CASE 1000 Crawler Dozer Service Repair Manual Instant Download (1)

1
SERVICE MANUAL Crawler 1000
SERVICE MANUAL Crawler
1000
9-72142
9-72142
1 Trim along dashedlne 2. Slide into pocket on
Binder Spine.

1. Trim along dashed line.
2. Slide into pocket on Binder Spine.

TYPES-4
SERVICE MANUAL Crawler
SERVICE MANUAL Crawler
1000
1000
I I I I I I
9-72142
9-72142

1. Trim along dashed line.
2. Slide into pocket on Binder Spine.

1. Trim along dashed line.
2. Slide into pocket on Binder Spine.

TYPE 1-4
TYPE 1 -4
2
1O0OD CRAWLER TABLE OF CONTENTS
SE RIES/SEC TION 10 SE RIES - GENERAL Basic
Crawler Specifications (pages are numbered with
Roman numeral prefix I) 20 SERIES - ENGINE Engine
(pages are numbered with Roman numeral prefix
II) 30 SERIES FUE L SYSTEM Fuel System (pages
are numbered with Roman numeral prefix
III 40 SERIES-HYDRAULICS Hydraulic System (pages
are numbered with Roman numeral prefix
VIII) 50 SE RIES - TRACK AND SUSPENSION Track and
Suspension System (pages are numbered with Roman
numeral prefix VI) 60 SERIES - POWER TRAIN Torque
Converter (pages are numbered with Roman numeral
prefix IV) Transmission and Final Drive (pages
are numbered with Roman numerals prefix
V) 80 SERIES - ELE C TRICAL Electrlcal System
(pages are numbered with Roman numeral prefix
VII) 90 SERIES - MOUNTED EQUIPMENT Loader, Dozer,
Ripper (pages are numbered with Roman numeral
prefix IX)
C. E. Div. 9-72142 December 1976
CASE CORPORATION
3
1. MAOlC CRAW1ER GFECIWICATIONS
............... ............ .. ..............
JD-382
Model (Continental)
. 93 .. .. . . 85
Horsepower, maximum (gross) .....
net flywheel hp ..............
, , ..
,....,
.. , , .,. , , , . ...
No. 2 Diesel
Fue1 .................. . ..
4
No. cylinders ............. ..... . .............
. . . .
. . . . . . . . . . . . . . . . . . . . . . . . .
4-1/2" x 6"
Bore and str, oke .............. Piston
displacement (cu. in.) ....... RP(gMoverned
at full load) ........
382 .1800
. . ... .. . . .
. .. 278
Max. torque, lbs. ft. Q 1200 RPM .... Fuel
injection ..,.... ............ . . . . .
. . . . . . . . . . . . . . . . . Roosa-Master
....... ..............24-volt electric
Starting ........... .......... .,.
Sea level (calculated) maximum horsepower (based
on 60 F. and 29.92" Hg.). Manufacturer's rating.
Dimenuicznu ancJ Weipht Overall
Length ................ ...............
.... Height (over fuel tank cap 6 ft. 1-1/2
inches) .,.... ....., ... .
. 115-1/2 Inches .. 8 Ft. 4 Inches
Overall Widt,h, ,.. , . , . ,, . . ......, .. .
,. ... ... ., , , . , . .. 6 Ft. 3 Inches Ground
Clearance (at drawbar) .., ... . , ,.... ......,
. ....., , , 12 Inches Ground Pressure
.............................. ... ...
6P..0S.I. Weight (approximate working - fuel
and operat, or) ......., ., .. ...... 14,185 lbs.
Track Gauge ..... .. ..... ..................
.. .... . ........ 60 Inches Standard Shoe
Width ......, ., .. ,.... ...., ... , .. . .,....
, ,... 15 Inches Lower Track Rollers (each
side, ., , , . .,...., .. , .. , , .. , .
, ...., ... ... 6
. . , . , .., ., ., . , . ..,... ,,, .. , , . 2
Upper Support Rollers (each si,de), . , . ,
, Length of Track on Groun,d . , , ... , , ..
, , Total Area of Ground Contact (std.
shoes)
. , ,... , , . .. , , .. ,..., . . 79 Inches
................ 2370 Square Inches
WraveISpeeds, MPH lst (Lo-Lo)
.............. . 2nd (Hi-Lo) .............. 3rd
(Lo-Hi) ......., ... ... 4th (Hi-Hi) ............
..
Porward 0 to 1.7
Reverse 0 to 2.0 0 to 3.5 0 to 4.1 0 to 7.1
..................... . ..................... ....
............. . ..................... .
. 0 to 2.9
.. . 0 to 3.4
0 to 6.0
Capacities Fuel Tank ............................
....... ......... 52 U.S. Gallons
Transmission and Torque Converter , ... ,
... , .. , .. , .. , , .. Final Drive
(each,si,de) ,.,..., . ........., ..., .. ,
... Track Roller Reservoir (each sid,e) ..
, .. ........, .. ., , .. Equipment Hydraulic
Syste, m . .., ... ....., ... ,.... , , ..
.... 13 U.S. Gallons .. , . 1-1/2 U.S.
Gallons ......... 8-1/2 lbs. .... , 16 U.S.
Gallons
Cooling System ...................................
...... ..Goan Crankcase ....... , , ,.. ,.
,,... , , .,.. , ... ..., .., ., ., . , 11-1/2
U.S. Quarts 1-1
4
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Torque Converter Type ........... ....... ...,....
, . . , , ..,. ,, . , , ,.. , , .. , , .. Single
Stage Torque Ratio Increase at Sta, ll . ,
,... .,. . ,...., , .. , , .. ,.... , , . 1.92
to 1 Fluid Used (type) ., .. . , ,... ,, ..., ..
, , . , .. .., ... .... Case Hi-Lo TCH
Oil Maximum Drawl ar P'ull i st (to-to)
.................... ............ ... . .......
350, 0lbs.0 2nd (Hi-Lo) ..........,.......
.,..,..........,......20,000lbs. 3rd (Lo-H)
....,.........,............,..,............l7,00
0lbs. 4th (Hi-Hi) ....,. ........,. ....,.
, ,. ,. ............., ... , .. 11, 000
lbs. Manufacturer's rating. Drawbar pull figures
are maximum at converter stall and assume
adequate traction.
z. L.oAoER sFEci6icATioNs Ferfcrmance
Data Breakout Force (at ground level) ..... .
.... . ..................... Hydraulic Lift
Capacity (at ground level) ..., . ,, , . ....,
...,
12,190 lbs.
.. ,. , .. . 20,000 lbs.
Lift Capacity (fully raised) ...... , , ,
... , .. ,.. , ,. .. ,..., ., ,. . .... 7,400
lbs. Digging De, pth . . .. . ............
, .., .. .,.... ......, ... . 9 Inches Q
8-1/2 Grading Angle ... ....... ....... . ...,
..., .. , ,... , ....., ,. ,, ,, .. 103 Bucket
Rollback At Ground Level .. .. . ...... . . .....
. ......... ... ........... .. 40 At 18"
Carry .............. .............................
... 45 At Maximum Lift ........................
,.., ., .. ........, ... 61 Overall Height at
Maximum Lift .........., ... , ... , ,. ,
. .... 14 Ft. 8 Inches Dump Clearance at
Maximum Lift (45 dump angle) ....,
... ...... 8 Ft. 6 Inches
Dump Reach At Maximum Lift (45 dump an,gle)
. At 7 Ft. (45 dump angle) ........
... . ............ .. ..... . . 45 Inches . . .
.. ................... .. 58Inches
TVIDTH 81" ..
CAPACITY (SAE RATED)
................. 1-1/2Cu.Yd. .................
1-1/8Cu.Yd. .. .............. 2-1/2 Cu.
Yd. .... . .... 1-1/2 Cu. Yd.
Standard .................
Heavy Duty ............... 81" ..
Light Materials ............ 102" .. Nlulti-
Purpose ......., .., . . . 863/4"
Bucket Width..... ...... .. ...... .., ..., ,
.. , ...... ,.., . .
.. 6 Ft. 9 Inches 6 Ft. 3 Inches 8 Ft. 4
Inches 16 Ft. S Inches
Tractor Width (standard width) ........ . . .
... .,,... ...........
Overall Height (to top of exhaust) .......,
..., , ,. ,.. , . . ..., ...
., . .
Overall Length to Rear of Counterweight
(bucket on gro,und,) , Weight working (with buck
et and counterweight), ... , . ,, . .
Ground Pressure (with heaped bu, cket) . .
... , .,.... , ... , ...
..., ... .. 23,460 lbs.
.,.... 12.S P.S.I.
1-2
6
Dump Cylinders (2) ............, ... .. Lift
Cylinders (2) .................. . Pump
Capacity (at 1800 engine R.P.M.) .... Main
Relief Valve Pressure.......... .
5 Inches I.D. x 22-3/16 Inches Stroke . 5- l/2
Inches I.D. x 30 Inches Stroke
. ... .. . ...39 G.P.M.
. 1550 to 1650 P.S.I.
S. POWER ANGLING DOZER SPECIFICATIONS -erIormanc
e tata Angle - Both Ways (hydraulic) ........
....... ... ................ 0 to 20 Tilt -
Both Ways (manua,l) .. ........., ., .. , .
. ... .......... 0 to 12 Inches Clearance Under
Blade (maximum lift) ..... .... .., , .. .
....,.... .. 31 Inches Digging Depth Below
Track,s, .. ...,.... ... ,, , .. ... , , . ,,
,... .. 17 Inches ancJ Weight
Blade . . Overall

