36 4

012/16 Diesel, February 1997

DESCRIPTION

All exhaust temperature gauges are of the
high accuracy type with digital LCD display,
and are powered by the engine 24 volt
system.

A two-point gauge may be fitted to these
engines, measuring the exhaust
temperature of both banks after the
turbocharger (see Fig. 22, Fig. 23 and Fig

2

4).

NOTE: These gauges are wired with 'A' bank

defined as 'the left hand bank as viewed from
the FRONT (free end) of the engine'.

Key
(Fig. 22)
1 Red terminal
2 Compensating cables
3 Red terminal
4 Locknuts
5 Mounting bracket
6 Exhaust temperature gauge
7 Mounting bracket
8 Nylon connector
9 Armour braided cable
10 Exhaust bend
11 Thermocouple
12 Probe

Fig. 22

1

2

5

6

3

4

7

8

11

12

9

10

EXHAUST TEMPERATURE GAUGE (OPTIONAL)

4012/16 Diesel, February 1997 3

7

SPECIFICATION

Temperature range -20/+800°C
Resolution 1°C
Accuracy + 0.5% F.S.D.
Probe fitting 3/8" BSP
Terminal size to suit 4BA eyelet connector
Cable size 2 core 7 strand 0.1 mm dia.
Type of cable Compensating type K

i.e. nickel/chrome or

nickel/alumel to British

Standard 4937 alternatively

copper/constantan

Supply 24V DC or PP3 lithium
battery

(earlier engines)

Key
(Fig. 23)
1 Push button to read (battery powered

only)

2 Switch

(Fig. 24)
1 24V DC Supply

Fig. 23

1

2

Fig. 24

1

EXHAUST TEMPERATURE GAUGE (OPTIONAL)

38 4

012/16 Diesel, February 1997

A four point gauge may also be fitted which
measures the exhaust temperature of both
banks before as well as after the
turbocharger (see Fig. 25 and Fig. 26).

NOTE: These gauges are wired with 'A'
bank defined as 'the left hand bank as
viewed from the FRONT (free end) of the
engine'.

With both the above gauges, a thermocouple
is inserted into each exhaust at the point to
be measured, and is connected via armour
braided cable to a nylon terminal connector.
Type K compensating cables are used to
connect the nylon terminal connector to the
gauge. (see Fig. 22).

W

iring is quite straightforward, with the
positive (red) terminal on the nylon terminal
connector, connected to its corresponding
positive (red) terminal at the back of the
gauge (see

Figs. 22, 24 and 26).

Key
(Fig. 26)
1 24V DC Suppy

Fig. 25

Fig. 26

1

MAINTENANCE SCHEDULE & CHECKLISTS

4012/16 Diesel, February 1997 3

9

Towards the rear of this section are two
check sheets, one for continuous duty sets
and one for standby duty sets, which are to
be used as a guide for operators and
maintenance personnel. The following
schedule details some of the maintenance to
be carried out as in the maintenance check
lists. However, not all are detailed. In these
cases please refer to the Workshop

M

anual

. The Schedule within this section
will be perfectly suitable for an engine
working under average conditions. If your
engine is working under particularly arduous,
dirty or dusty conditions, it will be necessary
to undertake more frequent servicing,
particularly in respect of the lubricating oil,
fuel systems and air cleaners. Correct and
regular maintenance will help prolong the life
of your engine.

The periods referred to throughout this
maintenance section are true engine running
hours as indicated on the hour recorder fitted
in the instrument panel.

DAILY INSPECTION

LUBRICATING OIL LEVEL

With the engine stopped for at least 5
minutes withdraw the dipstick, wipe clean
and re-insert into the sump. After waiting 5 ­10 seconds for the oil level to stabilise,
withdraw and check the oil level in relation to
the two marks on the dipstick. If the level is
below the top mark, remove the oil filler cap
and add the correct grade of oil to bring the
level up to the top mark. Always replace the
filler cap immediately replenishment is
completed.

COOLANT LEVEL

With the engine stopped, remove radiator
cap; the coolant should be 25 mm (1") below
the top of the filler neck. If the level is low top
up with a solution of water and inhibitor or
water and anti-freeze similar to that already
in the engine. Refer to page 21.

L

EAKS

Visually check the engine for fuel, oil, coolant
and exhaust leaks, repairing where
necessary.

AIR FILTER MAINTENANCE

(See Section A4 Maintenance Manual)
The middle section of the restriction indicator

'A' will remain clear while the air cleaner is in
a serviceable condition. When the filter
reaches its contamination limit the restriction
indicator will sense the change in manifold
pressure and middle section 'A' will change
to red. At this point the air filter must be
changed. When the air filters have been
changed reset the indicator by pressing
button 'B'. (See Fig. 26.1). Check this signal
daily.

WARNING

MAKE QUITE

CERTAIN THE
ENGINE CANNOT BE STARTED
BEFORE UNDERTAKING ANY
MAINTENANCE, PARTICULARLY IN THE
CASE OF AUTOMATICALLY STARTING
GENERATING SETS.

Fig. 26.1

A

B

WARNING

THE COOLING

SYSTEM IS
PRESSURISED - DO NOT REMOVE THE
FILLER CAP WHEN THE ENGINE IS HOT.
HAND PROTECTION MUST BE WORN.

MAINTENANCE SCHEDULE & CHECKLISTS

40 4

012/16 Diesel, February 1997

AIR FILTER MAINTENANCE
GENERAL SERVICING INSTRUCTIONS

Servicing procedures include replacing the
filter element, cleaning the filter housing, and
assuring that all piping and hose
connections from the filter outlet to the
turbocharger intake are sealed and airtight.
(See Fig. 27).

Key
(Fig. 27)
1 Mesh guard
2 Element
3 End cover
4 Pre-cleaner (Cyclone unit) (Optional)

WARNING

REPLACE ANY

ELEMENT WHICH IS
DAMAGED. NEVER EXCEED
RECOMMENDED MAXIMUM. NEVER
BLOW DIRT OUT OF THE FILTER
HOUSING. THIS MAY INTROSUCE
DUST INTO THE ENGINE. INSTEAD,
USE A CLEAN, DAMP CLOTH. DO NOT
OIL THE ELEMENT. ALWAYS USE EYE
PROTECTION WHEN USING
COMPRESSED AIR.

WARNING

DISCONNECT

BATTERIES OR ANY
OTHER MEANS OF STARTING ENGINE.

Fig. 27

1

2

3

4

MAINTENANCE SCHEDULE & CHECKLISTS

4012/16 Diesel, February 1997 4

1

DAILY INSPECTION

DRAINING THE WATER TRAP/
SEDIMENTER (WHERE FITTED)

There are no moving parts or elements to
service, however daily open the drain plug to
remove collected water and sediment. The
plug is self retaining, unscrew until loose.
Leave open until clean fuel is seen. Screw
back in (see Fig. 28).

