KUBOTA WSM V2607-DI-T-E3B (01) PDF MANUAL

This Workshop Manual provides servicing personnel with information on the mechanism, service, and maintenance of the 07-E3B series engine. It is divided into three parts:

General: Information on engine identification, general precautions, maintenance checklist, check and maintenance procedures, and special tools.

Mechanism: Information on the construction and function of the engine. This part should be understood before proceeding with troubleshooting, disassembling, and servicing.

Servicing: Information on troubleshooting, servicing specification lists, tightening torque, checking and adjusting, disassembling and assembling, and servicing which cover procedures, precautions, factory specifications, and allowable limits.

Read all instructions and safety instructions in this manual and on your engine safety decals.

Clean the work area and engine.

Park the machine on a firm and level ground.

Allow the engine to cool before proceeding.

Stop the engine, and remove the key.

Disconnect the battery negative cable.

Hang a “DO NOT OPERATE” tag in the operator station.

Do not start the engine by shorting across starter terminals or bypassing the safety start switch.

Unauthorized modifications to the engine may impair the function and/or safety and affect engine life.

Do not work on the machine while under the influence of alcohol, medication, or other substances or while fatigued.

Wear close-fitting clothing and safety equipment appropriate to the job.

Use tools appropriate to the work. Makeshift tools, parts, and procedures are not recommended.

When servicing is performed together by two or more persons, take care to perform all work safely.

Do not touch the rotating or hot parts while the engine is running.

Never remove the radiator cap while the engine is running, or immediately after stopping. Otherwise, hot water will spout out from the radiator. Only remove the radiator cap when it’s cool enough to touch with bare hands. Slowly loosen the cap to the first stop to relieve pressure before removing completely.

Escaping fluid (fuel or hydraulic oil) under pressure can penetrate the skin causing serious injury. Relieve pressure before disconnecting hydraulic or fuel lines. Tighten all connections before applying pressure.

Wear a suitable hearing protective device such as earmuffs or earplugs to protect against objectionable or uncomfortable loud noises.

Do not open the high-pressure fuel system.

High-pressure fluid remaining in fuel lines can cause serious injury. Do not disconnect or attempt to repair fuel lines, sensors, or any other components between the high-pressure fuel pump and injectors on engines with a high-pressure common rail fuel system.

High voltage exceeding 100 V is generated in the ECU and is applied to the injector. Pay sufficient caution to electric shock when performing work activities.

Fuel is extremely flammable and explosive under certain conditions. Do not smoke or allow flames or sparks in your working area.

To avoid sparks from an accidental short circuit, always disconnect the battery negative cable first and connect it last.

Battery gas can explode. Keep sparks and open flame away from the top of the battery, especially when charging the battery.

Make sure that no fuel has been spilled on the engine.

If the engine must be running to do some work, make sure the area is well-ventilated. Never run the engine in a closed area. The exhaust gas contains poisonous carbon monoxide.

Sulfuric acid in battery electrolyte is poisonous. It is strong enough to burn skin, clothing and cause blindness if splashed into eyes. Keep electrolyte away from eyes, hands and clothing. If you spill electrolyte on yourself, flush with water, and get medical attention immediately.

Do not pour fluids into the ground, down a drain, or into a stream, pond, or lake. Observe relevant environmental protection regulations when disposing of oil, fuel, coolant, electrolyte and other harmful waste.

Keep a first aid kit and fire extinguisher handy at all times.

Keep emergency numbers for doctors, ambulance service, hospital and fire department near your telephone.

* The specification described above is of the standard engine of each model.

* Conversion Formula: HP = 0.746 kW, PS = 0.7355 kW

The engine model and its serial number need to be identified before the engine can be serviced or parts replaced. The engine model name and serial number are marked on the engine. The serial number is an identified number for the engine, marked after the engine model number. It indicates the month and year of manufacture.

Example of Serial Number: V3307-T – 7 V A001

(a) Engine Model Name: V3307-DI-T

(b) Year: 7 indicates 2007

(c) Month: U or V indicates October

(d) Lot number: (0001-9999 or A001-Z999)

Year of Manufacture Table:

Month of Manufacture Table:

* Alphabetical letters “I” and “O” are not used.

For Kubota Engines, E3B is the designation that identifies engine models affected by a specific phase of Non-Road Emission regulations. When servicing or repairing E3B series engines, use only replacement parts for that specific E3B engine.

You can refer to the emission label located on the engine head cover to identify Output classification and Emission Control Information. E3B engines are identified with “ET” at the end of the Model designation on the US EPA label. Note: E3B is not marked on the engine itself.

EU Regulation Engine Output Classification:

EPA Regulation Engine Output Classification:

The cylinder numbers of a Kubota diesel engine are designated as No. 1, No. 2, No. 3, and No. 4, starting from the front cover side.

During disassembly, carefully arrange removed parts in a clean area to prevent confusion later. Screws, bolts and nuts should be replaced in their original position to prevent reassembly errors.

When special tools are required, use KUBOTA genuine special tools. Special tools which are not frequently used should be made according to the drawings provided.

Before disassembling or servicing live wires, make sure to always disconnect the grounding cable from the battery first.

Remove oil and dirt from parts before measuring.

Use only KUBOTA genuine parts for parts replacement to maintain engine performance and to ensure safety.

Gaskets and O-rings must be replaced during reassembly. Apply grease to new O-rings or oil seals before assembling.

When reassembling external or internal snap rings, position them so that the sharp edge faces against the direction from which force is applied.

Be sure to perform run-in the serviced or reassembled engine. Do not attempt to give heavy load at once, or serious damage may result to the engine.

NOTE: The items marked with (*) are registered as emission-related critical parts by KUBOTA in the U.S. EPA nonroad emission regulation. As the engine owner, you are responsible for the performance of the required maintenance.

Changing interval of engine oil:

API service classification: above CF grade

Ambient temperature: below 35 °C (95 °F)

Engine Oil:

Refer to the following table for the suitable American Petroleum Institute (API) classification of engine oil.

EGR: Exhaust Gas Re-circulation

CJ-4 classification oil is intended for use in engines equipped with DPF (Diesel Particulate Filter) and is Not Recommended for use in Kubota E3 specification engines.

Oil used in the engine should have API classification and Proper SAE Engine Oil Viscosity according to the ambient temperatures where the engine is operated.

With strict emission control regulations now in effect, the CF-4 and CG-4 engine oils have been developed for use with low sulfur fuels, for On-Highway vehicle engines. When a Non-Road engine runs on high sulfur fuel, it is advisable to use a “CF or better” classification engine oil with a high Total Base Number (a minimum TBN of 10 is recommended).

Fuel:

Cetane Rating: The minimum recommended Fuel Cetane Rating is 45. A cetane rating greater than 50 is preferred, especially for ambient temperatures below -20 °C (-4 °F) or elevations above 1500 m (5000 ft).

Diesel Fuel Specification Type and Sulfur Content % (ppm) used, must be compliant with all applicable emission regulations for the area in which the engine is operated.