• ..

• ....... ............ 120 Inches x 31-1/2 Inches

Width (blade straight) . . ......, .. ., ...
............... ...120 Inches
(blade
110-1/2 Inches 15 Ft. 7 Inches
angled) ...............................
Overall Length (blade
angled) .............................
Height Over Fuel Tank , Cap ,.. ,, . . ,.,...
, ..
..........., ... 73-1/4 Inches
Ground
Clearance at Drawbar .......... .. ........
.............. 12 Inches
Ground Clearance
at Crankcase Guard ......... ...
.... ........... 16 Inches
Weight (approximate - work, ing) , ... ,. , ,..
, ,. , .
............... 18,040 lbs.
Ground Pressure......................
......................
7.6P.S.I.
Hyclraulics Lift Cylinders (2) .,.... , ... , ,
. . ........... 3-1/2 Inches x 31-1/2 Inches
Stroke Angle Cylinders (2,) ... , , ,, , . ....
,........, ... 3 Inches x 33-1/4 Inches
Stroke Pump Capacity (at 1800 engine R.P.M.),
,... ...., ., .., , . ,. .. , ,.. . . 32
G.P.M. Main Relief Valve Pressure . , ... , ..
, , .. , , .,...., .. ,. , .. . 1225 to 1275
P.S.I.
A. FOWER TIL- -erlorrrinnce data
DOZER SFECIWIOATIONS
Tilt - Both Ways (hydra,ulic) ........, .., ,
. ,..., . , . , ,.... ,. , .. 0 to 14
Inches Clearance Under Blade (maximum lift)
........, ., ,. . ,.... ,...., ,.. . 33
Inches Digging Depth Below Tracks ..., ...
......., ., .. , . , . , ... ......... 13
Inches Dimensiczns ancJ Weight Blade ... . .
. ....... .... . . ....... .. ...... ..... 104
Inches x 31-1/2 Inches Overall W, idt,h, ,. , , .
, .. , . ,. , .. ,.. .. , . , . . .....
...... ... 104 Inches Overall Length ,, ,. ,,
. ., ., .., . .. , , ..., .. , . ............ 13
Ft. 1/4 Inch
Height Over Fuel Tank ,C,ap, ,.,.,..,
, ... , . ..... .. .... 73-1/4 Inches Ground
Clearance at Drawbar . ,.,..., , ..., ... .
.......... ...... 12 Inches
1-3
7
Ground Clearance at Crankcase I\eight (appFox
innate - working) ,..., . , . , . Ground
Pres,sur, e . ....... , ........,. ,
. 16 Inohes ...,... 17,390 lbs. . ..... 73 P.S.I.
. ,...., .. ,.. , , . ,.,... , , . ,..., .,
Hyciraulics Lift Cylinders, ... ....., ., ., . ,
. .,.... . ,
3-1/2 Inches I.D. x 31-1/2 Inches Stroke 3-1/2
Inches I.D. x 4-3/16 Inches Stroke
Tilt Cylind,e,r . .., ., .., ,. ,..
,. .. ,.. , .
Pump Capacity (at 1800 R.P.M, ,)
, ,... ,, , .. .. , ,.. , , .
...............,.,
.. 32 G,P.M. 1225 to 1275 P.S.I.
Plain Relief Valve Press,u,re . ,
........... ,,...
1-4
8
1. GENER AT INFORMATION
AND SFEOI WICATIONO
Engine Specifications
Model 10 00 in 382
Gontinental Diesel Number of Gylinders .. Bore
......., ., ,
., , . . . . . -

., ., ., . .,
. . . . . . . ., ., ... ..
4
..... 4-1/2 "
Stroke ... .. ...... .... . . .

• ..... . 6

Displacement in Gubic Inches
. .. , ,.. , , . .
... - ..... 382
Compress ion Ratio .... .... .. ...... .... ,..
. ... J p,J
Injection System Firing Order - -

• ......... .. .- - .... . Roosa Ma ster
• . . . . . . . ., . . -
  . .. 1- 3- 4-2

