Workshop Manual

2.2 L DICOR ENGINE

Customer Support
International Business - PCBU
2.2 L Dicor Engine

CONTENTS

1. Technical Specifications 2

2. List Of Special Tools 3

3. Tightening Torque Table 4

4. Dicor System 7

5. Engine repair data 23

6. Preliminary Inspection Of Engine 29

7. Removal Of Engine From Vehicle 31

8. Disassembly Of Cylinder Head From Engine Block 32

9. Disassembly & Assembly Of Cylinder Head Sub Assemblies 48

10. Disassembly & Assembly Of Cylinder Block 54

11. Assembly Of Cylinder Head On Cylinder Block 82

12. Timing/Alternator/Power Steering & AC Compressor Belt Removal & Fitment 98

13. Lubrication System 104

14. Cooling System 107

15. Blow By System 111

16. Exhaust Gas Recirculation (EGR) 113

17. Turbocharger 116

18. Intake Swirl Actuator & Intake Throttle 125

19. Vaccum Accumulator & Vaccum pump 127

20. Engine Testing & Trouble Shooting 128

21. Dicor Engine Management System 132

2
2.2 L Dicor Engine

TECHNICAL SPECIFICATIONS

Model TATA 2.2L DICOR EURO IV

Type Direct injection common rail

Turbo Charged Intercooled Diesel Engine.

No. Of Cylinders 4 Inline

Bore / Stroke 85 mm x 96 mm

Capacity 2179 cc

Max. Engine Output 103 kW (140 Ps) at 4000 rpm as per

80/1269/EEC

Max.Torque 320 Nm at 1700 - 2700 rpm as per

80/1269/EEC.

Compression Ratio 17.2 : 1

Firing Order 1-3-4-2

Engine Oil Capacity Max. 7.0 liters Min 5.0 liters

Weight Of Engine 240 kg

Radiator Frontal Area 2852 sqcm minimum

Special Items / Features 1) Direct injection, common rail, 16 valves, centralised injector.
2) Fully electronic controlled fuel injection system.
Higher injection pressure (1600 bar) for better performance.
3) Variable geometry turbo charger for better power, torque & emission
4) Variable swirl for better low end torque & emission
5) Water Cooled EGR for better emission
6) Gallery cooled pistons
7) Hydraulic lash adjusters and roller followers
for Maintenance free quite operation and reduced friction.