Use of diesel fuel with sulfur content less than 0.10% (1000 ppm) is strongly recommended.

If high-sulfur fuel (sulfur content 0.50% (5000 ppm) to 1.0% (10000 ppm)) is used as a diesel fuel, change the engine oil and oil filter at shorter intervals. (approximately half)

DO NOT USE Fuels that have sulfur content greater than 1.0 % (10000 ppm).

Diesel fuels specified to EN 590 or ASTM D975 are recommended.

No.2-D is a distillate fuel of lower volatility for engines in industrial and heavy mobile service. (SAE J313 JUN87)

Since KUBOTA diesel engines of less than 56 kW (75 hp) utilize EPA Tier 4 and Interim Tier 4 standards, the use of low sulfur fuel or ultra low sulfur fuel is mandatory for these engines, when operated in US EPA regulated areas. Therefore, please use No.2-D S500 or S15 diesel fuel as an alternative to No.2-D, and use No.1-D S500 or S15 diesel fuel as an alternative to No.1-D for ambient temperatures below –10 °C (14 °F).

Checking Engine Oil Level

1. Level the engine.

2. To check the oil level, draw out the dipstick, wipe it clean, reinsert it, and draw it out again. Check to see that the oil level lies between the two notches.

3. If the level is too low, add new oil to the specified level.

IMPORTANT: When using an oil of a different maker or viscosity from the previous one, drain old oil. Never mix two different types of oil.

NOTE: Be sure to inspect the engine on a horizontal place. Be sure to keep the oil level between the upper and lower lines of the dipstick. Too much oil may cause a drop in output or excessive blow-by gas. Too little oil may seize the engine’s rotating and sliding parts.

Checking and Replenishing Coolant

1. Without recovery tank: Remove the radiator cap and check that the coolant level is just below the port. With recovery tank: Check that the coolant level is between FULL and LOW.

2. If the coolant level is too low, determine the cause:

– If decreasing by evaporation, replenish only with fresh, soft water.

– If decreasing by a leak, replenish with coolant of the same manufacturer and type. If the brand is unknown, drain all remaining coolant and refill with a new brand.

CAUTION: Do not remove the radiator cap until the coolant temperature is below its boiling point. Then loosen the cap slightly to relieve any excess pressure before removing the cap completely.

IMPORTANT: During filling, vent air by jiggling the upper and lower radiator hoses. Close the cap securely. Do not use an antifreeze and scale inhibitor at the same time. Never mix different types or brands of L.L.C.

Changing Engine Oil

1. Be sure to stop the engine. Start and warm up the engine for approx. 5 minutes.

2. Place an oil pan underneath the engine.

3. Remove the drain plug at the bottom of the engine and drain the oil completely.

4. Screw the drain plug in.

5. Fill with new oil up to the upper line on the dipstick.

IMPORTANT: Use API classification CF oil. Use the proper SAE Engine Oil according to ambient temperature. Never mix different types of oil.

Replacing Oil Filter Cartridge

1. Stop the engine. Remove the oil filter cartridge with a filter wrench.

2. Apply a slight coat of oil onto the new cartridge gasket.

3. Screw the new cartridge in by hand. Over-tightening may cause deformation of the rubber gasket.

4. After replacement, check for leaks and top up the engine oil to the specified level.

IMPORTANT: Use only a KUBOTA genuine filter or its equivalent.

Checking Fan Belt Tension, Damage, and Wear

1. Measure the deflection by depressing the fan belt halfway between the fan drive pulley and alternator pulley with a force of 98 N (10 kgf, 22 lbf). The deflection should be 10.0 to 12.0 mm (0.394 to 0.472 in).

2. If not within specification, loosen the alternator mounting screws and adjust.

3. Check the fan belt for damage and replace if necessary.

4. Check if the fan belt is worn and sunk in the pulley groove. If it is, replace it.

Checking Fuel Hoses and Clamp Bands

1. Stop the engine before performing checks.

2. If a clamp band is loose, apply oil to the threads and retighten securely.

3. The rubber fuel hose ages and should be changed with the clamp bands every two years. If damage or deterioration is found earlier, replace immediately.

4. After replacing the fuel hose and clamp bands, bleed the fuel system.

Bleeding the Fuel System:

1. Fill the tank with fuel and open the cock.

2. Loosen the air vent coupling bolt of the fuel filter a few turns.

3. When no more air bubbles come out, tighten the coupling bolt.

4. Open the air vent cock on top of the fuel injection pump.

5. If equipped with an electrical fuel feed pump, turn the key to the ON position and pump fuel for 10 to 15 seconds. If equipped with a mechanical fuel feed pump, set the stop lever to the stop position and crank the engine for 10 to 15 seconds.

6. Close the air vent cock securely after bleeding.

IMPORTANT: Keep the air vent coupling bolt of the fuel injection pump closed except when venting air, otherwise the engine may stall.

Checking Fan Belt Tension and Damage: (Same procedure as initial 50-hour check)

Cleaning Air Cleaner Element:

1. Remove the air cleaner element.

2. Use clean, dry compressed air (under 205 kPa / 2.1 kgf/cm² / 30 psi) on the inside of the element. Maintain a reasonable distance between the nozzle and the filter.

NOTE: The air cleaner uses a dry element; never apply oil. Do not run the engine without the filter element. Change the element once a year or after every 6th cleaning.

Cleaning Fuel Filter (Element Type only):

1. Close the fuel cock.

2. Unscrew the retaining ring, remove the filter cup, and rinse the inside with kerosene.

3. Take out the element and dip it in kerosene to rinse.

4. After cleaning, reassemble, keeping out dust and dirt.

5. Bleed the fuel system.

Checking Radiator Hoses and Clamp Bands:

1. Check that radiator hoses are properly fixed. If clamp bands are loose, apply oil and retighten.

2. Water hoses are made of rubber and must be replaced every two years, along with the clamp bands.

Checking Battery Electrolyte Level (for Refillable Battery’s only):

1. Check the battery electrolyte level. If the level is below the lower level line, add distilled water to the proper level in each cell.

Checking Intake Air Line:

1. Check that the intake air hose is properly fixed. If clamp bands are loose, apply oil and retighten.

2. The intake air hose is made of rubber and must be changed every two years, along with the clamp bands.

IMPORTANT: To prevent serious damage to the engine, keep dust out of the intake air line.

Changing Engine Oil: (Same procedure as initial 50-hour check)

Replacing Oil Filter Cartridge: (Same procedure as initial 50-hour check)

Replacing Fuel Filter Cartridge (Cartridge Type):

1. Remove the used filter cartridge with a filter wrench.

2. Apply a thin film of fuel to the surface of the new filter cartridge gasket.

3. Tighten enough by hand.

4. Loosen the air vent plug to let the air out.

5. Start the engine and check for fuel leakage.

Replacing Fan Belt:

1. Remove the alternator.

2. Remove the fan belt.

3. Replace with a new fan belt.

4. Install the alternator.

5. Check the fan belt tension.

Cleaning Water Jacket and Radiator Interior:

1. Stop the engine and let it cool down. Do not remove the radiator cap when hot.

2. To drain, open the radiator drain plug and remove the radiator cap. Also open the drain cock on the engine body.

3. After draining, close the drain plug.

4. Fill with clean water and a cooling system cleaner, following the cleaner’s instructions.

5. After flushing, fill with clean water and anti-freeze until the level is just below the port. Install the radiator cap securely.