AFTER FIRST 50 HOURS ONLY
FENNER TAPER LOCK BUSHES
Maintenance Instructions

Experience has shown that taper lock
bushes, as fitted in the fan and alternator
driven pulleys, can work loose shortly after
being put into service. After a bush has been
run for the first 50 hours, check the tightness
of the screws. Tighten the screws gradually
and alternately until tightened to the required
torque (see

Torque Settings). Replace any

g

uards removed before running the engine

(see Fig. 29).

AFTER FIRST 100 HOURS
NEW OR REBUILT ENGINES

It is essential to carry out the following
maintenance procedure after the initial 100
hours.

Equalise bridge pieces and check valve
clearances (see pages 55-58).

E

VERY 250 HOURS OR EVERY 6

MONTHS
ENGINE OIL AND FILTERS

Change engine oil and filter (see page 48).
E

qualise bridge pieces and check valve

clearances (see pages 55-58).

Key
(Fig. 29)
1 Locating screw

WARNING

DISCONNECT

BATTERIES OR ANY
OTHER MEANS OF STARTING. ALWAYS
WEAR PROTECTIVE GLOVES.

Fig. 28

Fig. 29

MAINTENANCE SCHEDULE & CHECKLISTS

42 4

012/16 Diesel, February 1997

EVERY 250 HOURS OR 6 MONTHS

CENTRIFUGAL OIL FILTER (IF FITTED)

Stop the engine, and allow time for the oil to
drain back to the sump. Refer to Fig. 30.

1 Slacken safety clamp (1) unscrew cover

nut and lift off cover.

2 Lift off rotor assembly (2) having

allowed oil to drain from nozzles. The
rotor should be removed and replaced
on the spindle with extreme care in
order to ensure that bearings are not
damaged.

3 Secure rotor in dismantling tool T6253/

292. Unscrew rotor cover nut (3) and

separate rotor cover from body.

4 Remove standtube (4) using extraction

tool T6253/293 and clean.

5 Remove sludge from inside the rotor by

means of a spatula and wipe clean.
Ensure that all rotor components are
thoroughly cleaned and free from
deposits of dirt before reassembling the
rotor. Failure to do so could cause an
out-of-balance condition which will
accelerate bearing spindle wear.

6 Clean nozzle with brass wire. Examine

'O'-ring (5) and renew if damaged.

7 Reassemble rotor completely and

tighten top nut.

IMPORTANT: Ensure that rotor cover
and rotor body are always matched by
balance reference number and pin
location.

DO NOT INTERCHANGE ROTOR
COVERS.

8 Examine spindle journals, if damaged or

worn replace with body assembly
complete.

9 Reassemble filter completely, checking

that rotor revolves freely, then replace
filter body cover. Tighten cover nut and
secure safety clamp. The clamp ring
should be securely fitted at all times and
the filter should not be run without the
clamp ring fitted.

10 With engine running check all joints for

leakage. Check for excessive vibration.

See page 19 for oil change periods.

WARNING

DISCONNECT

BATTERIES OR ANY
OTHER MEANS OF STARTING.
ALWAYS WEAR PROTECTIVE GLOVES.

Fig. 30

2

1

3

4

5

MAINTENANCE SCHEDULE & CHECKLISTS

43 4

012/16 Diesel, February 1997

EVERY 250 HOURS OR EVERY 6
MONTHS

ALTERNATOR DRIVE BELT

Remove the small mesh guard around the
alternator. The toothed belt used to drive the
alternator relies on tooth engagement to
transmit load. It does not require pre-loading,
however a slight initial tension to ensure that
the belt fits snugly round the pulleys is
desirable. Using light pressure midway
between the two pulleys a total deflection of

1.5 mm (1/16") is satisfactory (see Fig. 31).
Refit the guard.

Key

(Fig. 31)

1 Pulley guard

2 Tensioning arm

3 Drive guard

4 Pivot bracket and bolt

MAINTENANCE OF COOLANT

COOLING SYSTEM

Check the specific gravity and the pH value
of the coolant (see page 25 of the

W

orkshop Manual). Visually check the

radiator core for debris causing air
restriction.

FAN BELTS

Fan belts should be checked for wear and
condition, particularly the following faults:

a Small cracks on 'V'-belt side and base.

Generally caused by lack of belt tension
but excessive heat and/or chemical
fumes can also give same failure.

b 'V'-belt swelling or softening.

Caused by excessive contamination by
oil, certain cutting fluids or rubber
solvent.

c Whipping during running.

Usually caused by incorrect tensioning,
principally on long centre drives. If a
slightly higher (or lower) tension does
not cure the problem, there may be a
critical vibration frequency in the
system, which requires re-design or the
use of a banded belt.

WARNING

DISCONNECT

BATTERIES OR ANY
OTHER MEANS OF STARTING THE
ENGINE.

Fig. 31

1

2

3

MAINTENANCE SCHEDULE & CHECKLISTS

4012/16 Diesel, February 1997 4

4

EVERY 250 HOURS OR EVERY 6 MONTHS
BEARINGS AND BELTS (COVRAD

RADIATOR)

Remove the mesh guard around the fan
belts, grease the fan bearings (2) and jockey
pulley bearings (4) Fig. 32, using high
melting point lithium LM grease at greasing
points (5).

Check the tension and wear of the fan belts.
Using moderate thumb pressure midway
between the crankshaft and fan pulley, a
total deflection of 12.5 mm (1/2") is
satisfactory.

If the fan belts are worn, the complete set
should be replaced and the fan pulley to
crankshaft pulley alignment checked.

If adjustment is found necessary, slacken
the two adjusting screws (3) and using a tube
extension (6) fitted over either the fan or
jockey pulley adjusting tag (1), move
outwards to tension the belts and inwards to
slacken the belts. Having set the tension of
the belts, tighten the adjusting screws (3)
and refit the fan belt guard.

FAN BEARINGS AND BELTS
(BEARWARD RADIATOR)

Remove the mesh guard around the fan
belts. The fan bearings (1) and jockey pulley
bearings (2) do not need greasing as these
are of the pre-packed type.

Check the tension and wear of the fan belts.
Using moderate thumb pressure midway
between the crankshaft and fan pulley (1), a
total deflection of 12.5 mm (1/2") is
satisfactory (see Fig. 33). If one or more fan
belts are faulty, a complete set must
always be fitted, and the fan pulley to
crankshaft pulley alignment checked. If
adjustment is found necessary slacken the
locking bolts (3) and adjust nut (4) either way
retighten locking bolts (3) and adjusting nut
(4).

WARNING

DISCONNECT

BATTERIES OR ANY
OTHER MEANS OF STARTING THE
ENGINE.

