Do not apply voltage higher than the specified value. In particular, pay close attention to the electronic control unit and sensors, since they are not always fed the battery voltage.
When using testers or the like for continuity tests, be careful not to allow test probes to touch the wrong terminals. Check the circuit by touching test probe C to the test connector.
Where control units, etc. Test with connectors disengaged Using female pins Insert a test probe into a terminal. However, do not force the probe into the terminal, or it will cause a poor contact. Be sure that you do not short circuit the connector pins when you use the test probe because this could damage the internal circuit of the electronic control unit.
Connector Inspection Procedures Visual inspection Check for loose connection and poor engagement. Check for poor contact caused by connector pins having fallen out, rusted terminals or foreign particles.
Check if the pins have fallen out from the connector by pulling each harness gently. Inspection Procedures for Blown Fuses Remove fuse B and measure resistance between the loaded side of the fuse and ground. Turn on all circuit switches connected to the fuse. If the resistance value reading is approximately 0, a short has occurred between the switch and the loaded point. A value of other than zero may indicate that the fuse was blown by a temporary short but the short is no longer present.
If the alternator is connected with reversed polarities, a large current flow from the battery to the alternator occurs, and the diode or regulator might be damaged.
If a high-voltage tester is used, the diode or regulator might be destroyed. If water is directly splashed over the alternator, individual components will be short-circuited and might be destroyed. If the terminals are short-circuited while the alternator is running, the diode trio might be destroyed. Quick-charging without disconnecting the battery terminals miQht damage the diode or regulator.
Cylinder Head and Crankcase Valve Mechanism Connecting Rods Timing Gears Fiywieei PiO Measuring Compression Pressure Inspecting and Adjusting Valve Clearances The liner and piston that are paired should be of the same size mark. Liners are press-fitted into the crankcase 4. They should be combined as specified according to the size marks. To prevent the inner and outer springs from meshing with each other, the springs are wound in opposite directions.
Timing Gears 1 Camshaft gear 2 No. Incorrect lubrication of timing gear peripheries and idler shafts Worn connecting rod small end bushing and piston pin. Reductions in compression pressure should be used as a guide in determining the timing of engine overhauls. T he pressure will then normalize as parts wear. For the terminal arrangement of the engine ECU, refer to Gr.
If any cylinder is cracked, coolant, engine oil, and fuel wm enter the cylinder thivugh the crack. When the engine is turned over, these substances will spray out of the nozzle mounting hole Bat a high temperature. Valve clearances should be checked and adjusted when the engine is cold. Pistons whose push rods are not pushing up their rockers are at top-dead-centre TDC of their compression strokes. Piston No. Valve arrangement. To measure the clearance, insert a feeler gauge 1.
T he gauge should be able to move in the gap, albeit not loosely. Accurate measurements cannot be taken if the gauge moves loosely in the gap. At this time, use a screwdriver C to stop the adjusting screw 3 from turning.
Next, insert the feeler gauge 1 once more to confirm that the clearance B is correct. Install new glow plugs. Cylinder head bolt installation of rocker and bracket assembly and cylinder head and valve assembly. Each cylinder head bolt should be loosened a little at a time.
Before fitting any cylinder head bolt 8, check the punch marks A on its head. Do not use the bolt if there are more than two punch marks. The punch marks indicate the number of times each bolt has been tightened using the plastic area tightening method. Any bolt that already has three punch marks must be replaced. Then, turn the bolts further in accordance with the following procedure. Rocker shaft brackets Be sure to fit the rocker shaft brackets 6, 8, 12 in their correct positions.
Align the oil hole Gin the No. The injection nozzles 9 and glow plugs 14 project from the bottom surface of cylinder head Take care not to damage them.
Fit the outer and inner valve springs 4, 5 onto the cylinder head 20 with their painted ends downward. A: Painted end. Strike the Valve Stem Installer until it sits snugly on the cylinder head Strike the Valve Guide Installer until it sits snugly on the cylinder head Be sure to install the correct type of guide in each location.
Do not rotate the valve during this operation. A : Valve seat width Whenever a valve seat 17, 18 is rectified or replaced, be sure to lap the valve seat and valve 7, 8. If any measurement exceeds the specified limit, rectify or replace the defective part s.