6. Fill the recovery tank to the “FULL” mark.

7. Start and operate the engine for a few minutes. Stop the engine, let it cool, and check the coolant level, adding more if necessary.

IMPORTANT: Do not start the engine without coolant. Use clean, fresh, soft water and anti-freeze. The anti-freeze mixing ratio must be less than 50%.

Use the permanent type (PT) anti-freeze for this engine. Before adding for the first time, clean the radiator interior by pouring fresh, soft water and draining it a few times. The mixing procedure depends on the anti-freeze make and ambient temperature, referring to SAE J1034 and SAE J814c standards. Mix the anti-freeze with fresh, soft water before filling the radiator.

IMPORTANT: The anti-freeze mixing ratio must be less than 50%.

* At 1.013 x 100000 Pa (760 mmHg) pressure (atmospheric). A higher boiling point is obtained by using a radiator pressure cap.

NOTE:

When the coolant level drops due to evaporation, add only fresh, soft water. In case of a leak, add a pre-mixed solution of anti-freeze and fresh, soft water.

Anti-freeze absorbs moisture. Keep unused anti-freeze in a tightly sealed container.

Do not use radiator cleaning agents when anti-freeze has been added to the coolant, as it can react and form sludge.

IMPORTANT: Valve clearance must be checked and adjusted when the engine is cold.

1. Remove the high-pressure pipes, glow lead, glow plugs, and the cylinder head cover.

2. Align the 1TC mark of the flywheel so that the first piston comes to the compression top dead center.

For V2607-DI-T-E3B / V3007-DI-T-E3B / V3307-DI-T-E3B (Adjustment unnecessary type of valve bridge arm):

3. Loosen the lock nut of the adjusting screw (push rod side) and insert a feeler gauge between the rocker arm and the head of the valve bridge arm. Set the adjusting screw to the specified value, then tighten the lock nut.

For V3007-DI-T-E3B / V3307-DI-T-E3B (Adjustable type of valve bridge arm):

3. Before adjusting the valve clearance, adjust the valve bridge arm evenly to the valve stem.

4. Loosen the lock nut of the adjusting screw and adjust with the screw.

5. Slightly push the rocker arm and screw in the adjusting screw slowly until it touches the top of the valve stem, then tighten the lock nut.

6. Loosen the lock nut of the other adjusting screw (push rod side) and insert a feeler gauge between the rocker arm and the head of the valve bridge arm. Set it to the specified value, then tighten the lock nut.

Factory Specifications and Torques:

Valve Adjustment Sequence:

NOTE: After adjusting, tighten the lock nut securely.

CAUTION:

When the battery is being activated, hydrogen and oxygen gases are extremely explosive. Keep sparks and flames away.

When charging, remove battery vent plugs.

When disconnecting cables, start with the negative terminal first. When connecting, start with the positive terminal first.

Never check battery charge by placing a metal object across the posts. Use a voltmeter or hydrometer.

1) Slow Charging

1. Add distilled water if the electrolyte level is low.

2. Connect the battery to the charging unit per the manufacturer’s instructions.

3. Remove all port caps.

4. The electrolyte temperature must not exceed 40 °C (104 °F). If it does, decrease the amperage or stop charging.

5. When charging multiple batteries in series, charge at the rate of the smallest battery.

2) Quick Charging

1. Determine the proper charging current and time with the tester attached to the quick charger.

2. The proper charging current is 1/1 of the battery capacity. If capacity exceeds 50 Ah, consider 50 A as the maximum.

Operate a quick charger according to its instruction manual.

1. Check the specific gravity of the electrolyte in each cell with a hydrometer.

2. If the electrolyte temperature is different from the hydrometer’s calibration temperature, correct the reading using the formula below.

3. If the specific gravity is less than 1.215 (after correction), charge or replace the battery.

4. If the specific gravity differs between any two cells by more than 0.05, replace the battery.

NOTE: Hold the hydrometer tube vertically. Do not suck too much electrolyte. Allow the float to move freely and read at eye level at the highest electrolyte level.

Reference Formula:

Specific gravity at 20 °C = Measured value + 0.0007 × (electrolyte temperature – 20 °C)

Specific gravity at 68 °F = Measured value + 0.0004 × (electrolyte temperature – 68 °F)

State of Charge Table (at 20 °C / 68 °F):

CAUTION: Check nozzle injection after confirming nobody is in the direction of the spray. Direct contact can destroy cells and cause blood poisoning.

Checking Nozzle Spraying Condition

1. Attach the injection nozzle to a nozzle tester and check the spraying condition.

2. If defective, replace the injection nozzle assembly or have it repaired at a Kubota-authorized service shop.

Checking Nozzle Injection Pressure

1. Attach the injection nozzle to the nozzle tester.

2. Slowly move the tester handle to measure the pressure at which fuel begins to jet out.

3. If not within factory specifications, replace or repair.

NOTE: The injection nozzle gasket must be replaced when the nozzle is removed for checking.

Checking Valve Seat Tightness

1. Attach the injection nozzle to the nozzle tester.

2. Raise the fuel pressure and keep it at 16.67 MPa (170.0 kgf/cm², 2418 psi) for 10 seconds.

3. If any fuel leak is found, replace or repair.

Turbine Side

1. Check the exhaust port and inlet port side of the turbine housing for exhaust gas leaks.

2. If a leak is found, retighten bolts/nuts or replace the gasket.

Compressor Side

1. Check the inlet hose of the compressor cover for air leaks.

2. If an air leak is found, change the clamp band and/or inlet hose.

3. Check the intake hose and clamp band for looseness or cracks.

4. If found, tighten the clamp band or change the hose to prevent dust entry.

Radial Clearance

1. If the wheel makes contact with the housing, replace the turbocharger assembly with a new one.

1. Match the injection timing align mark of the injection pump unit and the flywheel housing.

2. Remove the injection pipes.

3. Remove the stop solenoid.

4. Turn the flywheel counterclockwise until fuel fills up to the hole of the delivery valve holder for No. 1 cylinder.

5. Turn the flywheel back (clockwise) about 1.6 rad (90°).

6. Turn the flywheel counterclockwise to set it at around 0.17 rad (10°) before T.D.C.

7. Slowly turn the flywheel counterclockwise and stop when fuel begins to come up. This is the present injection timing.

8. Check the degree on the flywheel. The flywheel has a “1TC” mark.

9. If the timing is not within specification, rotate the injection pump unit to adjust.

IMPORTANT: When installing the injection pump unit, follow the correct procedure.