Elementary
FrincipIes cal Diesel Engines
In order to dis pe1 any mystery there may be wi
th regard to the diese1 engine and how it
operate s , compare the die set engine with its
ga soline counterpart . Mechanica lly, the two
are alike . Both have pistons moving up and down
in cylinders with connecting rods attached to a
crank shaft . Both convert the re- ciprocating
motion of the pistons into a rotary motion. Both
have valves in the cylinder heads operated by a
camshaft and push rods . An intake valve
admits air into the cylinde r , and an exhaust
valve permits the di s pos ition of the burned
gase s . Zhe camshaft is driven through a train
of timing gears so that the open- ing and closing
of the exhaust and intake value s are properly
timed with the stroke of the piston and
crankshaft. The engines are so much a1i1e in
exterior appearance that the only way most people
are able to distinguish between them is to look
for the carburetor and the distributor on the gas
oline engine or the injection pump on the dies
e1. Both operate on mixtures of liquid fuel and
air ins ide the combustion cham- bers . The
ignition of these mixtures under pressure , and
the subsequent ex- pansion furnishes the power to
drive the piston downward on its power stroke .
'I'he one big differe nce between the two type s
of e ng ine lie s in the way the. fuel is handled
and combustion brought about. In a gasoline
engine de s ired proportions of fue 1 and air are
mixed in the car- buretor before entering the
cylinder through the intake valve . In a die
se1 en- gine , air is drawn into the cylinder
through the intake valve and is compre ssed . At
the proper time a measured quantity of fuel is
injected into this air thus form- ing a combu s
tible mixture which is s elf- ignited by the
high temperature of the compre s sed air .
9
In a ga s oline engine the suction or downward
stroke of the piston draw s in a combu s tible
mixture of air and gas oli ne which is compre s
se d in the upward s troke and ignited by an e
lectric spark , whereupon the expansion of this
compre ssed mixture force s the piston down on
the power s trove . In the die se1 eng ine , the
pi ston on the down s troke draw s in clea n ,
pure a ir , which is compre s sed on the upward s
troke . At the proper instant, fuel is in jected
into this compre s sed air which then ignite s
from the heat or c ompre s s ion , cau sing the
expans ion of the m ixture and forcing the piston
down on the power stroke . The compre ss ion
ratio of die se1 engines is twice that of
gasoline e n- gine s , and it is the heat
generated by the comparative ly rap id comre s s
ion of the air which ignites the fue 1 a s it is
sprayed in under high pre s sure . It is a well
k nown fact that the te nde ncy in ga sol ine
engine s des ign is to in crease compre s sion
ratios in orde r to obtain more power and greater
efficiency out of the engine without increasing
the bore and s tro1e . G ompre s sion ratios are
however limited by the octane num be r of fuels
available and the de s ire to keep combu s ion
chamber temperature s down to prevent pre-
ignition . A die s e1 engine is not controlled by
the se conditions , con seque ntly , compre ss
ion ratios in the ne ighborh ood of 15 to l can
be used with e ntire s ati sf action s ince th e
re is no pos s ib ility of the air in this engine
ig niting until injection of the fue 1 pro vides
a combustible mixture . This high compres sion in
a diesel causes the temperature of the air to ris
e under compre s s ion to approximately 90 0
Fahre n heit , far atove the ignition point of
the fue 1, thu s igniting the mixture . To
summarize , both engines are heat engines of the
internal combustion type , the power in each case
being deve loped from the exp ans ion of the
mixture of air and fuel after ignition occurs .
Since the expa ns ion is directly related to the
compre s s ion , the d ie set is able to deliver
a grea ter amount of work u sing a given quantity
of fue 1. This is ba sica 1ly the reason for its
superior efficiency , which re s ults in its s
aving in fue 1 cost. Tbe Diesel Cycle Intake
Air only is drawn into the cylinder
through the open intake valve by the
suction created by the Downward moving piston
. Figure 1.
Figure l
II-2
10
Gom re ss ion The intake valve is now clo sed
and the air in the cylinder is highly compressed
by the Upward Mov- ing piston . This high
compres sion of the air raises the temperature
to betwe en 900 and 1000 F . F ig- ure 2 .
Figure 2 e ction and G ombu s tion At a
definite point, shortly before the piston
reache s the top of its stroke , fuel is
injected into the cylinder by the spray nozzle .
The fuel is ignited by the be at of the highly
compre s sed air . Figure 3 . Figure 3 Power
The expansion of the gase s resulting
from the burning of the fuel exerts pres sure on
top of the pis- ton, driving it Downward . F
iqure 4.
Figure 4 Exhaust As the piston pas se s the
bottom of its s trove the exhaust valve opens
and the burnt gase s are ex- pelled by the now
Upward moving piston . The in take valve opens
about the time the pis ton reache s
the top of its stroke , and a similar sequence of
events , ofte n referred to as the cy c le ,
repeats it self. Figure 5.
Figure 5
11
AND LURIGATION fuel Reccmmenclations Diese1
fuel oi1 se Section , handling , and filtration
is of great importance . The fuel not only
supplie s the e nergy for all the work done by
the engine , but it also lubricate s the parts of
the fuel injection system which operate with
very close tolerence s . Fuel oil that contains
water, abras ive s , or sulphur in exce ss of our
recommended specifications can cause extensive
damage to the eng ine . Fuel Specifications Gont
inental Red Sea1 Diese1s have bee n des
iqned and developed to use Grade 2 Die se1
Fuel O il which can be cra cued re s idual, a
blend , or prefera bly a s traight-run dis tilla
te having the following fuel characteristics
ø
INDUSTRIAL AGRIG ULBURAL DIESE LS 18 00 RPM MAX.
DIESEL FUE L G HARAGTERISTIG S
EFFEGTS
A. P . I. Gravity _at_ 60 F .
Lower Gravity Fue1s con tain more heat Units
per Gallon .
30 Minimum
Getane Number
Indicative of
Ignition
50 De sired 45 Minimum
Quality , Higher Number , Better Starting and
Idling .
Volatility Initial Boiling Point
To prevent premature
320 F . Minimum
vaporization during hot
weather operation .
Less smoke with fuelat low 50 90 Recovery
Temperatures . Higher end points only
5 0 Recovery
5S0 F. Maximum 65 0O F . Maximum 700 F .
Maximum
partially burn, causing build up of depos its in
energy cell and noz z le , causing pintle stick
ing and smoke .
Pour Point
Fue1 O il must be in fluid state to preve nt
clogg ing due to conge aling wax.
1 0 F . be low lowe st an ticipated opera ting
tem- perature .
II-4
12
D is tllla tion Recovery
Lower recovery indi- cate s heavy oil
fractions to cau se smode and poor combustion .
98
. 5 Maximum
Total Sulphur
Sulphurou s acids corrode and increase engine
wear.
Pas s Test
Gorros ion(Copper)3 hours _at_ 212 Y .
Discoloration or pitting on polished copper strip
shows same effect on e n- gine parts .
3 l - 37 Seconds
S . U . Viscosity (38 C . ) 1 00 F . Viscosity is ameasure of flow resistance. The low limlt minimize s leakage and lubrication and the
higher limit insure s pene tration and atomizations .
Ash Amount of non combu sti- ble material is a bra sive to cause pump wear by weight.
. 02 OJ maximum by weight
Warning Grade 4 2 DieseI Fuel Oil should not
be confu sed with 2 Furnace O i1, which has no
definite limits on ash content , sulphur Content
, and Getane Value . Panelling ancJ
Storage Fuel should alw ays be strained or
filtered before being put into the s upply tank ,
as it is ea sier and cheaper to remove dirt from
the fuel BEFORE it finds its way into the engine
fuel system . A storage tank s hould be
constructed for fuel oil with provision for
removal of accumulated sludge and water. This
should be done at regular 10-day intervals . In
addition , the fuel should be filtered betwee n
the storage tank and the d is- pensing p-ump
. Double filtering is preferable , and the
filter equipment s hould be maintained as
recommended by the manufacturer.. The open end
s of the dispenser funne 1s , measure s , and
containers should be covered , when not in use ,
to preve nt the e ntra nce of dirt or moisture ,
and they should be kept scrupulou sly cIe an at
all times .
11-5
13