Fig. 32

1

2

3

4

5

6

Fig. 33

1

2

3

4

MAINTENANCE SCHEDULE & CHECKLISTS

45 4

012/16 Diesel, February 1997

EVERY 250 HOURS OR EVERY 6 MONTHS

CRANKCASE BREATHER, EARLIER
ENGINES (RADIATOR COOLED)

An extension pipe runs from both sides of the
engine gearcase to the engine breathers,
which are mounted on each side of the
radiator Fig. 34 and Fig. 35. Unscrew each
breather by turning it anti-clockwise. Wash it
thoroughly. Shake it as dry as possible,
finally blow it dry with compressed air and
screw the breather firmly back into position.

WARNING

DISCONNECT

BATTERIES OR ANY
OTHER MEANS OF STARTING. ALWAYS
WEAR EYE PROTECTION AND
PROTECTIVE GLOVES WHEN
CLEANING BREATHER.

Fig. 34

Fig. 35

MAINTENANCE SCHEDULE & CHECKLISTS

4012/16 Diesel, February 1997 4

6

EVERY 250 HOURS OR EVERY 6 MONTHS

CRANKCASE BREATHER (HEAT
EXCHANGER COOLED ENGINES)

The crankcase breathers are mounted on
the side of each thermostat housing and are
connected to the engine via an extension
pipe and bend fitted on each side of the
gearcase (see Fig. 37). To clean a breather,
unscrew the cap see Fig. 36 by turning anti­clockwise and wash it thoroughly. Shake it
as dry as possible, blow dry with
compressed air and screw it firmly back into
position.

AS FITTED ON 4012 (EARLIER ENGINES)

Fig. 36

Fig. 37

MAINTENANCE SCHEDULE & CHECKLISTS

47 4

012/16 Diesel, February 1997

EARLY 250 HOURS OR 6 MONTHS

CRANKCASE BREATHER (RADIATOR
OR HEAT LATEST EXCHANGER
COOLED ENGINES)

The crankcase breathers are mounted on
the side of the thermostat housings and are
connected to the engine via an extension
pipe and bend fitted on each side of the
gearcase (see Fig. 39). To clean the
breather remove the top cover see Fig. 38
and withdraw the two wire mesh elements
and wash thoroughly. Shake as dry as
possible, finally blow dry with an air line.
Refit the elements into the breather body,
and fit the top cover firmly back into position.

NOTE: When replacing the cover check the
sealing gasket is in good condition and the
cover has located on its dowel.

AS FITTED ON ALL 4016 ENGINES AND
4012 (CURRENT ENGINES)

Fig. 38

Fi

g. 39

MAINTENANCE SCHEDULE & CHECKLISTS

4012/16 Diesel, February 1997 4

8

EVERY 250 HOURS OR EVERY 6 MONTHS
CLOSED CIRCUIT BREATHER SYSTEM

(IF FITTED)

The closed circuit separators are mounted
just behind the thermostat housing via an
expansion pipe and hose bend which is fitted
on each side of the gearcase and is
connected to the air inlet via the breather
valve see Fig. 41.

To clean the breather separator remove the
complete unit from the engine remove the
top cover and withdraw the foam element
(see Fig. 40), check for oil saturation wash
thoroughly (with a suitable detergent), shake
as dry as possible and finally blow dry with
compressed air. Check the lower body for
sludge contamination build up and clean as
above. Finally refit in reverse order.

Fig. 40

Fig. 41

MAINTENANCE SCHEDULE & CHECKLISTS

49 4

012/16 Diesel, February 1997

EVERY 250 HOURS OR EVERY 6 MONTHS

Two breather valves are mounted in the
circuit. To remove release the pipe clips and
pull away from the valve manifold. Wash the
breather thoroughly (with a suitable
detergent) paying particular attention to any
deposits on the internal area of the breather.
Shake as dry as possible and blow dry with
compressed air.

Before refitting ensure that the cup at the
base of the two breather valves are full of
clean engine oil (see Fig. 42).

Key
(Fig. 42)
1 Breather valve
2 Fill with clean engine oil

Fig. 42

1

2

MAINTENANCE SCHEDULE & CHECKLISTS

4012/16 Diesel, February 1997 5

0

EVERY 250 HOURS OR EVERY 6 MONTHS

CHANGING ENGINE OIL AND OIL FILTERS
(STANDARD HORIZONTAL TYPE)

With the engine stopped, place a suitable
container of at least 214 litres (47 gal)
beneath the drain plug (which is situated on
the bottom edge of the sump directly under
the dipstick). Remove the drain plug and
allow the oil to drain. This operation is best
carried out while the engine is still warm as
the thinner oil will drain more quickly. While
the oil is draining remove all three oil filters
per bank, two on the main header supplying
the bearings and one on the single header
supplying the piston jets, by turning them
anti-clockwise with a strap wrench Fig. 43).

NOTE: Removal of the oil filters will allow
an escape of oil from the filter headers. It is
therefore recommended that a suitable
container of at least 5 litres (1 gal) capacity is
positioned under each header prior to filter
removal as the oil filters are of the disposable
canister type they must be thrown away. Fill
the oil filters with clean engine oil prior to
fitting. Wipe clean the sealing faces and
threaded bosses of the header. Smear
engine oil on the captive rubber sealing ring
and carefully screw each new filter up to the
oil header using firm hand pressure only.

Having drained the engine oil, refit the drain
plug and fill the engine with the appropriate
grade of new oil (see pages 19 & 20 ).
E

nsure that the switch on the control panel
and fuel stop lever on the engine are both in
their respective 'stop' positions, and that the
air shut-off valves have been manually set to
the 'run' position (see

Fig. 2). Then motor

t

he engine over on the starter until a
pressure of approximately 40 kPa (5lb/in2) is
indicated on the pressure gauge, thus
ensuring that the oil filters are full and the
turbocharger bearings are primed (see page

23

). Check the dipstick and add more oil if

n

ecessary.

CHANGING THE OPTIONAL CHANGE­OVER LUBRICATING OIL FILTERS

These special duplex filters are normally
intended for use on long running engines, or
where a servicing requirement may occur
when it is impossible to stop the engine to
change the filters. For this reason they are
fitted with a three way change over valve in
the head, which enables the elements to be
changed, one at a time whilst the engine
continues to run. They are normally mounted
on the engine, but they may also be remotely
mounted and connected to the engine by
means of flexible pipes.

NOTE: If the flexible connections to the filter
are removed for any reason, it is essential
that they are reconnected correctly to avoid
unfiltered oil getting into the engine. See Fig.

4

4. Failure to change filters when due can

also lead to trouble from unfiltered oil.

Always fill a replacement filter with clean
engine oil before fitting.

WARNING

DISCONNECT

BATTERIES OR ANY
OTHER MEANS OF STARTING. WEAR
PROTECTIVE GLOVES.