NOTE: Never try to disassemble the injection pump assembly. For repairs, contact a Kubota-authorized pump service shop.

(Fuel Tightness of Pump Element)

1. Remove the engine stop solenoid and injection pipes.

2. Install the injection pump pressure tester to the injection pump.

3. Install the injection nozzle jetted with the proper pressure to the tester.

4. Set the speed control lever to the maximum speed position.

5. Run the starter to increase the pressure. If the pressure cannot reach the allowable limit, replace or repair the pump.

(Fuel Tightness of Delivery Valve)

1. Remove the stop solenoid and injection pipes.

2. Install a pressure tester and the appropriate injection nozzle.

3. Run the starter to increase pressure until fuel jets from the nozzle, then stop the starter.

4. Turn the flywheel by hand to raise the pressure to approx. 18.63 MPa (190.0 kgf/cm², 2702 psi).

5. Turn the flywheel back about half a turn. Clock the time it takes for the pressure to drop from 18.63 to 17.65 MPa (190.0 to 180.0 kgf/cm², 2702 to 2560 psi).

6. If the time is less than the allowable limit, replace or repair the pump.

Changing Engine Oil: (Same procedure as initial 50-hour check, performed every 500 hours or 1 year, whichever comes first).

Replacing Air Cleaner Element:

1. Remove the used air cleaner element.

2. Replace with a new air cleaner element.

NOTE: The air cleaner uses a dry element. Never apply oil to it. Do not run the engine with the filter element removed.

Changing Radiator Coolant (L.L.C.): (Same procedure as 500-hour “Cleaning Water Jacket and Radiator Interior”).

Replacing Radiator Hoses and Clamp Bands:

1. Drain the coolant after the engine has cooled.

2. Loosen the clamp bands.

3. Remove the upper hose and lower hose.

4. Replace with a new upper/lower hose and new clamp bands.

5. Tighten the clamp bands.

6. Fill with clean water and anti-freeze and install the radiator cap securely.

Replacing Fuel Hoses and Clamp Bands:

1. Loosen the clamp band and remove the fuel hose.

2. Replace with a new fuel hose and a new clamp band.

3. Tighten the clamp band and bleed the fuel system.

Replacing Intake Air Line:

1. Loosen the clamp bands and remove the intake air hose.

2. Replace with a new intake air hose and new clamp bands.

3. Tighten the clamp bands.

Replacing Battery:

1. Disconnect the negative terminal first, then the positive terminal.

2. Remove the battery holder and the used battery.

3. Install the new battery and tighten the battery holder.

4. Connect the positive terminal first, then the negative terminal.

Diesel Engine Compression Tester (Code No: 07909-30208 Assembly)

Application: Use to measure diesel engine compression and diagnostics of need for major overhaul.

Components:

(1) Gauge, (2) L Joint, (3) Adaptor A, (4) Adaptor B, (5) Adaptor C, (6) Adaptor E, (7) Adaptor F, (8) Adaptor G, (9) Adaptor H, (10) Adaptor I, (11) Adaptor J

Oil Pressure Tester (Code No: 07916-32032)

Application: Use to measure lubricating oil pressure.

Components:

(1) Gauge, (2) Cable, (3) Threaded Joint, (4) Adaptor 1, (5) Adaptor 2, (6) Adaptor 3, (7) Adaptor 4, (8) Adaptor 5

Application: Use to check the fuel tightness of injection pumps. The following special tool is not provided and can be made by referring to the specifications below:

Application: Use to press fit the valve bridge shaft.

Application: Use to press fit the camshaft cover.

Application: Use to fix the crankshaft sleeve of the diesel engine.

Application: Use to fix the crankshaft sleeve of the diesel engine.

Application: Use to support engine.

Application: Use to support engine.

Application: Use for aligning the crankcase 1 and 2.

Application: Use for aligning the crankcase 1 and 2.

Application: Use to install the flywheel housing to the crankcase.

Application: Use to install the flywheel housing to the crankcase.

Application: Use to remove the injection pump gear from governor shaft.

Application: Use to fix the fuel camshaft.

Application: Use for connecting the governor connecting rod to the rack pin of the fuel injection pump assembly.

Application: Use to press fit the bearing.

Application: Use to press fit the bearing.

Application: Use to press fit the bearing.

Application: Use to press fit the bearing.

Application: Use to press fit the bearing.

Application: Use to press fit the bearing.

The 07 series DI engine are the vertical type 4-cycle diesel engine featuring the advanced performances shown below.

New Concept

• The Kubota 07 Series is a totally new concept in engine design developed with various requirements necessary for a wide range of industrial applications.

• Kubota’s unique cylinder block design was developed using Kubota’s original casting technology allowing for a larger displacement within the current 2.4 L compact engine package.

• The improved cooling system with a main water gallery and water passages between cylinder bores as a countermeasure against heat load provides high power density, superior endurance and a reliable Kubota 07 Series.

• The Kubota 07 Series completes Kubota’s seamless range up to 100 hp.

Emissions

• The NEW Kubota 07 Series engines have been designed to comply with EPA Interim Tier 4 (Option 1) emissions regulations, which are the most stringent in this size range. The Kubota 07 Series engines also comply with EU Stage IIIA requirements. The Kubota 07 Series engines offer the benefit of one year longer validity than Tier 3. Therefore, these engines are good through the end of 2012 in both the North American and European markets, which would save engineering resources for the future Tier levels.

• Meeting emission regulations with minimal additional required devices: NOx is reduced only by mechanical means such as a compactly designed cooled exhaust gas recirculation (EGR) system.

Clean and Quiet Power

• Kubota’s original E-CDIS (Center Direct Injection System) combustion system, renowned for clean combustion in the Kubota V3 (DI) Series, has been renovated. The fuel injection pressure was increased and the combustion chamber was redesigned to achieve a 25 % lower particulate matter (PM) level, resulting in a better condition when compared to engines that only meet EPA Tier 3 regulations in this class.

• These new engines have been designed to reduce transmitted vibrations and radiated sound, resulting in lower noise levels. Operator and environmentally friendly, the Kubota 07 Series begins a new era of Kubota’s engine design.

The 07 series DI engine employs ladder frame structure type crankcases – the crankcase 1 (1) with combustion part and the crankcase 2 (2) which supports the crankcase 1 (1). The following benefits are in the ladder frame structure:

1. Minimizing parts.

2. Noise reduction.

3. Reduction of loss and dispersion on friction thanks to accuracy of axial concentricity.

The cylinder is a linerless type which enables good cooling operation, less strain and good abrasion resistance.

The 07 series DI engine employs a coolant evenness distribution type cooling jacket inside crankcase 1. The coolant is evenly supplied to each cylinder through the main gallery (3) in the jacket mold core (2).

The rubber packing is fitted in to maintain the head cover 0.5 mm (0.02 in.) or so off the cylinder head. This arrangement helps reduce noise coming from the cylinder head.