• fuel Syotem Frecautions
• Fill the fuel tank at the end of each day to
  keep condensation to a minimum . When emptying
  the drum of fuel oil, agitate it as little as pos
  sible , and leave about 1 " of fuel , which may
  contain sediment or water , in the bottom of the
  drum .
• Shut off fue 1 suppIy valve at fuel tank when
  dis con ne cting line s -- to save needles s
  waste of fuel.
• Drain first stage fuel filter daily. This will
  als o prevent ice damage to the filtering eleme
  nt where free zing temperature s are encountered
  .
• DO NOT USE WASTE 0 R LINTY RAGS AROUND FUEL GO
  NTAINE0RS R FUEL
• INJE CTIO N E QUIP MENT
• Use of cIe an fuel and daily care of the first
  stage Iilter will prolong the life of the final-
  stage filter. For further details see Section
  on Fue 1 Injection .

The fuel supply arrangement is with the fuel
tank mounted higher than the in- jection pump and
I ilters . This provide s gravity feed to the
filters and pump . The fuel supply line s should
be 3/8 " copper tubing minimum under 1 0 feet and
1/2 " copper tubing for lines over 10 feet. The
return line s should be 5/l 6 min imum tubinq.
Return line s must also be piped to the tank and
never back to the inlet , as its fueI flow cools
, lubrica te s , a nd purge s air from the tank .
ldJSIg!y
'
Figure 6 - Schematic of Fuel Filtering System
11-6
14

• Servicing Frecautions
• Eliminate possible damage to die s e1 engine s by
  preventing the entry of dirt
• Use clean fuel , keeping all funne1s and meas ure
  s in dustproof case s .
• Keep fuel system clean while servicing . Gap
  lines that must be broke n, and wipe cle an all
  openings before clos ing.
• Glean and refill oil bath air cleaner at re gular
  interval s .
• Rep1a ce oil f ilter at every oi1 change .
• Hose nozzles , Iiller fIange s , and caps must
  be thoroughly cleaned before us ing .
• Avoid usinq linty or dirty raq s wh e n work inq
  on die se1 engines .
• Keep outs ide of engine clean for maximum cooling
  .
• Dirt and water in the I uel cause scored and s
  tick ing plu ngers in the injection pump and may
  cause serious damage .