Fig. 43

WARNING

IT IS ESSENTIAL TO

PRIME THE SYSTEM
AFTER AN OIL AND FILTER CHANGE TO
AVOID OIL STARVATION PROBLEMS,
WITH AUTOMATICALLY STARTING
GENERATOR SETS, WHICH TAKE FULL
LOAD IMMEDIATELY AFTER STARTING.

MAINTENANCE SCHEDULE & CHECKLISTS

51 4

012/16 Diesel, February 1997

EVERY 250 HOURS OR 6 MONTHS
CHANGING THE FILTER ELEMENTS

WHEN THE ENGINE IS STOPPED

All that is necessary is to unscrew the
canisters with a strap wrench as shown in
Fig. 44, without moving the change-over
valve, as there is no pressure in the system
when the engine is stationary. The underside
of the header is then wiped clean, and a
smear of clean oil applied to the sealing rings
on the new canisters, before screwing them
up by hand and tightening them by no more
than three quarters of a turn after the seals
contact the header. Check for leaks after the
engine is restarted.

Key
(Fig. 44)
1 Change right filter
2 Normal running
3 Change left filter

Early Engines (optional)

Fig. 44

1

2

3

MAINTENANCE SCHEDULE & CHECKLISTS

4012/16 Diesel, February 1997 5

2

EVERY 250 HOURS OR 6 MONTHS

CHANGING THE CHANGE OVER FILTER
ELEMENTS WITHOUT STOPPING THE
ENGINE

If the filters must be changed without
stopping the engine. The normal position of
the change-over valve is with the leg of the
'T' mark pointing upwards, see Fig. 44 or 45,
w

hen both filter elements are in circuit.
Turning the valve so that the leg of the 'T'
points to the left puts the right hand filter out
of service, so that it may be exchanged for a
new one which should be filled with new oil
before screwing the canister into position
using firm hand pressure only. Turning the
valve so that the leg of the 'T' points to the
right puts the left hand filter out of service, so
that this one can now be exchanged for a
new canister also primed with oil as before.
The valve is then returned to its original
position, so that both elements of the filter
are back in service. Check for leaks before
leaving the engine and increasing its speed.

Later Engines (Optional)

NOTE: Prepare for some spillage of oil as

each canister is removed, by placing a bowl
of about 5 litres or 1 gallon capacity under
the filters.

NOTE: If the pipes connecting the change­over oil filters to the engine are removed for
any reason, it is essential that they be
reconnected correctly to avoid unfiltered oil
getting into the system. See Fig. 44 or 45.

L

eft hand side pipe (A) fitted to the oil cooler

header fits to the front of the oil filter header.

Right hand side pipe (B) fitted to the oil
cooler header fits to the rear of the filter
header.

Key

(Fig. 45)

1 Change right filter

2 Normal running

3 Change left filter

Fig. 45

A

B

1

2

3

MAINTENANCE SCHEDULE & CHECKLISTS

53 4

012/16 Diesel, February 1997

EVERY 250 HOURS OR EVERY 6 MONTHS
CHANGING FUEL FILTER ELEMENTS

NOTE: Ensure complete cleanliness is

adhered to.

HORIZONTAL FUEL FILTER (EARLY
ENGINES)

First turn off the fuel on installations having an
overhead supply, drain the sediment trap or
pre-fuel filter (if fitted) before filter removal.

Remove the two fuel filters (one filter on each
bank) located at the opposite end of the
engine to the flywheel, by turning them anti­clockwise with a strap wrench Fig. 46.

NOTE: Removal of the filters will allow an
escape of fuel from the filter housings and
pipes, it is therefore recommended that a
suitable container of at least 5 litres (1 gal)
capacity is positioned under each housing
prior to filter removal.

As the fuel filters are of the non-serviceable
canister type they must be thrown away.
Wipe clean the sealing faces and threaded
bosses of the housings. Smear clean engine
oil on the captive rubber sealing ring and
carefully screw the new canister up to the
housing using firm hand pressure only.

Turn on the fuel supply (if applicable) and
vent the fuel system (refer to pages 25-26).

t

he filters for leaks with the engine running.

Key
(Fig. 46)
1 Oil filters

FUEL FILTER AND WATER SEPARATOR
(FITTED TO 4012 ENGINES ONLY)

First turn off the fuel supply, drain the
sediment trap or pre-fuel filter (if fitted)
before filter renewal. Remove the fuel filter
canister, which is located on the side of the
gearcase, by unscrewing from the filter
header with a strap wrench (Fig. 47).

STRAINER (FITTED TO 4016 ENGINES
ONLY)

The screen inside the strainer body should
be removed for cleaning (using a suitable
cleaning agent) at the same time that the
filter elements are replaced. To remove the
screen, unscrew the cap nut under the body
and withdraw it, catching any spillage of fuel
in a 5 litre (1 gal) container.

WARNING

DISCONNECT

BATTERIES OR
OTHER MEANS OF STARTING. ALWAYS
WEAR PROTECTIVE GLOVES

Fig. 46

1

Fig. 47

MAINTENANCE SCHEDULE & CHECKLISTS

4012/16 Diesel, February 1997 5

4

EVERY 250 HOURS OR EVERY 6 MONTHS
CHANGING THE CHANGE OVER FUEL

FILTER ELEMENTS WHEN THE ENGINE
IS STOPPED

All that is necessary is to unscrew the
canisters with a strap wrench as shown in
Fig. 48, leaving the change-over lever in the
vertical position as there is no pressure in the
fuel system with the engine stationary. The
replacement canisters are screwed on by
hand, after applying a smear of clean engine
oil to the rubber seals, and tightening by firm
hand pressure only. Bleed the air from the
new filters by slackening the vent screws
and operating the priming pump. Check for
leaks when the engine is restarted.

CHANGING THE CHANGE OVER FUEL
FILTER ELEMENTS WHEN THE ENGINE
IS RUNNING

The normal position of the change-over
valve lever is vertically upwards, when both
filters are in circuit. Turning the lever to the
left, puts the right hand filter out of service,
so that the right hand canister may be
exchanged for a new one, smearing the seal
with clean engine oil and tightening by firm
hand pressure only. Bleed the air from the
new filter by means of the vent screw as the
lever is returned to the vertical position.
Turning the lever so that it points the right,
puts the left hand filter out of service so that
it can then be exchanged for a new one, as
before. Again bleed the air from the new filter
as the lever is returned to its normal vertical
position, so that both elements are back in
circuit, and check for leaks before leaving
the engine.

NOTE: Prepare for some spillage of fuel by
placing a bowl of about 5 litres or 1 gallon
capacity under the filter when changing the
capacities.

CLEANING WATER TRAP/SEDIMENTER
(WHERE FITTED)

Open drain plug (1) to remove collected
water and sediment. The plug is self
retaining, leave open until clean fuel is seen
then screw back in see page 41. Remove
t

he bowl by unscrewing three screws (2).
Clean thoroughly all components and dry
with compressed air. Replace joint washer if
damaged.