B: Valve sinkage. C : Valve seat angle. To remove a valve seat, grind the inside surface to reduce its thickness, then remove the valve seat at room temperature. Unit: mm. Hold their flanges down using bolts and washers A. The upper connecting rod bearing has an oil hole B. The lower connecting rod bearing has no oil hole.
Take care not to confuse the upper and lower parts. Select an oversize most suitable for the diameter. Apply soap suds G to the cylinder liner 6. Taking care not to twist the 0rings 7, insert the cylinder liner into the crankcase. When the cylinder liner is replaced, the new one must bear the same size mark as the piston. D: Outside diameter measurement position E: Direction of crankshaft axis F: Perpendicular to crankshaft axis. The cylinder liners are of a thin design and cannot be bored to oversize dimensions.
When the cylinder liner is replaced, select the proper one according to the size marks on the crankcase and the piston, as shown in the illustration.
Handle them with care, and do not subject them to hammer blows or other severe shocks. Snap ring Piston pin Connecting rod bushing Connecting rod 1st compression ring 6 2nd compression ring 7 Oil ring 8 Piston. Using a press, apply pressure of approximately 49 kN 5, kgf such that the bushing is pressed out of the connecting rod 4. Using a press, apply pressure of approximately 49 kN 5, kgf such that the bushing is pressed into the connecting rod 4 from the chamfered side C.
After installing the connecting rod bushing 3, insert the piston pin 2 and check that it turns smoothly and without play. This consists of the following parts: D: Base. Then, use a press to slowly apply pressure of approximately 49 kN 5, kgf until the bushing is pressed into place.
C: Connecting rod 4 aligner measurement device. Replace all the rings of a piston if any gap exceeds the specified limit. Never replace piston rings individually. If backlash is out of specification, adjust it using a shim 2. Shims are available in the following sizes: 0. Hold the PTO idler shaft B steady while taking measurements. If the backlash is out of specification, adjust it using a shim 2. Before installing the bolt 2, check the number of punch marks K on its head.
If there are two or less, the bolt is reusable. If there are three which means that the bolt has been tightened 3 times , replace the bolt. Since the bolts 2 utilize the plastic region tightening method, they must not be tightened further after this procedure. Then, rectify or replace the flywheel assembly 4 as required. H : Height of friction surface. If any abnormality is evident on the ring gear 6, replace the ring gear before making inspections.
The friction surface must remain parallel with surface J with a tolerance of 0. Since the No. For each gear pair, measure backlash at three or more points. If any measurement exceeds the specified limit, replace the defective part s. If the measurement is below the nominal value range, ream the bushing 3. G] [g Installing No. RS IT! A: Press. If the measurement is below the nominal value range, ream the bushing Press out both parts together.
If the measurement is below the nominal value range, ream the No. Gr Check the tightening torque of the engine speed sensor 1. If the sensor is insufficiently tightened, it may not produce signals.
If either measurement exceeds the specified limit, replace the camshaft. Turn the camshaft 11 through one revolution. Bushing No. Remove the No. Install the No. With the No. Do not remove front oil seal slinger 13, rear oil seal slinger or sleeve 14 and crankshaft 15 unless faulty. The upper main bearing 17 has an oil hole B. Then, tighten the bolts 8 to their specified torque. Before fitting the bolts, make a punch mark on the head of each bolt to indicate times of reuse.
Since the bolts utilize the plastic region tightening method, they must not be tightened further after this procedure. B: Locating pin. If oversize thrust plates 11 are used, they must be fitted on both sides of the bearing caps Ensure that the bearing cap rear thrust plates and the rearmost thrust plate in the crankcase 18 are the same size.
Note, however, that the front and rear thrust plates on each bearing cap may be of different sizes. Do not tighten the bolt firmly. B: White paint C: Apply engine oil. Then, drive the gear into position by striking its end face with a plastic mallet. A: Roundness B: Cylindricity Measure the extent of bending in the crankshaft at the centre of the No.
With the dial indicator applied to the centre journal, turn the crankshaft 16 through one revolution. NOTE If the crankshaft 16 is rectified by grinding, the main bearings 9, 17 must be replaced with undersized ones.
The grinder L should rotate in the same direction. Lubrication System Oil Pump Oil Filter Oil Cooler Lubrication of Related Parts Oil Filter Replacement Engine Oil Replacement Oil Pressure Measurement Engine oil pressure gauge unit Main oil gallery Bypass valve Oil cooler Engine oil bypass aiarm switch Full-flow filter element Bypass filter element Check valve built into oil filter Bypass check valve built into oil filter Relief valve built into oil pump Oil pump Oil strainer Regulator valve Crankshaft main bearing Connecting rod bearing.