JEEP DIESEL F UEL GLEAN !
Lubrication Recommendations Die sel engines
operate with much higher pres sure s in the
combustion cham- bers than the ir gas oline
counterparts . Die sel fue 1s have much hiqhe r
end points , that is , heavier ends of fuel which
do not vap orize read ily and burn complete ly .
7his re s ults in a te nde ncy to form depo s
its in the combu s tion are a as well as in the
ring grooves which could cause clogging of e
nergy cells , rings sticking in the grooves
and poor preformance in ge nera1 with re s ultant
rapid wear and in- creased maintenance expe
nse . To counteract the se conditions , the
choice of fue Is and lubricati ng oils must be
made according to the specifications . O il used
in the lubrication system mu st have certain
qualitie s to provide a satisfactory oil film
on friction surface s to minimize wear , to
protect bearings from corro sion , and to keep
engines free from harmful depo s its
. Lubricating oils for die se 1 engine s are
compounded with additive s to provide this
protection. They are better able to re s ist
oxidation re suiting from the higher operating
pre s sure s found in the dieseI and at the same
time , hold combustion by-products in suspension
until removed when the oil is drained . Die sel
en
II-7
15
gine s are ge nera1ly used in heavy duty
operation . The American Pe trole um In s- titute
has cla s s if ied oils for three type s of
service Genera1 Service DG , Mod erate Service
DM , and Severe Service - DS , de pending on the
type of operation . For Service DG (Die se1
General) As the name indicate s , this DG oi1 is
for use in Ge nera I or O rd inary serv ice where
die sel fuel oil with le s s than . 4 sulphur is
u sed with norma1 eng ine operation and
maintenance . For Service DM (Die se1 Moderate)
This oil is to be used in die set engines
operating under severe conditions , or us ing
fue 1 which te nds to promote depos its , but
where de s ign characteristics or operating
conditions make the englne either Yes s sensitive
to fuel effects or more sens itive to residue s
from the lubrica ting oil . For Service DS (Die
se1 Severe) This oil is to be used whe n the
die se1 fuel oil has over . 4 sulphur content
coupled with severe operating conditions under
heavy loads and high tempera ture co nd
itions , or very light or intermittent
operation at I ow temperature s . While oils in
this category are , by no means , a sate gu ard
against failure to follow proper ma inte nance
procedure s , they are abs olutely ne ce s sary
when op erating conditions approach those
outlined in the preceding paragraph . We re"-
commend using motor oils meeting DS
specifications . OPERATING GO NDITIO NS
TEMPERATURE
SEVERE
S . A. E. NUMBER
0 F. or Below Service DS 5W- 20
0 to 10 F. Service DS 1 0W
0 to 32 F. Service DS 2GW
32 to 75 F. 32 to 75 F. Service DS 30
7S F.and Above 7S F.and Above Service DS 40
As in other inte rna1 combu s tion engine s ,
oils must be sele cted as to S . A. E . number
grade s in accorda nce with the atmospheric
temperature where the e ng ine is to be opera ted
. Except for the break- in period , de s i
gnated elsewhere in this manual as the first 50
hours , se lect the grade of oil as shown in the
preceding chart. Gontirental Die set Engine s
have full pre s sure lubrication through drilled
passage s in the cylinder block and cra nd shaf t
to all main and connecting rod bearing s as well
as to the timing gears and overhead va 1ve rocker
arms , the over flow from which lubricate s the
tappe ts . The oil pres sure is a utomatically
regu lated by a spr ing loaded refief va1ve .
M-8
16
Oil Filter A full flow type oil filter is
provided to remove dirt and foreign elements from
the oi1. The remova1 of grit , sludge and foreign
particles causes filter elements to clog and
become ineffective unles s they are replaced at
regular intervals . O i 1 f i I t e r eleme nts o
r cartridges should be replaced at every oil
change o r a p p r o x lm a t e 1 y every 5 0 h o
u r s operation. Oil Oranpe frequency Engine
oil does not "wearout". H o w- ever, heavy-duty
detergents in diese1 engines become contaminated
from by- products of combustion , dirt, wa ter ,
a nd unburned fuel entering the crankcase and the
detergents hold ing the carbon part- icle s In
sus pens ion in the crankca se .
In n o r m a 1 indus tria1 o p e r a t i o n
englne s should have the oil and the oil filter
element changed after every 5 0 hours of
operation. The oil should be drained when t h
e engine i s a t normal operating temperature .
olt ecsswlt ec cr we
sky
0 L PoMP SCBECn
F1gure 8 - lubrication Diagram (The camshaft
has been moved up in order to s implify the
schematic drawing . ) Oil Pump The oil pump
is mounted on the rear of the La nche ster Ba
lancer . It is a gear type pump driven by the
timing gear on the crankshaft. The norma1 oi1
pre s sure is 30 to 40 lbs . At idling speed it
should not fall below 7 lbs . If the pressure
fluctuates or falls below these limits , STOP
THE ENGINE IMMEDIATELY, and find the cause to
the trouble . Refer to engine overha u1 for
repairing .
II-9
17
Air Cleaner Dieset engine s , when operating ,
consume sev era1 thou sand cubic feet of air per
hour. Since dusty air is full of abrasive
matter, the engine would soon wear exce ss ive ly
if it was not prote cted by the air cle aner
colle cting dust in an oil cup . Air cleaners
are not 1 00 efficient, and their efficie ncy is
DEGREASE D by the lack of proper servlcinq
. Proper servicing means clea ning thoroughly and
maintaining air tight connec- tions between
the air cleaner and the intake manifold so
that all air entering the engine is filtered
. The number of hours an engine may be permitted
to run before the air clea ner is s erviced
depends e ntirely on operating conditions , and
no definite interval can be e s tablished . In
extremely dusty opera tions this might be once or
twice a day, while in dust free areas the air cle
aner should be serviced when changing the oil
. Dirt and foreign particles , removed from the
air , settle to the bottom of the air cleaner
cup. This deposit must not be permitted to bu ild