FUEL SUPPLY AND PRIMING CIRCUITS
MAINTENANCE INSTRUCTIONS

FUEL LIFT PUMP

For information on the lift pump see Section

K

K1 of the Workshop Manual

.

HAND PRIMING PUMP (OPTIONAL)

The pump requires no maintenance but
should it fail to operate a replacement unit is
required.

WARNING

DISCONNECT

BATTERIES OR ANY
OTHER MEANS OF STARTING.
ALWAYS WEAR PROTECTIVE GLOVES.

Fig. 48

1

Fig. 48.1

2

1

MAINTENANCE SCHEDULE & CHECKLISTS

55 4

012/16 Diesel, February 1997

EVERY 250 HOURS OR 6 MONTHS

EQUALISE ROCKER BRIDGES AND
SETTING VALVE CLEARANCES

NOTE: The bridge pieces must be set before

attempting to set the valve clearances.

Remove the 4 slot headed screws from each
rocker cover, lift off the covers and peel off
and throw away the old gaskets Fig. 49.

To set the valve clearances and bridge
pieces the appropriate valves must be
rocking, use the table on

page 56.

NO

TE: For cylinder designation see Data

Data on page 11

.

In order that the engine may be rotated while
the batteries are disconnected an engine
rotating device can be fitted to a spare starter
motor hole in the flywheel housing Fig. 50.
This is fitted with a cover which is removed
by unscrewing the retaining screw. Then
using a socket and ratchet wrench press
against the spring loaded bolt head until the
pinion engages with the flywheel gear and
rotate the engine to the desired position by
turning in the direction of the arrow. When
the engine is fitted with three starters, one of
them may need to be removed to enable the
above device to be fitted.

WARNING

DISCONNECT

BATTERIES AND
OTHER MEANS OF STARTING THE
ENGINE.

Fig. 49

Fig

. 5

0

MAINTENANCE SCHEDULE & CHECKLISTS

4012/16 Diesel, February 1997 5

6

Engine 4012

T.D.C.

Valves Rocking on

Cylinder No.

Set Bridge Pieces

and Valve Clearances

on Cylinder no.

A1 & A6 A6 A1
B1 & B6 B1 B6
A2 & A5 A2 A5
B2 & B5 B5 B2
A3 & A4 A4 A3
B3 & B4 B3 B4
A1 & A6 A1 A6
B1 & B6 B6 B1
A2 & A5 A5 A2
B2 & B5 B2 B5
A3 & A4 A3 A4
B3 & B4 B4 B3

Engine 4016

T.D.C.

Valves Rocking on

Cylinder No.

Set Bridge Pieces

and Valve Clearances

on Cylinder no.

A1 & A8 A8 A1
B1 & B8 B8 B1
A3 & A6 A6 A3
B3 & B6 B6 B3
A7 & A2 A2 A7
B7 & B2 B2 B7
A5 & A4 A4 A5
B5 & B4 B4 B5
A1 & A8 A1 A8
B1 & B8 B1 B8
A3 & A6 A3 A6
B3 & B6 B3 B6
A7 & A2 A7 A2
B7 & B2 B7 B2
A5 & A4 A5 A4
B5 & B4 B5 B4

MAINTENANCE SCHEDULE & CHECKLISTS

57 4

012/16 Diesel, February 1997

EVERY 250 HOURS OR EVERY 6 MONTHS

If the valves required to be rocking are
closed, rotate the engine one revolution,
which will bring these valves to the rocking
position.

The flywheel housing has an inspection hole
directly below the 'B' bank turbocharger(s)
through which the flywheel markings may be
seen to line up with the pointer set in the
flywheel housing Fig. 51.

The flywheel is marked as follows:-

4012 4016

T.D.C. A1-A6 T.D.C. A1-A8

A5-A2 A3-A6
A3-A4 A7-A2
B1-B6 A5-A4
B5-B2 B1-B8
B3-B4 B3-B6

B7-B2
B5-B4

EQUALISING THE BRIDGE PIECES

Having rotated the engine to the correct
position see the table on page 56, check that
t

he inlet and exhaust rockers to be adjusted

have clearance before continuing with the
next operation. Loosen the locknut on each
bridge piece adjuster, screw the adjuster out
until the fixed side of the bridge piece rests
on its valve, hold the top edge of the bridge
piece down with one hand Fig. 52, then
s

crew the adjuster down until you feel it
touch the valve, thereby equalising valve lift.
Tighten the lock nut without moving the
adjuster.

WARNING

DISCONNECT

BATTERIES AND ALL
OTHER MEANS OF STARTING THE
ENGINE.

Fig. 51

MAINTENANCE SCHEDULE & CHECKLISTS

4012/16 Diesel, February 1997 5

8

EVERY 250 HOURS OR EVERY 6 MONTHS

E.g. to adjust valves and bridge pieces on

No. A1 cylinder set No. A6 cylinder valves
rocking for the 4012 engine and No. A8 for
the 4016 engine.

RESETTING THE VALVE CLEARANCES
WITH ENGINE COLD

With both bridge pieces equalised, check
and adjust the valve clearance using a 0.4
mm (0.016") feeler gauge for both the
exhaust and inlet valve set between each
rocker and bridge piece Fig. 53. If required
screw the adjuster until the rocker is bearing
lightly on the feeler gauge. Tighten the lock
nut without moving the adjuster. (See

Torque Settings page 16). The feeler

g

auge should be a slide fit between the
rocker and bridge piece, thereby giving the
correct clearance. Refit the rocker cover
with a new gasket.

For further instructions on maintenance
please refer to the Maintenance Section of

t

he Workshop Manual

.

L

INKAGE FROM THE GOVERNOR TO

THE CONTROL SHAFTS

Check the freedom of operation of these
important linkages, which are vital to the
proper running of the engine.

WARNING

FAILURE TO

EQUALISE A BRIDGE
PIECE MAY RESULT IN ENGINE
DAMAGE. ALWAYS CHECK THAT THE
PARTS FIT TOGETHER AND MOVE
FREELY, BEFORE ASSEMBLY.

WARNING

DISCONNECT THE

BATTERIES AND ALL
OTHER MEANS OF STARTING ENGINE.

Fig. 52

Fig. 53

MAINTENANCE SCHEDULE & CHECKLISTS

59 4

012/16 Diesel, February 1997

OVERHAUL PERIODS

The intervals at which routine overhauls are
required, to keep an engine in good
operating condition, will vary considerably
depending upon operating conditions, the
quality of lubricating oil and fuels used, and
the engine operating speed.

The frequency required for top overhaul will
depend upon the condition of valve seats,
and in the case of prolonged light load
operation, the amount of carbon
accumulated around the valves and on the
piston crowns.

A major influence on valve condition is
tappet clearance and the importance of
checking tappet clearances every 250 hours
cannot be overstressed.