Oil pump 3 is a gear type. It is driven by rotation of the crankshaft via crankshaft gear 1 and oil pump gear 2. Relief valve 5 is fitted to the oil pump. T his oil filter is a spin-on paper-filter type incorporating full-flow filter element 1 and bypass filter element 2.
Engine oil bypass alarm switch 3 is fitted to the oil filter bracket. If clogging causes the pressure difference before and after the element to exceed a specified level, a valve inside the switch opens to allow oil to flow directly to the oil cooler. Check valve 4 is fitted to the inlet to prevent a reverse flow of oil out of the filter when the engine is stationary. In conjunction with this, bypass check valve 5 opens only when oil pressure in the bypass arrangement exceeds a specified level.
As a result, the oil level in the filter is kept constant and oil reaches all parts of the lubrication system quickly when the engine is started. To prevent this, engine oil bypass alarm switch 1 is fitted to the spin-on filter.
As a result, engine oil is allowed to flow directly to the oil cooler, bypassing full-flow filter element 3. When the engine oil bypass alarm switch is activated, a warning lamp illuminates to notify the operator of the clogged oil filter element.
This ensures that the oil level in the filter remains constant such that oil reaches all parts of the lubrication system quickly when the engine is started. When engine oil is cool and its viscosity is high, or when the oil cooler element becomes clogged and restricts the flow of engine oil, this valve opens.
As a result, engine oil is allowed to flow directly to the main oil gallery, bypassing the oil cooler. If the pressure of engine oil to the main oil gallery drops below a specified level, an electrical contact incorporated in engine oil pressure switch 2 closes. The oil then sprays out of oil jet A at the top of the connecting rod to cool the piston.
If a flywheel power take-off PTO is fitted, oil flows through an oil passage in the flywheel housing and sprays out of the oil jet to lubricate PTO idler gear B A: From camshaft bushing No.
An oil jet 2 is fitted in the lower part of the main oil gallery A for each piston. T hese oil jets cool the pistons 1 by injecting oil into them. Each oil jet is fitted with a check valve that opens and closes at specified oil pressure levels. At low engine speeds, these check valves 3 close to maintain the required volume of oil in the lubrication system and prevent reductions in oil pressure. At each end of the turbine wheel shaft, piston ring 3 acts as an oil seal.
A: From main oil gallery B: To oil pan Engine oil that has lubricated injection pump 1 and governor 2 returns to the oil pan via the timer case, air compressor 3 or injection pump drive , and timing gear train. A: From main oil gallery B: To oil pan Engine oil from the main oil gallery splashes onto connecting rod 2 and lubricates connecting rod bushing 4. After lubricating the vacuum pump vanes, this oil!
Front oil seal defective Front cover assembly fitted poorly Rear oil seal defective Gasket fitted poorly. Oil working its way up into combustion chamber s Oil working its way down into combustion chamber s Oil viscosity too high Unsuitable oil quality Deterioration in oil Fuel mixed with oil.
When pouring oil into the engine, take care not to spill any on the V-belts. Contact with oil could make the V-belts slip, rendering the cooling system less effective.
For type A or type B oil filter, loosen drain plug 1 or oil filter drain plug 2 and air plug 3 in that order, then drain the oil out of filter 4. With a downward-facing oil filter, loosen drain valve plug 1 and air plug 2 in that order, then drain the oil out of filter 3. Then, drain the engine oil. Install an oil pressure gauge onto the adapter.
If either of the measured values is below the limit pressures, overhaul the lubrication system. Do not tighten check valve 4 in excess of the specified torque. Apply the sealant evenly and without breaks. Ensure that sealant A does not spread to other areas. If any defect is apparent, replace the whole unit. Remove those three as a unit. If the amount of backlash exceeds the specified limit, adjust it with shims Verify that this pressure conforms with the specified standard value.
B: Air pressure gauge. Note the air pressure when electrical continuity appears between the terminal f. Remove any deposits with cleaning sealant. Then, immerse the oil cooler element in a tank of water. Apply the specified air pressure via the hose and check that no air leaks from the oil cooler element. If any air leaks, replace the oil cooler element. If the engine oil pressure gauge unit 13 is installed horizontally, it must be fitted with its arrow pointing upward.