This engine employs a four-valve system. The cylinder head is provided with a double intake passage in order to ensure appropriate air suction and give an optimum swirl.

The 07 series DI engine employs 4 screws per each cylinder assembling structure. The cylinder head and the crankcase 2 are assembled from the top and bottom to the crankcase 1 with each of 10 screws. The following objectives are in this structure:

1. Reduce the load share rate of combustion pressure on the outer block surface wall.

2. Flexibility of cylinder head design.

The 07 series DI engine adopts the Center Direct Injection System (E-CDIS), in which the injection nozzle is positioned upright at the center of the cylinder. This system serves to inject fuel directly at the center of the cylinder. By so doing, injected fuel and suction air can be mixed more uniformly, leading to more stable, higher combustion performance. In other words, cleaner emission, higher power output, lower fuel consumption, lower operating noise and higher start-up performance have been achieved.

The 07 series DI engine has two intake valves and two exhaust valves per each cylinder. The rocker arm (1) contacts a valve bridge arm (2) instead of the valve stem tip. The valve bridge arm (2) then contacts both intake valves or both exhaust valves and causes two valves to open simultaneously.

The 07 series DI engine employs a gear train located at the flywheel side. The following benefits are in the rear gear train configuration:

1. Flexibility of auxiliary parts arrangement.

2. Reduction of gear chattering noise from the crankshaft of torsional and bending vibration.

The piston’s skirt is coated with molybdenum disulfide, which reduces the piston slap noise and thus the entire operating noise.

Molybdenum disulfide (MoS2)

The molybdenum disulfide serves as a solid lubricant, like Graphite or Teflon. This material helps resist metal wear even with little lube oil.

Engines are sure to vibrate by piston’s reciprocation. Theoretically, three-cylinder engines are much less prone to cause vibration than four-cylinder ones (second inertia, etc.). However, any engine has many moving parts in addition to its pistons and cannot be completely free from vibration. The four-cylinder engine is fitted with a balance weight on the crankcase to absorb the second inertia mentioned above and reduce vibration.

The 07 series engine has a coolant-cooled oil cooler that not only cools hot oil, but also warms the cool engine oil shortly after start-up. As shown in the figure, the oil flows inside the connected cooler plate, whereas coolant is kept circulating outside the cooler plate, thereby cooling down or warming the oil.

Conventional thermostatically-controlled valves can experience overshoot, where the valve is delayed in opening at a preset temperature and then opens suddenly. This can lead to temperature hunting (repeated cycles of overshoot and undershoot), which can adversely affect the cooling system.

To cope with this trouble, the 07 series engine is equipped with the flow control thermostat. The valve has a notch to control the coolant flow-rate smoothly in small steps, preventing the overshoot and hunting phenomena.

The bottom bypass system is introduced in the 07 series for improving the cooling performance of the radiator.

• While the temperature of coolant in the engine is low, the thermostat is held closed and the coolant is allowed to flow through the bypass pipe and to circulate in the engine. (Bypass Opened)

• When the temperature exceeds the thermostat valve opening level, the thermostat fully opens itself to prevent the hot coolant from flowing through the bypass into the engine. (Bypass Closed)

In this way, the radiator can increase its cooling performance.

The engine employs the separated fuel injection pump in combination with Kubota’s own small multi-function mechanical governor, which enables more dependability. It also employs the torque limiting mechanism to control the maximum peak torque so that it complies with the regulations of exhaust gas.

This mechanism maintains engine speed at a constant level even under fluctuating loads, provides stable idling and regulates maximum engine speed by controlling the fuel injection rate.

This engine uses a mechanical governor that controls the fuel injection rate at all speed ranges (from idling to maximum speed) by utilizing the balance between the flyweight’s centrifugal force and spring tension.

A governor shaft for monitoring engine speed is independent of the injection pump shaft and rotates at twice the speed of conventional types, providing better response to load fluctuation and delivering greater engine output.

The stop solenoid (energized-to-run type) is powered to release the stop lever. As no centrifugal force is applied to the flyweight, the low tension of the start spring permits the control rack to move to the starting position, supplying the amount of fuel required to start the engine.

Turn the speed control lever clockwise to idle the engine. It tensions the governor spring to pull the fork lever 2. When the fork lever 2 is pulled, it moves the torque spring pin and the fork lever 1 in the direction of arrow A to restrain the weight. In combination with the start spring tension, it is balanced with the centrifugal force of the flywheel weight to keep idling.

As the speed control lever is changed from the middle speed to high speed, the governor spring tension increases to compress the torque spring and move the fork lever 1 in the direction of arrow A. The fork lever 2 moves until it reaches the output limiting bolt to keep rated rotation and rated output.

When the engine is overloaded, the engine rotating speed decreases and the centrifugal force of the flywheel weight decreases. Then the torque spring moves the fork lever 1 in the direction of arrow A. The control rack moves in the direction that increases fuel supply to increase the output. It is balanced with the centrifugal force of the flywheel weight to produce low-speed output (torque output).

When the stop solenoid is turned off, the spring tension of the solenoid is released, the rod extrudes and the stop lever moves the control rack in the direction of the arrow B which stops the engine. To stop the engine manually, move the external stop lever to the left.

The two-spring nozzle holder has been developed to reduce NOx (nitrogen oxides) and particulates from direct injection diesel engine exhaust. It limits needle valve lift at initial valve opening to throttle the injection quantity. Main injection occurs when the in-line pressure has increased sufficiently to move the needle valve through its full lift.

This gives the following features:

• Improved engine stability at low and intermediate speeds.

• Decreased engine hunting and surge.

• Decreased noise at idling.

• Decreased idling speed because of improved engine stability.

• Stabilized fuel injection characteristics from the injection pump and nozzle system, and easier matching of governor characteristics to engine demand.

The force of the high pressure fuel delivered by the injection pump acts to push the needle valve up. When this force exceeds the set force of the first spring, the nozzle’s needle valve pushes the first pushrod up and the valve opens. (First opening pressure is represented by point E in the bottom left hand figure, and point A in the above figure.)

When the first pushrod has been lifted through the pre-lift, it contacts the second pushrod. As the set force of the second spring is acting on the second pushrod, the combined forces of both the first spring and the second spring then act on the needle valve, which will not lift unless these forces are overcome.

When the high pressure fuel (i.e., in-line pressure) overcomes the combined forces of the first and second springs, the needle valve is again lifted and main injection can begin. (Second opening pressure is represented by point F in the bottom left hand figure and B-C in the above figure.)

The fuel injection pump with F.S.P. (Fine Spill Port) mechanism is equipped with two functions: speed timer function and injection rate control function.

The former function works like this. As the rpm is low, the injection timing gets delayed. This helps cut down on NOx and operating noise.

The latter function serves to keep down the initial injection rate and keep up the later injection rate, which cuts down on NOx and PM as well.