After the FIRST 2500 HOURS operation of a
new engine it is good practice to remove the
unit injectors and check their condition, carry
out a compression test, and an endoscopic
(borescope) examination of liner and valve
condition. If there are any problems, then
remove TWO cylinder heads to assess the
condition of the valves, cylinder bores and
fuel injectors.

If all components are in good condition,
clean the parts and reassemble the engine
leaving the other cylinders alone.

This inspection will enable maintenance
engineers to decide upon the required
frequency of top overhaul to suit the
particular application.

EVERY 2500 HOURS (TOP OVERHAUL IF
NECESSARY)

A top overhaul may involve some or all of the
following operations depending upon the
hours run, the engine application and the
duty cycle.

CYLINDER HEAD
NOTE: Service exchange cylinder heads

are available.

Remove the cylinder heads from the engine
and remove the inlet and exhaust valves.
Soak the cylinder head in a carbon removing
fluid or remove all deposits by use of a
scraper and wire brush.

Check for cracks especially between valve
ports and the injector hole. Check core plugs
and replace if leaking or corroded.

When handling, always protect the bottom
machined face from accidental damage.

Examine the injector tubes for leaks. Check
the nozzle seating face.

Prior o refitting the valves, wash the head
thoroughly and blow off with compressed air.
If new core plugs or injector tubes have been
fitted a hydraulic pressure test to 6.9 bar
(100 lb/in²) for leaks should be carried out
using hot water at 70-90°C (158-194°F) .

VALVE GUIDES

Inspect the bores of the guides for wear and
check the fit of a new valve. Check for pick­up or scoring. Replace if necessary.

VALVES

Remove carbon and scale by soaking in a
water based solvent or by use of a scraper
and wire brush. Polish with fine emery cloth.
Examine the valve heads for cracks. Inspect
valve seats and true up by grinding to the
correct angle if required. Check the valve
stem tip for wear and reface by grinding if
necessary. (To a maximum limit of 0.4 mm
(0.015").

Check the valve stems for wear or scoring.
Check valve heads for distortion by rolling

the stems on a surface table. Scrap any bent
valves. Replace any worn collets and valve
spring retainers. Check valve protrusion
after refitting into head.

WARNING

DISCONNECT THE
BATTERIES AND ALL

OTHER MEANS OF STARTING ENGINE.

WARNING

WHEN USING
COMPRESSED AIR

ALWAYS WEAR EYE PROTECTION.

MAINTENANCE SCHEDULE & CHECKLISTS

4012/16 Diesel, February 1997 6

0

EVERY 2500 HOURS OR 12 MONTHS IF
NECESSARY

VALVE SEAT INSERTS

Examine the valve seats for pitting and wear.
If necessary reface them using a planetary
grinder and then hand lap the valves into
their seats using grinding paste. In cases of
extreme wear or burning, fit new inserts,
(see

Section R4 in the Workshop Manual).

V

ALVE SPRINGS

Measure the free length. Compare with a
new spring (See page 41 in Workshop

Manual Schedule of Wear and Renewal
Limits). Reject any spring which may have

a

permanent set.

Check the ends of the springs for
squareness.

ROCKERS AND ROCKER BRIDGES

Inspect the bridge pieces and their guide
also each rocker on its shaft for wear and
replace where necessary.

INJECTOR TUBES

These do not require replacing unless they
are leaking.

PISTONS AND LINERS

Using a blunt scraper, remove excessive
carbon from the piston crown and the liner
flange face. Do not use emery cloth. Do not
allow any carbon to find its way down
between the piston and liner. Rotate the
engine as required. Wipe the bores clean and
lubricate before refitting the cylinder heads.

EVERY 2500 HOURS OR 12 MONTHS
COOLING SYSTEM

Drain off the coolant in the fresh water
system using the drain plug fitted in the oil
cooler end covers. Refill the system as
described on

page 27.

G

ENERAL ATTENTION

Also carry out all checks and fit replacement
parts as listed for each service period in the
Maintenance Schedule.

EVERY 12 MONTHS CHANGE THE
WOODWARD GOVERNOR OIL

Remove the drain plug from the front of the
governor whilst the engine is still warm and
collect the 1/2 gallon / 2 litres of oil in a
suitable container. Refit the plug and refill
with a similar quantity of diesel fuel.
Reconnect the batteries, start the engine
and run it at a low speed. Cycle the governor
by opening the needle valve by two or three
turns. Let the governor hunt for a minute or
two, then stop the engine and drain the
governor. Repeat this flushing operation
and then replace the diesel fuel with new
SAE30 or SAE15W/40 engine oil.

Restart the engine and reset the
compensation adjustment and needle valve
setting. (See Sections AA54-AA75 in the

W

orkshop Manual

for UG10 and 3161

governors).

FIRST MAJOR OVERHAUL

If service schedules are adhered to major
overhauls may not be required until 20,000
hours of operation have been completed.

The charge air cooler and heat exchanger
will also need to be inspected at 10,000
hours for internal cleaning of the inside and
outside of the tubes, and the maintenance
period determined for future overhauls.

The FIRST assessment of engine condition
will enable maintenance engineers to plan
the time of major overhauls i.e. 10,000 and
20,000 hours to be carried out at convenient
times e.g. to coincide with annual refits or
factory shut-downs.

The oil change intervals may be altered
according to operating experience over 1000
hours by agreement with Perkins Engines
(Stafford) Limited and subject to oil analyses
being carried out on a regular basis, see

pages 1

9 & 2 0 .

WARNING

DISCONNECT

BATTERIES AND ALL
OTHER MEANS OF STARTING.
ALWAYS WEAR PROTECTIVE GLOVES
AND GOGGLES.

PREVENTIVE MAINTENANCE

4012/16 Diesel, February 1997 6

1

SCHEDULE FOR ENGINES IN STAND-BY DUTY

For engines which are in use for a total of less than 400 hours in every twelve months, the
schedule below must be used:

The preventive maintenance operations must be applied at the interval (hours or months)
which occurs first.

A Monthly

B 3 Months

C Every 200 hours or 6 months

D Every 1,000 hours or 12 months

NOTE: All bolts, hose clips, terminal connections, pipes and joints must be checked for

tightness and leaks every 3 months unless stated otherwise.

* By a person who has had the correct training.

A B C D Operation

● Check the amount of coolant

● Check the lubricating oil level

●

Check the restriction indicators for the air filters and, when
necessary, renew the filter elements

●

Start and run the engine on lad until normal temperature of
operation is reached

● Drain any water/sediment from the primary fuel filter

● Check the condition and the tension of all drive belts

● Check the specific gravity and the pH value of the coolant

● Renew the lubricating oil and filter

● Check radiator air restriction (visual)

● Clean centrifugal oil filter

● Renew the canister of the main fuel filter

●

Ensure that the fuel injectors are checked and corrected or
renewed, if necessary*

● Equalise bridge pieces and check valve clearances

PREVENTIVE MAINTENANCE

62 4

012/16 Diesel, February 1997

SCHEDULE FOR ENGINES IN CONTINUOUS DUTY

For preventive maintenance operations must be applied at the interval (hours or months)
which occurs first.