Perform the following checks, and if any fault is found, replace the engine oil pressure switch Perform the following checks, and if any fault is found, replace the engine oil pressure switch 5. Plug outlet A of oil cooler element 9 and connect a hose to the oil inlet Then, immerse the oil cooler element in a tank of water. Apply the specified air pressure B via the hose and check that no air leaks from the oil cooler element.
Fuel System Fuel Filter Secondary Fuel Filter Water Separator.. Injection Pump Feed Pump. Automatic Timer B oost Compensator Checking and Adjusting Injection Timing The feed pump is driven by a cam in the injection pump 6. From there, it is fed under high pressure to the injection nozzles 1. The injection nozzles spray the fuel into the combustion chambers.
Like the regular fuel filter, this unit separates any water content out of fuel received from the feed pump.
It uses a paper element to remove impurities. The sediment trap type water separator splits fuel and water centrifugally utilizing the difference in specific gravity between the two fluids.
Water separated from the fuel settles in the case, and the water-free fuel flows to the feed pump via a passage in the center of the head. The water separator is effective in removing not only water but also dirt and other impurities. Regardless of how much further the plunger rises, no fuel feed takes place thereafter. Simply stated, the effective stroke is made longer or shorter.
A single control rack 7 is used to rotate every plunger in the engine, so the plungers rotate simultaneously and by the same angle. Delivery valve lowers further to rest at its seat, and for this stroke L, residual pressure between delivery valve and injection nozzle is for an instant lowered.
This return suction makes fuel-cutting at nozzles effective and avoids post-injection dripping. The priming pump 1 enables fuel to be drawn up manually when the injection pump is stationary. It is particularly useful for air bleeding.
The gauze filter 3 removes large impurities from fuel drawn up from the fuel tank and thus prevents clogging of the feed pump. It must be washed regularly in gas oil. Most of the fuel forced out is drawn into the pressure chamber D below the piston. As the camshaft 6 turns and the cam loses its lift, the piston 9 is pushed down by the piston spring 8. The fuel in the pressure chamber D is thus forced out and fed toward the fuel filter. At the same time, the outlet check valve 4 closes and the inlet check valve 2 opens.
As a result, fuel is again drawn into the suction chamber C. Automatic Timer The automatic timer utilizes a mechanical arrangement to adjust the injection timing in accordance with the engine speed.
The automatic timer is mounted on the injection pump camshaft using a round nut. Via a driving disk, it is driven by the air compressor crankshaft or pump drive shaft. With the timer housing pin A as the fulcrum, the flyweight roller 3 thus moves outward while pushing the curved surface of the flange 7, causing the flange to compress the timer springs 4. As the engine speed increases, the centrifugal force exerted on flyweight 5 matches the force of timer spring 6. As the flyweight moves outwards, eccentric cam small 2 rotates in the reverse direction of the shaft rotation about pin A of the timer housing.
Also, center B of eccentric cam large 3 rotates in the reverse direction of the shaft rotation about center C of the timer. The eccentric cam large has been fit into timer holder 4. Therefore, the movement of the eccentric cam large is transmitted to the timer holder. The maximum retard is achieved when the back of the flyweight bottoms against the inner surface of timer housing 1.
This causes floating lever 11 to move counterclockwise about pivot E, which in turn moves control rod 12 in the direction of D more fuel. The injection pump drive is fitted onto the flywheel housing on the left of the engine.
It is driven by the engine timing gear at half the engine speed. Fuel fed from the injection pump enters the nozzle holder 5. When the fuel pressure in the nozzle holder exceeds a preset pressure, it overcomes the nozzle spring 1, pushes up the needle valve 2, and the fuel is sprayed into the cylinder from the orifice at the end of the nozzle 3.
Some of the high-pressure fuel lubricates the needle valve 2 and returns to the fuel tank via the leak-off pipe. Inside the nozzle, there are two springs 3, 9 and two push rods 4, 8. A prelift clearance is provided between the two push rods. Worn plunger Defective delivery valve seat Insufficient plunger slide stroke Broken plunger spring. Defective sliding action in control rack Tappet worn or not sliding correctly Broken delivery valve spring Poor airtightness due to loose delivery valve holder Defective delivery valve operation Loose control pinion Plunger spring not seating correctly Delivery valve holder too tight.