The Constant Pressure Valve (CPV) is a mechanism that maintains uniform residual pressure in the high-pressure pipe. It stabilizes overall delivery quantity characteristics and especially delivery quantity characteristics at low speeds.

At high fuel pressure

The delivery valve, the steel ball, and the snapper valve are moved up together. The delivery valve seat surface opens when the fuel pressure becomes more than the delivery valve set pressure.

At after injection

The delivery valve, the steel ball, and the snapper valve are moved down and the delivery valve seat surface closes. The steel ball still opens on the way and the fuel returns to the injection pump side. The steel ball closes when the fuel pressure becomes less than the snapper valve set pressure.

A turbocharger consists basically of a centrifugal compressor mounted on a common shaft with a turbine driven by exhaust gas. The compressor is usually located between the air cleaner and the intake manifold (or intercooler; if equipped), while the turbine is located between the exhaust manifold and the muffler.

The prime job of the turbocharger is, by compressing the air, to force more air into the engine cylinders. This allows the engine to efficiently burn more fuel, thereby producing more horsepower.

In applications where the boost pressure is relatively low, the turbocharger is capable of reducing the smoke concentration, the concentration in the cylinder, fuel consumption, and deterioration in performance at elevated terrain by increasing the amount of air into the engine cylinders.

In applications where the boost pressure is high, the turbocharger is capable of providing a large increase in engine output by increasing the amount of air into the engine cylinders.

In order to meet with the strict emission regulations, Kubota has adopted the EGR on the V2607-DI-T-E3B, V3007-DI-T-E3B and V3307-DI-T-E3B. The nitrogen oxide (NOx) which is a hazardous component in exhaust gas is generated by oxidation of nitrogen in the air, due to a rise in the combustion temperature in cylinders. The EGR is a system in which the exhaust gas with lean oxygen is cooled and returned to cylinders again in order to lower the combustion temperature. As a result, NOx can be decreased.

External mechanical EGR consists of a water-cooled EGR cooler, mechanical EGR valve, reed valve, and thermo valve.

When the coolant temperature is getting higher, the thermo valve opens and the boost pressure of the intake manifold gets to reach the diaphragm of the mechanical EGR valve.

If the coolant temperature is high, but the boost pressure is low, the EGR valve does not open. If coolant temperature is high and boost pressure is also high, the EGR valve opens and cooled EGR gas flows through the water-cooled EGR cooler into the intake manifold. The reed valve between the EGR valve and intake manifold prevents fresh air from flowing into the EGR system.

The EGR (Exhaust Gas Recirculation) cooler is used to lower combustion temperature and efficiently cool EGR gas, with the aim of reducing the NOx that is in the exhaust gas of the diesel engine. The EGR cooler is placed between the cylinder head and the mechanical EGR valve and returns the cooled exhaust gases to the engine’s suction side. The EGR cooler has resistance to clogging up, and has compact and efficient tubes internally.

The thermo valve controls boost pressure “ON / OFF” for the EGR valve.

• If the coolant temperature is low, the thermo valve is closed, so that boost pressure does not reach the EGR valve.

• If the coolant temperature is high, the thermo valve is open, so that boost pressure reaches the EGR valve.

The mechanical EGR valve controls the flow of cooled EGR gas to the intake manifold.

• If the boost pressure is low, the EGR valve is closed, so cooled EGR gas does not flow to the intake manifold.

• If the boost pressure is getting higher, the EGR valve is opening and cooled EGR gas is flowing to the intake manifold.

The reed valve is provided at the confluence of exhaust gas after passing the EGR valve, and intake air. It operates by the pressure difference between the inside of the crankcase and the atmosphere, and prevents back-flow of the mixture of exhaust gas and intake air generated by the piston and valves. It is used as the secondary air introduction device for the countermeasure against exhaust gas of four-cycle engines.

When the tightening torques are not specified, tighten the screws, bolts and nuts according to the table below. Screws, bolts and nuts must be tightened to the specified torque using a torque wrench. Several screws, bolts and nuts such as those used on the cylinder head must be tightened in proper sequence and the proper torque.

Screw and bolt material grades are shown by numbers punched on the screw and bolt heads. Prior to tightening, be sure to check the numbers.

Screw and Bolt Material Grade

Tightening Torques

NOTE:

• For “*” marked screws, bolts and nuts on the table, apply engine oil to their threads and seats before tightening.

• The letter “M” in Size x Pitch means that the screw, bolt or nut dimension stands for metric. The size is the nominal outside diameter in mm of the threads. The pitch is the nominal distance in mm between two threads.

1. After warming up the engine, shut it down and remove the air cleaner, the muffler, breather tube, glow lead and all glow plugs.

2. Install a compression tester (Code No: 07909-30208) and glow plug adaptor (for V2607 or V3007 / V3307 diesel engines) to the glow plug hole.

3. After making sure that the stop lever is set at the stop position (Non-injection), run the engine at 200 to 300 min⁻¹ (rpm) with the starter.

4. Read the maximum pressure. Measure the pressure more than twice.

NOTE:

• Check the compression pressure with the specified valve clearance.

• Always use a fully charged battery for performing this test.

• Variances in cylinder compression values should be under 10%.

Compression Pressure Specifications

Tightening Torque

IMPORTANT: Valve clearance must be checked and adjusted when the engine is cold.

1. Remove the high pressure pipes, glow lead, glow plugs and the cylinder head cover.

2. Align the 1TC mark of the flywheel and the convex of the flywheel housing timing windows so that the first piston (front cover side) comes to the compression top dead center.

For Adjustable type of valve bridge arm (V3007-DI-T-E3B / V3307-DI-T-E3B):

3. Before adjusting the valve clearance, adjust the valve bridge arm evenly to the valve stem.

4. Loosen the lock nut of the adjusting screw and adjust with the screw.

5. Slightly push the rocker arm with your fingers and screw in the adjusting screw slowly until you feel the screw touch the top of the valve stem, then tighten the lock nut.

6. Loosen the lock nut of the adjusting screw (push rod side) and insert the feeler gauge between the rocker arm and the head of the valve bridge arm. Set the adjusting screw to the specified value, then tighten the lock nut.

For Adjustment unnecessary type of valve bridge arm (V2607-DI-T-E3B / V3007-DI-T-E3B / V3307-DI-T-E3B):

3. Loosen the lock nut of the adjusting screw (push rod side) and insert the feeler gauge between the rocker arm and the head of the valve bridge arm. Set the adjusting screw to the specified value, then tighten the lock nut.

NOTE: After adjusting, tighten the lock nut securely.

Valve Clearance Specification: 0.13 to 0.17 mm (0.0052 to 0.0066 in.)

Valve Adjustment Sequence

Tightening Torque

1. Remove the oil switch and set a pressure tester (Code No. 07916-32032).

2. Start the engine. After warming up, measure the oil pressure of both idling and rated speeds.

3. If the oil pressure is less than the allowable limit, check the following:

• Engine oil insufficient

• Oil pump defective

• Oil strainer clogged

• Oil filter cartridge clogged

• Oil gallery clogged

• Excessive oil clearance

• Foreign matter in the relief valve

When reassembling:

• After checking the engine oil pressure, tighten the engine oil pressure switch to the specified torque.