A Daily

B Every 250 hours or 6 months

C Every 2500 hours or 12 months

* By a person who has had the correct training.

A B C Operation

● Check the coolant level

● Check the lubricating oil level

●

Check the restriction indicators for the air filters and, when
necessary, renew the filter elements

● Drain any water/sediment from the primary fuel filter

● Check the condition and the tension of all drive belts

● Check the specific gravity and the pH value of the coolant

● Renew the lubricating oil and filter

● Visually check for radiator air restriction

● Clean centrifugal oil filter

● Renew the canister of the main fuel filter

● Clean the water trap sedimenter

● Equalise bridge pieces and check valve clearances

●

Check that the air charge cooler and the radiator are clean and free
from debris

● Drain and flush the coolant system and renew coolant mixture

●

Ensure that the fuel injectors are checked and corrected or
renewed, if necessary*

4012/4016 ENGINE FAULT TRACING

4012/16 Diesel, February 1997 6

3

Fig. 54

4012 STARTING CIRCUIT, SINGLE STARTER WITH REPEATER RELAY (EARLY ENGINES)

64 4

012/16 Diesel, February 1997

Starting circuit for 4012 engine range, read
in conjunction with wiring diagram Fig. 57.

Key

(Fig. 55)

1 Terminal box
2 Starter
3 Repeater relay
4 Emergency stop
5 Starter motor
6 Start relay
7 Start inhibit relays
8 Fuel stop solenoids (energised to run)
9 Wire sizes
10 Magnetic pick-ups
11 Engine flywheel
12 Electronic governor control box
13 Electronic governor actuator

Fig. 55

4012/16 STARTING CIRCUIT, STARTERS AND TWIN START RELAYS

(EARLY ENGINES)

4012/16 Diesel, February 1997 6

5

Starting circuit for 4012 engine range, read
in conjunction with wiring diagram Fig. 57.

Key

(Fig. 56)

1 Terminal box
2 Starter motor 1
3 Starter motor 2
4 24 v Starting batteries
5 Emergency stop switch
6 Start relays
7 Start inhibit relays
8 Fuel stop solenoids (energised to run)
9 Wire sizes
10 Magnetic pick-ups
11 Engine flywheel
12 Electronic governor control box
13 Electronic governor actuator

Fig. 56

4012/16 WIRING DIAGRAM, STARTER, ELECTRONIC GOVERNOR (EARLY ENGINES)

66 4

012/16 Diesel, February 1997

NOTES:
1 To enable to run immediately on

depressing start button 'FPS' must be
fed 24 volt +ve. To stop break this +ve
supply, on overspeed stopping energise
air shutoff valves also.

2 All switches shown engine at rest.

(Close on a fault).

3 Start inhibit relays allow fuel stop

solenoids to energise before cranking.

Key (Fig. 57)
1 Wiring by Perkins
2 Start batteries
3 Repeater relay
4 Engine instrument panel
5 Senders
6 Oil temperature
7 Oil pressure
8 Water temperature
9 Oil temperature
10 Oil pressure
11 Water temperature
12 Tachometer
13 Ammeter
14 Starter motor
15 Starter relay

16 Emergency stop switch
17 Wire sizes
18 Oil pressure switch
19 Charging alternator
20 Starter inhibit relays
21 Air shutoff solenoid valves energised to

stop, on overspeed fault only. Not
continuouslyrated. Must bemanually reset.

22 Fuel stop solenoids energised to run
23 Two switch speed unit
24 Switch 2 overspeed
25 Switch 1 speed 600 rpm
26 Micro switches
27 Engine fault switches left/right/banks
28A Water temp. right
28B Water temp. left
29A Oil pressure right
29B Oil pressure left
30 Magnetic pick-ups
31 Engine flywheel
32 Electronic governor control unit
33 Electronic governor actuator
34 Speed trim pot
35 If speed trim pot is not required remove

and connect thus

36 Typical terminal block

Fig. 57

4012/16 WIRING DIAGRAM, TWIN STARTERS & RELAYS, ELECTRONIC GOVERNOR

(EARLY ENGINES)

4012/16 Diesel, February 1997 6

7

NOTE: To enable engine to run immediately

on depressing start button FPS must be fed
24 volt +ve. To stop break this +ve supply.
On overspeed stopping energise air shutoff
valves also.
All switches shown engine at rest (close on a
fault).
Startinhibit relays allow fuel stop solenoids to
energise before cranking.
Air shutoff solenoid valves micro switches
ensure one valve alone cannot operate (+ve
signal from oil pressure switch).

Key (Fig. 58)
1 Terminal box Perkins supply
2 Starter motor 1
3 Starter motor 2
4 Engine instrument panel
5 Oil temperature
6 Oil pressure
7 Water temperature
8 Oil temperature
9 Oil pressure
10 Water temperature
11 Fuse 2 amp
12 Tachometer
13 Ammeter
14 Emergency stop

15 Start relays
16 Oil pressure switch
17 Charging alternator
18 Start inhibit relays
19 Air shutoff solenoid valves. Energised to

stop on overspeed fault only. Not
continuously rated. Must be manually
reset.

20 Engine fault switches left/right banks
21A Water temp. left
21B Water temp. right
22A Oil pressure left
22B Oil pressure right
23 Fuel stop solenoids (energised to run)
24 Two switch speed unit
25 Switch 2 overspeed
26 Switch 1 700 rpm
27 Magnetic pick-up
28 Engine flywheel
29 Electronic governor control box
30 Electronic governor actuator
31 Speed trim
32 If speed trim pot is not required remove

and correct thus.

33 Typical terminal box
34 Wire sizes

Fig. 58

4012/16 WIRING DIAGRAM, SINGLE STARTER AND HYDRAULIC GOVERNOR
(EARLY ENGINES)

68 4

012/16 Diesel, February 1997

Engine fitted with regulators Europa
hydraulic governor

NOTE: All switches shown engine at rest
Key
(Fig. 59)
1 Engine instrument panel
2 Oil temperature gauge
3 Oil pressure gauge
4 Water temperature gauge
5 Oil temperature gauge
6 Oil pressure gauge
7 Water temperature
8 2 Amp fuse
9 Tachometer
10 Ammeter
11 24 volt start batteries
12 Charging alternator
13 Resistor
14 Oil pressure switch
15 Repeater relay
16 Starter motor
17 Starter relay

18 Solenoid
19 Engine fault switches left/right bank
20A Water temperature
20B Water temperature
21A Oil pressure
21B Oil pressure
22 Two switch speed unit
23 Switch 1 700 rpm
24 Switch 2 1725 rpm
25 Engine flywheel
26 Air shutoff solenoid valves. Energised

to stop on overspeed fault only. Not
continuously rated. Must be manually
reset.