Uneven injection volume to cylinders Check valve not operating Sticky piston Sticky push rod Worn tappet Defective check valve operation Piston worn.
This may not be cancelled by a slight forward rotation of the engine. With fuel flowing out of the injection pipe 7, crank the engine slowly clockwise as seen from the front of engine.
When the flow of fuel stops completely, stop cranking the engine. When the injection timing is reached, the fuel at the top of the delivery valve holder 3 starts to move. If this occurs, remove and refit the air compressor or injection pump drive. If the engine is turned in reverse while the engine is stationary, the automatic timer can move to an advanced position. Turn the automatic timer to align line B with line C. Start the engine and allow it to warm up before carrying out the following inspections.
Then check that the minimum speed is up to specification. Then, check that the maximum speed is up to specification. Check that the engine does not stall and that no hunting occurs when the control lever 1 is moved quickly from the full-speed position to the idling position. If any abnormality is apparent, make adjustments within the specified range. A: Idling position. Then, check that. If the maximum speed is out of specification, adjust position of the speed control lever 8 using the maximum speed stopper bolt 9 and stopper bolt Be sure to use a genuine Mitsubishi filter.
Be sure to turn the filter by hand. Do not get it near flame or heat. To prevent the ingress of dirt, cover all pipes, hoses, and other parts after removal. Then, fit the injection pump assembly 15 onto the air compressor or injection pump drive. Boost hose mechanical governor Eye bolt mechanical governor Oil pipe mechanical governor Bolt Cotter bolt Driving coupling Injection pump assembly Bolt Injection pump bracket Key.
Removing the lever may result in deteriorated pump performance. Fuel injection timing BTDC Injection pump bracket eccentricity between injection pump centering tool and injection pump drive or air compressor crankshaft. Push the driving coupling against the injection pump drive or air compressor crankshaft D. Tighten cotter bolt 21 to the specified torque. Then, fit the lock washer 3 such that its notch A is aligned with the drive gear alignment mark, and tighten the nut 2 to the specified torque.
If the clearance exceeds the specified limit, replace the pump drive case Check if line A inscribed on drive gear 4 is aligned with pointer D. If not, remove and refit injection pump drive assembly 1 to obtain the alignment. Tighten nut 2 to the specified torque. Then, fit it in bearing holder 8 by pressing evenly until it is flush with the end face A of the holder.
Under no circumstances change the needle valve 13 and nozzle 12 combination used in each injection nozzle assembly 5. Before disassembly, check the pressure and shape of the spray and inspect the assembly for fuel leaks. If no abnormality is apparent, do not commence disassembly.
NOTE Before commencing inspection, operate the lever on the nozzle tester A two or three times to bleed all air out of the arrangement. The pressure gauge reading will gradually rise, then the needle will suddenly deflect.
Note the pressure when the needle starts to deflect. If the spray is still unsatisfactory, replace the injection nozzle assembly 5. Maintain this pressure for 10 seconds and check that no fuel drips from the end of the nozzle. If the injection nozzle assembly 5 still appears defective, it must be replaced.
Insert the Needle Cleaner and rotate it to dislodge the carbon. Repeat this test several times, turning the needle valve each time. If the needle valve is still defective, replace the needle valve and nozzle 12 as a set. Whenever a nozzle 12 is replaced, the nozzle and needle valve 13 must be replaced as a set using Nozzle Service Kit. Under no circumstances change the needle valve 19 and nozzle 18 combination used in each injection nozzle assembly 5.
Before commencing inspection, operate the lever on the nozzle tester A two or three times to bleed all air out of the arrangement. Maintain this pressure for 1O seconds and check that no fuel drips from the end of the nozzle. Insert the needle cleaner and rotate it to dislodge the carbon. Cleaning needle diameter: 0. If the needle valve is still defective, replace the needle valve and nozzle 18 as a set. After replacing any nozzle 18, be sure to readjust the prelift and ensure that the valve opening pressure is up to specification.
Then, tighten the set screw 10 to the specified torque. Shims are available in the following thicknesses: 0. Next, set the [. Then, hold the holder B of the [. Still holding the holder of the dial gauge, push down the gauge and read its lift measurement h.