1. Measure the deflection (A), depressing the fan belt halfway between the fan drive pulley and alternator pulley at a specified force of 98 N (10 kgf, 22 lbf).

2. If the measurement is not within the factory specifications, loosen the alternator mounting screws and relocate the alternator to adjust.

1. Check the fan belt for damage.

2. If the fan belt is damaged, replace it.

3. Check if the fan belt is worn and sunk in the pulley groove.

4. If the fan belt is nearly worn out and deeply sunk in the pulley groove, replace it.

CAUTION: When removing the radiator cap, wait at least ten minutes after the engine has stopped and cooled down. Otherwise, hot water may gush out, scalding nearby people.

1. Set a radiator tester and an adaptor on the radiator cap.

2. Apply the specified pressure of 88 kPa (0.90 kgf/cm², 13 psi), and measure the time for the pressure to fall to 59 kPa (0.60 kgf/cm², 8.5 psi).

3. If the measurement is less than the factory specification, replace the radiator cap.

1. Pour a specified amount of water into the radiator.

2. Set a radiator tester and an adaptor and raise the water pressure to the specified pressure.

3. Check the radiator for water leaks.

4. For water leak from a pinhole, replace the radiator or repair with radiator cement. When water leak is excessive, replace the radiator.

NOTE: The pressure of the leak test is different from each radiator specification. Thus, do the leak test, refer to the test pressure of each radiator specification.

1. Push down the thermostat valve and insert a string between the valve and the valve seat.

2. Place the thermostat and a thermometer in a container with water and gradually heat the water.

3. Hold the string to suspend the thermostat in the water. When the water temperature rises, the thermostat valve will open, allowing it to fall down from the string. Read the temperature at this moment on the thermometer.

4. Continue heating the water and read the temperature when the valve has risen by about 8 mm (0.3 in.).

5. If the measurement is not acceptable, replace the thermostat.

1. Make sure the injection timing align mark of the injection pump unit and the flywheel housing are matched.

2. Remove the injection pipes.

3. Remove the stop solenoid.

4. Turn the flywheel counterclockwise (viewed from flywheel side) until the fuel fills up to the hole of the delivery valve holder for No.1 cylinder.

5. After the fuel fills up, turn back (clockwise) the flywheel around 1.6 rad (90°).

6. Turn the flywheel counterclockwise to set at around 0.17 rad (10°) before T.D.C.

7. Slowly turn the flywheel counterclockwise and stop turning when the fuel begins to come up, to get the present injection timing.

8. Check the degree on the flywheel. The flywheel has a mark “1TC” for the crank angle before the top dead center of No.1 piston.

9. If the injection timing is not within the specification, rotate the injection pump unit to adjust the injection timing.

IMPORTANT: When installing the injection pump unit to the engine body, follow the correct procedure. See the “Injection Pump Unit” section.

Injection Timing Specifications

NOTE: Never try to disassemble the injection pump assembly. For repairs, you are strongly requested to contact a Kubota-authorized pump service shop.

1. Remove the engine stop solenoid.

2. Remove the injection pipes.

3. Install the injection pump pressure tester to the injection pump.

4. Install the injection nozzle jetted with the proper injection pressure to the injection pump pressure tester.

5. Set the speed control lever to the maximum speed position.

6. Run the starter to increase the pressure.

7. If the pressure cannot reach the allowable limit, replace the pump with a new one or have it repaired by a Kubota-authorized pump service shop.

NOTE: Never try to disassemble the injection pump assembly. For repairs, you are strongly requested to contact a Kubota-authorized pump service shop.

1. Remove the engine stop solenoid.

2. Remove the injection pipes.

3. Install a pressure tester to the fuel injection pump.

4. Install the injection nozzle jetted with the proper injection pressure to the injection pump pressure tester.

5. Run the starter to increase the pressure.

6. Stop the starter when the fuel jets from the injection nozzle. After that, turn the flywheel by hand and raise the pressure to approx. 18.63 MPa (190.0 kgf/cm², 2702 psi).

7. Now turn the flywheel back about half a turn (to keep the plunger free). Maintain the flywheel at this position and clock the time taken for the pressure to drop from 18.63 to 17.65 MPa (from 190.0 to 180.0 kgf/cm², from 2702 to 2560 psi).

8. Measure the time needed to decrease the pressure over this range.

9. If the measurement is less than the allowable limit, replace the pump with a new one or have it repaired by a Kubota-authorized pump service shop.

CAUTION:

• Check the nozzle injection pressure and condition after confirming that there is nobody standing in the direction the spray goes.

• If the spray from the nozzle directly contacts the human body, cells may be destroyed and blood poisoning may be caused.

1. Attach the injection nozzle to the nozzle tester, and check the nozzle spraying condition.

2. If the spraying condition is defective, replace the injection nozzle assembly or have it repaired at a Kubota-authorized nozzle service shop.

NOTE: Injection nozzle gasket must be replaced when the injection nozzle is removed for checking.

1. Attach the injection nozzle to the nozzle tester.

2. Slowly move the tester handle to measure the pressure at which fuel begins jetting out from the nozzle.

3. If the measurement is not within the factory specifications, replace the injection nozzle assembly or have it repaired at a Kubota-authorized nozzle service shop.

1. Attach the injection nozzle to the nozzle tester.

2. Raise the fuel pressure, and keep at 16.67 MPa (170.0 kgf/cm², 2418 psi) for 10 seconds.

3. If any fuel leak is found, replace the injection nozzle assembly or have it repaired at a Kubota-authorized nozzle service shop.

CAUTION:

• To avoid accidental short circuit, be sure to attach the positive cable to the positive terminal before the negative cable is attached to the negative terminal.

• Never remove the battery cap while the engine is running.

• Keep electrolyte away from eyes, hands and clothes. If you are spattered with it, wash it away completely with water immediately.

• Keep open sparks and flames away from the battery at all times. Hydrogen gas mixed with oxygen becomes very explosive.

IMPORTANT:

• If the machine is to be operated for a short time without a battery (using a slave battery for starting), use additional current (lights) while the engine is running and insulate the terminal of the battery. If this advice is disregarded, damage to the alternator and regulator may result.

1. Stop the engine.

2. Measure the voltage with a circuit tester between the battery terminals.

3. If the battery voltage is less than the factory specification (More than 12V), check the battery specific gravity and recharge the battery.

1. Check the specific gravity of the electrolyte in each cell with a hydrometer.

2. When the electrolyte temperature differs from that at which the hydrometer was calibrated, correct the specific gravity reading using the reference formula below.

3. If the specific gravity is less than 1.215 (after it is corrected for temperature), charge or replace the battery.

4. If the specific gravity differs between any two cells by more than 0.05, replace the battery.

NOTE:

• Hold the hydrometer tube vertical without removing it from the electrolyte.