up to any quantity. The s peed at which this
builds up indicate s how often the air cleaner
should be serviced . IT REQ UIRES O NLYA CG
MPARATIVE- LY SMALL QUANTITY OF ABRASIVE DUST TO
WEAR OUT AN ENGINE . A planned air clea ner
servicing program will in- crease the life of
the engine . Figure 9 - Air Cleaner
The function of the cooling system is to preve
nt temperature s , some as high as 35 00 F .
in the combustion chamber , from damag ing the
engine . Ma inta ining the cooling sys tern
efficie ncy is importa nt , as engine
temperatures must be maintained within a specific
satisfactory ra nge for efficient operation .
Yet overheating must not ta ke place , in order
to prevent damage to valves , pistons , a nd
bearings .
II- 1 0
18
Confine ntal Die set Engine s operate most elf ic
ie ntly with wate r te mpera ture s of 165 - 185
F . A thermostat and bypas s system is used to
control the se temperatures . The normal
operating temperature when a pres surize d
coolinq system is used is 175 - 210 F . The
thermostat valve remains c1o sed and only allows
the water to recirculate within the e nq ine
itself until norma1 operating temperature s are
reached . This provides for both rapid and even
temperature increase of all eng ine parts during
the warm up period . Whe n the de s ired te m
perature is reached , the thermo stat valve opens
a nd a how s the water to circu- late through
both e ng ine and radiator . the cooling water is
circulated by a water pump located at the front
of the engine block . The radiator cooled water
enters the pump at the lower or suction ope ning
and is directed through integ ra1 distribution pa
s sage s cast in the cy linder head to areas in
and around the valve seats and combustion
chambers . This method provide s the coole st
water at the parts in the e ng ine subjected to
the highe st temperature s . The cylinder wa11s
, in turn, are cooled by convection currents
only , which keep the cylinder barre1s at a more
uniform temperature , there by gre atly reduc
ing crankcase oil dibution and sfudge formation
. Upon leaving the cylinde r head , water ente rs
the thermostat hou sing through a by-pas s type
thermostat , which controls the opening to the
radiator . Raciiatczr Zhe radiator cons ists of
tube s through which the coo ling water is
circulated . In standard radiator de s ign fins
are conne cted to the tubes to give an extended
surface through which heat can be dis sipated .
It is important that the se tubes be ckept 1ea n
on the inside and the fins free of d irt on the
outside so that max- imum heat transfer can take
pla ce in the radiator. Keep the cooling surface
s of the c ore fre e of d irt and other foreign
particle s . Each 250 hours of operation the
radiator and cooling system is to be well
cleaned and flu shed with cle an
water. Wherever possible , use only soft cIe an
water in the cooling system . Hard water
will cause scafe to torm in the rad iator and
the e ng ine water ja c be ts a nd cause poor
heat transfer. Where the use of hard water
cannot be avoided , u'se an approved anti-ru st
and water pump lu bricant . Gleaning Gemini
Syaterri Depos its of sfudge , scale , a nd ru st
on the cooling surf a ce s preve nt normal heat
transfer and in time render the cooling system
ineffe ctive . The appearance of rust in the
radiator or coolant is a warning that the corros
ion inhibitor has lost its effective ne s s , a
nd the radiator is to be clean.ed before adding
fre sh coolant. II 11
19
Use dependa ble cleaning compounds . Follow the
precedure recomme nded by the supplier. This i s
of prime importa nce beca use different cleaners
vary in concentration and chemical composition.
After cleaning and flushing , fill the system
with an approved anti-free ze compound
containing a rust and corros ion inha bi tor or
water with a corros ion inhibitor . Racliatczr
Freooure Cap The practice of operating the
cooling system under pres sure is used because
of the reduction in evaporation los se s ,
because of the increase in eng ine operating
temperatures pos s ible withon overt low los s
from boiling , and be cause of a des ire to
increase the radiator cooling ca pa city . This
is pos s ible because the increased pre s sure
within the system rais es the boiling point of
the coolant. The Gase Model 1 000D Grawle rs ,
before serial number 71 04001, use a 4 P . S.I.
valve on the overflow tube to regulate system
pres sure . Model 1000 D Grawlers, serial number
71 0400 I and after, use a 7 P. S . I. pre s sure
cap on the radiator filler spout to regulate
system pres sure . In these pres surized
systems, an air tight cooling s ystern is
required and particular attention must be paid
to insure tight connections .
Engine Oil Oooler The M odel 1 000D Grawler
employs heat exchangers to cool the engine
lubricating o i1. Figure 10. Located on the
right side of the eng ine bloc k , t h e cooler
i s de s igned s o t h a t oil pas ses
through tubing surrounded by the coola nt. The
oil is cooled and thus helps to reduce enq ine
heat . Figure 10 - Engine O i1 G ooler 4. COLD
WEATt-lER STARTING AND MAINTENANCE Ocslcl
Weather Starting The requireme nts for sa tis
lac tory cold wea ther operation of die se1
engine s differ somewhat from those of ga s oline
eng ine s . This is brought a bout , to a large
extent by a difference in methods of ignition .
M-12
20
The die se 1 engine depe nds on the heat from the
air compres sed in the combustion chamber to
ignite the fuel when it is injected into this
air. It require s a temperature of a pproxima te
ly 900 F . in the combustion chamber to institute
this combustion proces s . With engines standing
out in temperatures below free zing , difficulty
may be expected in rais ing the temperature of
the air in the combustion chamber to the point
where it will ignite fue1,even though compres s
ion pressure s do meet the required minimum of
325 pounds per s quare inch , and the starter
will turn the engine over at a des irable minimum
of lS 0 RPM .
Etber _at_crrsb Starting An ether s pray bomb, Ga
se Part Number R1 39 39, weather starts . The
bomb is used as I ollow s
is available to insure cold