Nominal value: Also, check for fuel leaks. Read the lift dimension shown by the Dial Gauge. Do not loosen the lock nut 8. Loosening the lock nut would alter the 2nd spring setting pressure. Then, use the nozzle tester to increase the pressure again to The pressure will start to decrease, and the needle valve will drop. Check also for fuel leaks. Clean off any carbon deposits before disassembling, reassembling, or adjusting the injection nozzle assembly 5.
Under no circumstances change the needle valve 18 and nozzle 17 combination used in each injection nozzle assembly 5. When fitting the injection nozzle assembly 5, tighten each of the two bolts 4 a little at a time.
Maintain this pressure tor 10 seconds and check that no fuel drips from the end of the nozzle. If the injection nozzle assembly still appears defective, it must be replaced.
If the needle valve is still defective, replace the needle valve and nozzle 17 as a set. If the thickness of the valve opening pressure adjustment shim is not known, a 1. Shims are available in thicknesses from 0. Then, assemble the dial gauge A, lgb Holder, and lgc Probe as shown in the illustration. Then, refit the dial gauge as described above and note the needle deflection. If the prelift measurement is out of specification, adjust it by changing the shim.
Take care not to confuse the valve opening pressure shim 9 with the prelift shim If the1st valve opening pressure is out of specification, carry out the entire adjustment procedure again. Cooling System Water Flow Water Pump Replacing Coolant and Cleaning Coolant System Air Bleeding of Cooling System Gas Leak Testing Thermostat 2 is a bottom bypass type that uses wax-charged pellets as its regulating element. As the wax changes from solid to liquid in line with temperature increases, the total wax volume changes.
Bearing defective Bimetal damaged Bimetal contaminated with foreign particles Silicon oil leaking Oil cooler fitted poorly Gasket defective.
Valve opening temperature too low; valve remains open Water leaking from water temperature sensor Radiator. T he cooling system must be cleaned periodically. Cover the pressure cap with a cloth, and loosen the cap slowly to bleed off the pressure before opening it fully. Carefully examine the radiator for leaks after cleaning the cooling system. I Fill the radiator with the solution. Fill with soft water boiled preferably. Drain the water.
If the drained water is clear, cleaning has been successful. If it is still muddy, repeat the procedure. See the Maintenance Manual for instructions on the use of these products.
Gas Leak Testing The presence of air or exhaust gas in the coolant increases corrosion and rust in the cooling system. Make sure the coolant is sufficiently cool before loosening the pressure cap. If the coolant is hot, it will spray out. Alternatively, the hoses may be damaged. If the measurement does not conform with the standard value, replace pressure cap 6.
If any fault is apparent, replace the whole assembly. If the measurement does not conform with the standard value, adjust the V-belt as shown below. If any defect is evident, replace the unit. If there is no or only one punch mark in location A, the impeller can be refitted. Ensure to punch a mark in location A for future reference before refitting the impeller. If there are two punch marks i. Replace it with a new impeller. Press-fit impeller 3 until its end face B is in line with end face A of water pump shaft C: Press.
Press-fit the impeller such that flange side D of water pump shaft 1 O is the load receiving surface. If there is no or only one punch mark in location A, the flange can be refitted. Ensure to punch a mark in location A for future reference before refitting the flange.
Replace it with a new flange. QJ Flange-to-water pump shaft interference If the measurement does not conform with the standard value, replace the defective part s. Disable the unit from operating per the first page warning. Check the engine oil level. Adjust as necessary. Check the engine coolant level. Check the engine coolant thermal protection level. Correct as necessary. Check the diesel fuel supply level. Fill as necessary. Drain water and sediment from the diesel fuel tank.
Drain water from the fuel line water separator if the unit is equipped with one. Check the air inlets and outlets for debris. Clean as necessary. Check the battery electrolyte level if accessible. Check the battery posts, cables, and charger for loose connections, corrosion, and proper operation. Check the unit wiring for loose connections, corrosion, and damage.
Check the engine accessory drive belts for wear, weather cracking, and damage. Replace as necessary. Visually inspect the unit looking for leaks, wear or damage, loose connections or components, and corrosion. Test the engine and transfer switch safety devices. Initiate an automatic start and transfer of the unit to site load and exercise it for at least 1 hour looking for leaks, loose connections or components, and abnormal operating conditions.
Start and exercise the unit at full rated load use a load bank if the site load is not enough for at least 2 hours looking for leaks, loose connections or components, and abnormal operating conditions. Change the engine oil. Replace the engine oi filter s.
0コメント