• Do not suck too much electrolyte into the tube.

• Allow the float to move freely and hold the hydrometer at eye level.

• The hydrometer reading must be taken at the highest electrolyte level.

(Reference)

Specific gravity slightly varies with temperature. To be exact, the specific gravity decreases by 0.0007 with an increase of 1 °C (0.0004 with an increase of 1 °F) in temperature, and increases by 0.0007 with a decrease of 1 °C (0.0004 with a decrease of 1 °F). Therefore, using 20 °C (68 °F) as a reference, the specific gravity reading must be corrected by the following formula:

• Specific gravity at 20 °C = Measured value + 0.0007 × (electrolyte temperature – 20 °C)

• Specific gravity at 68 °F = Measured value + 0.0004 × (electrolyte temperature – 68 °F)

State of Charge at 20 °C (68 °F)

CAUTION: Secure the starter to prevent it from jumping up and down while testing the motor.

1. Disconnect the battery negative cable from the battery.

2. Disconnect the battery positive cable from the battery.

3. Disconnect the leads from the starter B terminal.

4. Remove the starter from the engine.

5. Connect a jumper lead from the starter C terminal to the battery positive terminal.

6. Connect a jumper lead momentarily between the starter’s body and the battery negative terminal.

7. If the motor does not run, the starter is faulty. Repair or replace the starter.

NOTE:

• B terminal: It is the terminal which connects the cable from the battery to the starter.

• C terminal: It is the terminal which connects the cable from the motor to the magnet switch.

1. Disconnect the battery negative cable from the battery.

2. Disconnect the battery positive cable from the battery.

3. Disconnect the leads from the starter B terminal.

4. Remove the starter from the engine.

5. Connect a jumper lead from the starter S terminal to the battery positive terminal.

6. Connect a jumper lead momentarily between the starter’s body and the battery negative terminal.

7. If the pinion gear does not pop out, the magnetic switch is faulty. Repair or replace the starter.

NOTE:

• B terminal: It is the terminal which connects the cable from the battery to the starter.

• S terminal: It is the terminal which connects the cable from the starter switch to the magnet switch.

1. Check the continuity across the C terminal and the B terminal with a circuit tester, while pushing in the plunger.

2. If it is not continuous or if a certain value is indicated, replace the magnet switch.

Before testing:

• Before the alternator on-unit test, check the battery terminal connections, circuit connection, fan belt tension, charging indicator lamp, fuses on the circuit, and for abnormal noise from the alternator.

• Prepare a fully charged battery for the test.

NOTE:

• Be careful not to touch the rotating engine parts while the engine is running.

• Keep a safe distance from the engine rotating parts.

Procedure:

1. Start the engine.

2. When the engine is operating, measure the voltage between the two battery terminals. If the voltage is between 13.8 V and 14.8 V, the alternator is operating normally.

3. If the results are not within specifications, disassemble the alternator and check each component part to find the failure.

1. Remove the glow plug.

2. Measure the resistance with a circuit tester between the glow plug terminal and the glow plug housing.

3. If the factory specification (Approx. 0.95 Ω) is not indicated, the glow plug is faulty.

NOTE: Adjust the direction of the ditch to the terminal side when the seal is installed in the glow plug.

1. Remove the engine stop solenoid from the engine.

2. Connect jumper leads from the pulling coil P terminal to switch (3), and from switch (3) to the battery positive terminal.

3. Connect jumper leads from the holding coil H terminal to switch (4), and from switch (4) to the battery positive terminal.

4. Connect jumper leads from the engine stop solenoid body to the battery negative terminal.

5. When switch (4) is turned on, the plunger should pull into the solenoid body. When you then turn off switch (4), the plunger should come out.

6. Turn on switch (3) then turn on switch (4). The plunger should pull into the solenoid body and keep its holding position after turning off switch (4).

7. If the plunger is not attracted, the engine stop solenoid is faulty.

IMPORTANT: Never apply current to the pulling coil for more than two seconds when inspecting.

Turbine Side Inspection:

1. Check the exhaust port and inlet port side of the turbine housing to see if there is an exhaust gas leak.

2. If any gas leak is found, retighten the bolts and nuts or replace the gasket with a new one.

Compressor Side Inspection:

1. Check the inlet hose of the compressor cover to see if there is an air leak.

2. Check for loose connections or cracks in the suction side of the intake hose.

3. If any air leak is found, change the clamp band and/or intake hoses.

Radial Clearance Inspection:

1. If the wheel makes contact with the housing, replace the turbocharger assembly with a new one.

This procedure is for both V2607-DI-T-E3B and V3007/V3307-DI-T-E3B models, but with different temperature thresholds.

1. Monitor the coolant temperature throughout the check.

2. If the coolant temperature is already 55 °C (131 °F), cool down the engine.

3. Start the engine and proceed to check condition 1.

Condition 1: Coolant temperature is UNDER 55 °C (131 °F)

• The surface temperature of the EGR valve must be under the specified limit (100 °C for V2607, 150 °C for V3007/V3307). If it is, the EGR system is OK.

• If the EGR valve surface temperature is OVER the limit, disconnect the boost hose from the EGR valve and measure the surface temperature again.

• If the temperature is getting down, the thermo valve has failed.

• If the temperature is still over the limit, the EGR valve has failed.

Condition 2: Coolant temperature is OVER 70 °C (158 °F)

• After checking condition 1, arrange for the coolant temperature to get over 70 °C (158 °F).

• The surface temperature of the EGR valve must be over the specified limit (100 °C for V2607, 150 °C for V3007/V3307). If it is, the EGR system is OK.

• If the EGR valve surface temperature is UNDER the limit, connect the hose directly between the intake manifold flange and the EGR valve. Measure the surface temperature again.

• If the temperature is getting up, the thermo valve has failed.

• If the temperature is still under the limit, the EGR valve has failed.

1. Start and warm up the engine for approx. 5 minutes.

2. Place an oil pan underneath the engine.

3. Remove the drain plug to drain the oil.

4. After draining, screw in the drain plug.

When refilling:

• Fill the engine oil up to the upper line on the dipstick.

IMPORTANT:

• Never mix two different types of oil.

• Use the proper SAE Engine Oil according to ambient temperature.

CAUTION: Never remove the radiator cap while operating or immediately after stopping. Otherwise, hot water will spout out from the radiator. Wait for more than ten minutes to cool the radiator, before opening the cap.

1. Open the radiator drain plug and remove the radiator cap.

2. Remove the radiator hose from the engine body.

If air vent hose equipped:

3. Remove the air vent hose.

When refilling:

• Adjust the mark of the air vent hose to the upward side near the EGR valve.

• Fix the air vent hose to the cylinder head cover by using the clamp belt.

NOTE:

• Clamp the air vent hose so as not to crush it.

• Securely tighten clamp belts. If the clamp belt is loose or improperly fitted, coolant may leak out and the engine could overheat.