• Make sure both track speed controls are in
  neutral position.
• Open shut-off cock in the fuel line beneath tank.
• Using the ether spray bomb, direct spray into
  screen mesh of air cleaner cap. At the same
  time crank the engine with the starter. Repeat
  until engine has fired. Figure 11.
• Under extreme ly windy conditions , it is
  advisable to remove the air cleaner cap and s
  pray directly into the opening . Be carefu1,
  however not to saturate air with ether.
• UAUTIO N
• U s e every pre caution against igniting or
  exce ss ive1y inhaling ether fumes .

'-igure 11 - Ether Spray Bomb Equipment Maintena
nce Gertain maintenance operations must be chec
bed more carefully in cold weather , than during
summer operation. For instance , the thermostat
and water temperature control must be ma inta
ined so that the e ng ine is warmed up a s quic
fly as possible to 185 F . and remains at this
minimum or above during operation .
11-13
21
Filters must be checked more often, particularly
the primary stage filter , to remove all the
moisture and condensation separated from the
fuel otherwise it may freeze and stop the fuel
flow . Lubricating oil must be watche d more
caref ully in cold wea ther to be sure that
dilution is not building up in the crankcase , s
ince despite a11 precautions , there may be
occa sions when sma l1 qua ntities of raw fuel
conde nse and wash down the cylinder walls .
this is likely to occur in engine s that do not
operate for extended periods of time . A good
clean fuel delivered by a relia ble source and
having a minimum ceta ne number of 4 5, is a
definite requireme nt. The more nearly the cetane
number ap- proaches 55 , the eas ier the eng ine
will start , and the better a nd more eff icie nt
the operation will be . Obtain fuel from a
reliable source . EIGHT "MUSTS " FOR GO NTINE
NTAL DIESEL USERS 1. Use only 2 Die se1 F ue1
O i1.
2 .
Use lubricating oil of recommended grade for
operation and weather cond it- ions . Ghanqe I
ilter element each time oi1 is cha nged .