27 Governor speeder motor
28 Connections in main alternator for

remote volts trimmer

29 Fitted terminal box
30 Customers 16 core 2.5mm2 to control

panel

Fig. 59

4012/16 WIRING DIAGRAM, TWIN STARTERS, SINGLE START RELAY, ORIGINAL AIR

SHUT OFF VALVES

4012/16 Diesel, February 1997 6

9

Key
(Fig. 60)
1 Terminal box
2 Starter motor 1
3 Starter motor 2
4 Engine instrument panel
5 Oil temperature gauge
6 Oil pressure gauge
7 Water temperature gauge
8 Oil temperature gauge
9 Oil pressure gauge
10 Water temperature gauge
11 Tachometer
12 Ammeter
13 Emergency start
14 Start relay
15 Oil pressure switch
16 Battery charging alternator
17 Start inhibit relays
18 Fuel stop solenoids (energised to run)
19 Air shutoff solenoid valves. Energised

to stop on overspeed fault only. Not
continuously rated. Must be manually
reset.

20 Two switch speed unit

21 Switch 2 overspeed
22 Switch 1 speed 700 rpm
23 Micro switches
24 Engine fault switches left/right bank
25A Water temperature switch
25B Water temperature switch
26A Oil pressure switch
26B Oil pressure switch
27 Engine flywheel
28 Magnetic pick-ups
29 Heinzmann Control box
30 Heinzmann actuator
31 Fitted terminal box

Fig. 60

4012/16 WIRING DIAGRAM, TWIN STARTERS, SINGLE START RELAY, ELECTRONIC
GOVERNOR (LATER ENGINES)

70 4

012/16 Diesel, February 1997

Engine engine wiring to engine fitted
terminal box on diesel engines.

Key
(Fig. 61)
1 Engine fitted terminal box
2 Starter motor 1
3 Starter motor 2
4 Emergency stop
5 Start inhibit relays
6 Start relay
7 Fuel stop solenoids (energised to run)
8 Magnetic pick-ups
9 Engine flywheel
10 Electronic governor control box
11 Electronic governor actuator
12 Permanent battery positive supply for

engine to run. Remove this positive
supply to stop

13 Start engine
14 Battery positive

Fig. 61

4012/16 WIRING DIAGRAM, TWIN STARTERS, ELECTRONIC GOVERNOR

(INTERMEDIATE ENGINES)

4012/16 Diesel, February 1997 7

1

Key
(Fig. 62)
1 Engine fitted terminal box
2 Two off air shutoff solenoid valves

energise to stop. To operate only in
conjunction with overspeed fault.

3 Emergency stop
4 Starter motor 1
5 Starter motor 2
6 Start relay
7 Battery charging alternator
8 Oil pressure switch
9 Start inhibit relay
10 Fuel stop solenoids (energised to run)
11 Two switch speed unit
12 Overspeed
13 Speed reference 600 rpm
14 Engine fault switches
15 'A' bank
16 'B' bank
17A Water temperature
17B Water temperature
18A Oil pressure
18B Oil pressure

19 Magnetic pick-ups
20 Engine flywheel
21 Electronic governor control box
22 Electronic governor actuator
23 NOTE: All switches are shown with the

engine at rest

24 Typical linking box to controller

Fig. 62

4016 WIRING DIAGRAM, TWIN STARTERS, ELECTRONIC GOVERNOR
(INTERMEDIATE ENGINES)

72 4

012/16 Diesel, February 1997

Key
(Fig. 63)
1 Engine fitted terminal box
2 Four off air shutoff solenoid valves

energised to stop. To operate only in
conjunction with overspeed fault.

3 Emergency stop
4 Starter motor 1
5 Starter motor 2
6 Start relay
7 Battery charging alternator
8 Oil pressure switch
9 Start inhibit relay
10 Fuel stop solenoids (energised to run)
11 Two switch speed unit
12 Overspeed
13 Speed reference 600 rpm
14 Engine fault switches
15 'A' bank
16 'B' bank
17A Water temperature
17B Water temperature
18A Oil pressure
18B Oil pressure

19 Magnetic pick-ups
20 Engine flywheel
21 Electronic governor control box
22 Electronic governor actuator
23 NOTE: All switches are shown with the

engine at rest

24 Typical linking box to controller

Fig. 63

4012 WIRING DIAGRAM TWIN STARTERS AND ELECTRONIC GOVERNOR

(CURRENT ENGINES)

4012/16 Diesel, February 1997 7

3

Key
(Fig. 64)
1 Engine fitted terminal box
2 Oil pressure switch
3 Starter motor 1
4 Starter motor 2
5 Battery charging alternator
6 Start inhibit relay
7 Emergency stop switch
8 Starter relay
9 Two air shutoff solenoid valves energise

to stop. To operate only in conjunction
with overspeed fault. Must be manually
reset after operating.

10 Fuel stop solenoids energised to run
11 Two switch speed unit
12 Speed ref.
13 Overspeed
14 'A' bank engine fault switches
15 'B' bank engine fault switches
16A Water temperature
16B Water temperature
17A Oil pressure
17B Oil pressure

18 Magnetic pick-ups
19 Engine flywheel
20 Electronic governor control box
21 Electronic governor actuator
22 NOTE: All switches are shown with the

engine at rest

23 Typical linking box to controller

Fig. 64

4016 WIRING DIAGRAM, TWIN STARTERS, ELECTRONIC GOVERNOR
(CURRENT ENGINES)

74 4

012/16 Diesel, February 1997

Key
(Fig. 65)
1 Engine fitted terminal box
2 Oil pressure switch
3 Starter motor 1
4 Starter motor 2
5 Battery charging alternator
6 Start inhibit relays
7 Emergency stop switch
8 Starter relay
9 Four air shutoff solenoid valves

energised to stop. To operate only in
conjunction with over speed fault. Must
be manually reset after operating.

10 Fuel stop solenoids energised to run
11 Two switch speed unit
12 Speed ref.
13 Overspeed
14 Magnetic pick-ups
15 Engine flywheel
16 Electronic governor control box
17 Electronic governor actuator
18 'A' Bank
19 'B' Bank

20A Water temperature
20B Water temperature
21A Oil pressure
21B Oil pressure
22 All switches shown engine at rest
23 Typical linking box to controller

Fig. 65

© 1998 Perkins Engines Company Limited
All Rights Reserved

California Proposition 65 Warning

Diesel engine exhaust and some of its constituents are known to the State of California to cause
cancer, birth defects, and other reproductive harm. Battery posts, terminals and related accessories
contain lead and lead compounds. Wash hands after handling.