• Ma inta in 175 F . opera ting temperatures . It
  will pay divide nds in economy , performance ,
  and e rig ine life .
• Gheck for leafs -fuel , oil , water , and air in
  lines .
• Operating engines in recommended ra nge provides
  increa sed perlorma nce and relia bility .
• Gleanlines s of fuel oil and its handling is
  most important to provide trouble- free operation
  and long life of the fue1 injection s ys tern .
• Idling Engine - Slow engine down to low idle for
  approximately 5 minute s bet ore stopping eng
  ine but do not a11ow it to run for prolonged
  periods a t idle .
• Follow recomme nded preventive maintenance
  program .
• E. ENGI dE REFAlR AND OVERS-tAUL
• This section includes ins tructions for repair
  and overhaul of the component units of diesel
  engines .
• Provide a clean place to work and clea n the e ng
  ine exterior before you start dis-
  assembling. Dirt causes engine failure s .

R-14
22
Use only genu ine parts in die se l e nq ine s as
ye ars of deve lopme nt and te sting have gone
into the se specif ica tion s to as sure maximum
life and proper perf orm- ance . Oylincler Heacl T
he cylinder head is one of the most important
parts of the eng1ne as sembly , since it contains
the complete combustion chamber includ inq
valve s , fuel in jection nozzle s , energy ce
11s , and cored pas sage s for air , exha ust ,
a nd water REMOVING GYLINDER HEAD
1.
Drain water from e ng ine and disconnect
radiator or heat exchanger outlet hose .

1. Remove the va lve cover by tab ing out the
   screws holdi ng it to the rocker arm supports .
2. Remove i ocker arm shaft as sembly and push
   rods . Grip the push rods and snap them s ideways
   out of the tappe t soctets as shown in Fiqure 13.
   This serve s to break the hydraulic connection
   and permits lifting the push rods out and
   leaving the tappets in pla ce . If tappets are
   lif ted out of the guide s , they will have to
   be rea s semble d through the ope ning in the
   bloc k if only the cylinder head is removed for
   servicing .

Figure 12 - Removing Rocker Arm Shaft As sembly
F iqure 13 S napp ing Pu sh Rod O ut of Ball
Soctet of 2 appet

1. Di sconne ct the injection and leak- off line s
   at both the noz zle and pump con ne ctions
   . Imme dia te ly cap the fittings to pre vent d
   irt e ntering .
2. Loose n and remove the nuts holding the cylinder
   head to the block .

6.
Lift cylinde r head off e nq ine and carry to c1e
an bench for f urthe r dis a ssem bly .
II-15
23

• D ISASSEM BLY O F CYLINDER HEAD
• Re move all carbon from com bu s ti on area s u
  sing s crape r and w ire bru sh .
• Using a "G" type valve spring
  compressor, remove the valve spring retainer
  locks , retainers , and spring s , Fi guru 1 d -
  P la ce all parts in a Container of solve
  nt .

3.
Remove the valves in order and place them in
arack with holes numbered I or both ie.take and
ex- haust so they w ill not be mixed in handling
. Figure 1s .
4.
Clean thecyinderheadthorough- iy with solvent or
degreasing so- lution a nd blow it off with air
pressure . Inspect carefully for cra cds .
Figure 14 Removing Valve Springs with "G "
Type Valve Spring G ompre s sor
Figure CorectOrder of
l5-
Exhaust and Intake Valves Placed in the Rack
S .
Remove hexhead plug holding the energy ce 11
retainer against the cap and the e nerqy ce 11
firm ly against the seat. Then remove the cap .
F ig ure 1 6 Remov inq Fue 1 Inj e ct or
6. Remove the inj ection nozzle a s semblie s by
re moving the s1otte d nuts a nd clamp s and
pull the noz zle holder as shown in Figure 1
6 . See section R on page III - 4 2 II-1 6
24
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7 . Pull the energy ce II s with special tool as
shown in F iqure 17. NOTE Should difficulty be
ex- perie need in pulling the energy ce 11 due
to being I irmly embedded in the counte rbore and
held there by carbon, use a bras s drift with a
spherical head . Insert it through the noz z le
ope ning and give it a sharp rap with a
hammer while te ns ion is applied with a puller
. Never use a stee1 or s imilar me ta1 drift or
one without a spherieal nose as damage
will result to the conical entrance of the
me tered ope ning . Valve GuicIes
1 . Glean the valve stem guides , re- moving
lacquer or other depos its by running a valve
guide cleaner or wire brush through the guide s .
I'-igure 1 7 - Pulling Energy Gell With Specia1
Tool

• Gheck guide s for wear by using "Go and No- Go"
  plug gauge or a tele scope gage and 1 " microme
  ter . Replace all guide s tha t are worn
  belImouthed and have increased . 00 15 in
  diameter. See Limits and G learance Se ction for
  maximum diameter permi ss ible to de termine
  actual amount the diameter has increased . Remove
  all va 1ve guide s when nece s sary by pre s s
  ing them out from the combustion chamber side .
• Replace worn guides as required by pres sing in
  new guide s from the combu s- tion side to the
  correct de pth below the valve seat as given
  in the Lim its and G le arance G hart.
• Ream new valve stem guide s to size given in
  limits and Gle arance Ghart, using a straight
  reamer ground to correct s ize and having a pilot
  which will properly locate it and keep it from
  wandering from the orig ina I reamed hole .
• Valve Oeat Inserts
• The exhaust valve seat insert is held in place
  by a shrink fit. Inspect all exhaust valve
  inserts in the head and replace any that are
  loose , cracked or otherwise damaged. Use
  puller for removing faulty insert .
• Whe n it is ne ce s sary to replace with a new
  insert , c iean and counterbore , for . 0 1 0
  large r insert us ing a counte rbore tool with
  correct fitting pilot . Whe n ma chininq the
  counterbore , be sure to qo dee p e nough with
  the tool to clean
• II- 1 7

26
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