3
2.2 L Dicor Engine

SPECIALTOOLS

1. Engine repair stand 2702 5890 24 04

2. Support stand for engine 2653 5890 24 01

3. Valve spring compressor 2653 5890 06 02

4. Drift / dolly for camshaft oil seal 2653 5890 06 03

5. Flywheel locking pin 2653 5890 06 04

6. Cam shaft locking plate 2653 5890 06 05

7. Drift for crank shaft oil seal (rear cover) 2653 5890 06 06

8. Pin for locking F.I.P gear 2653 5890 06 07

9. Pin for locking Auto tensioner 2653 5890 06 08

10. Spacer for valve guide Installation (Inlet/Exhaust) 2653 5890 06 01

11. Drift for Valve Guide Removal (Inlet/Exhaust) 2868 5890 06 05

12. Engine mounting bracket (LH) on stand 2653 5890 24 02

13. Engine mounting bracket (RH) on stand 2653 5890 24 03

14. Mandrel for aligning clutch disc 2653 5890 25 01

15. Injector puller 2719 5890 07 02

16. Adopter for compression testing 2868 5890 07 01

17. Spanner for holding HP Pump gear 2654 5890 05 01

18. Spanner for Oil filter 2654 5890 18 01

19. Flange for HP pump gear removal 2547 0713 71 03

20. Handle for Drift (Standard tool) 2640 5890 35 11

21. Angular tightening torque wrench Standard Tool

22. Oil filter adapter bolt tightening tool –Standard Socket Standard Socket

4
2.2 L Dicor Engine

TIGHTENINGTORQUETABLE

Group DESCRIPTION MAX TORQUE

kgfm
o o
01 MAIN BEARING CAP BOLTS M 12 x 1.5 5 ± 0.5 kgm, + 90 ± 10
CYLINDER HEAD SCREWS M 12 x 1.5, 12.9 Step 1 6 ± 0.5 torque
0 0
Step 2 90 ± 5 angle
0 0
Step 3 90 ± 5 angle
CYLINDER HEAD TO BEARING FRAME BOLTS M6 1.2
OIL SUMP SCREW M6 0.8
SEALING PLUG FOR OIL GALLERY, FRONT AND REAR M 14 x 1.5 3.5
OIL SUMP DRAIN PLUG M 16 x 1.5 5±1
INJECTOR CLAW TO CYLINDER HEAD M8 3 ± 0.3
KNOCK SENSOR ON CRANKCASE M8 2.0 ± 0.3
CYLINDER HEAD COVER BOLTS M6 1 - 0.2
REAR COVER CRANKCASE ON CYLINDER BLOCK M 6x1, 8.8 1 + 0.2
BRACKET POWERTRAIN STIFFENER (LH & RH SIDE) ON 4
CYLINDER BLOCK M 10, 10.9
BRACKET POWERTRAIN STIFFENER (LH & RH SIDE) ON 4.6
CLUTCH HOUSING M 10
CLUTCH HOUSING TO CYLINDER BLOCK, M 10 4.6
BACK TIMINING COVER M6, 8.8 1 - 0.2
FRONT TOP COVER (TMG. BELT) M6, 8.8 1 - 0.2
VACCUM PUMP ON CYLINDER HEAD M 6, 8.8 1 + 0.2
03 CONNECTING ROD CAP NUT M 9 x 10 2.9 ± 0.3 kgm torque &
o o
110 ± 10 angle
FLYWHEEL MOUNTING SCREW M 10 x 1 3.3 ± 0.3 mkg torque &
o o
55 ± 5 angle
CRANKSHAFT GEAR TO CRANKSHAFT BOLT M 15 x 1.5 9 ± 1 mkg torque &
o o
110 ± 10 angle
05 TIMING BELT AUTO TENSIONER BOLT M 8 3
TIMING BELT IDLER TO CYLINDER CRANKCASE M 12 x 1.5, 12.9 7 + 0.5
CAMSHAFT GEAR TO CAM SHAFT SCREW M 12 x 1.25, 10.9 11 ± 0.5
07 SUPPORT BRACKET TO HP PUMP & CYL. BLOCK FLANGE 2.2 + 0.3
SCREW M 8, 10.9
HP PUMP BRACKET (CAST) TO HP PUMP & CYLINDER BLOCK 2.2 + 0.3
FLANGE SCREW M 8, 10.9
HP PUMP GREAR TO HP PUMP SHAFT NUT M 14 6.6 ± 0.5
COMMON RAIL ON CYLINDER HEAD BOLT M 8 2.2 + 0.3
CAP NUTS TO HIGH PRESSURE LINE, INJECTOR, PUMP 3 + 0.5
M 10 x 1.5, 8.8
COMMON RAIL TO CYLINDER HEAD BOLT, M 14 x 1.4, 8.8 3 + 0.5

5
2.2 L Dicor Engine

TIGHTENINGTORQUETABLE

Group DESCRIPTION MA
MAXX TOR QUE
ORQUE
kgfm
14 EXHAUST MAINFOLD ON CYL. HEAD NUT M 8 2 + 0.3
INLET MAINFOLD ON CYL. HEAD CAP NUT M 8 2.2 + 0.3
INTAKE PIPE TO INLET MAINFOLD SCREW M 6 0.8 + 0.3
TC TO MAINFOLD NUT M 8 3 + 0.3
EGR COOLER ON INTAKE MAINFOLD M 8 2 + 0.3
EGR COOLER TO EGR PIPE (INTAKE PIPE SIDE) SCREW M 6 1
EGR PIPE TO INTAKE PIPE SCREW M 6 1
EGR VLAVE TO EGR COOLER M 8 2
EGR PIPE (EXAHUST SIDE) TO EGR COOLER M 8 2
CATCON ON TC NUT M 8 1.5
THROTTLE VALVE TO INTAKE PIPE, SCREW M 6 1
15 STARTER MOTOR ON FLYWHEEL HOUSING M 10 3
ALTERNATOR BRACKET TO CYL. CRANKCASE BOLT 2 + 0.3
ALTERNATOR TO BRACKET BOLT M 102
CLAMP TO ALTERNATOR BOLT M 10 3
GLOW PLUG TO CYL. HEAD 0.9
CRANKCASE SENSOR TO CLUTCH HOUSING M 6 1 ± 0.15
18 OIL PUMP ON CYL. CRANKCASE SCREW M 6 x 1, 8.8 1 ± 0.15
ASSY. STRAINER TO OIL PUMP SCREW M 6 1 ± 0.15
ASSY. OIL FILTER TO OIL COOLER BRACKET
OIL PRESSURE SWITCH / ADAPTOR ON CYL. CRANKCASE 3
OIL COOLER MTG. BRACKET TO CYLINDER CRANKCASE M 8 1.5
PISTON COOLING NOZZSLE MOUNTING SCREW M 6 1 ± 0.15
TURBO OIL RETURN TUBE TO TC, SCREW M 6, 8.8 1 ± 0.15
TURBO OIL RETURN TUVE TO CYL. BLOCK, SCREW M 6, 8.8 1 ± 0.15
ADAPTOR OIL COOLER MTG. ON CYL. BLOCK, M 20 x 1.5 4
OIL PUMP STAINER TO OIL PUMP, M 82 + 0.3
20 WATER PUMP TO CYL. CRANKCASE SCREW M 6 x 1, 8.8 1 ± 0.15
THERMOSTAT HSG.TO CYL. BLOCK SCREW M 8 2 ± 0.3
TEMPERATURE TRANSDUCER ON WATER OUTLET ELBOW 1.5
WATER OUTLET ELBOW TO CYLINDER HEAD, SCREW M 6 1 + 0.2
UPPER COOLING LINE TO WATER OUTLET ELBOW, SCREW M 8 2 ± 0.3
BYPASS PIPE TO WATER OUTLET ELBOW, SCREW M 6 1 + 0.2
BLEEDING SCREW (ON VENT ADAPTOR) M 14 x 1.5 3 + 0.5
22 ENGINE SUPPORT ARMS ON CYL. CRANKCASE M 10 4
LIFTING HOOK - FRONT TO CYL. HEAD SCREW M 8 2.2 + 0.3
LIFTING HOOK - REAR TO CYL. HEAD SCREW M 8 2.2 + 0.3

6
2.2 L Dicor Engine

Group DESCRIPTION MAX TORQUE

kgfm
23 A / C COMPR. BKT. TO CRANKCASE (M 10, 4 NOS.) 6 + 0.5
A / C COMPR. TO A / C COMPR. BKT. M 8, CLASS 10.9 2 - 2.5
POWER STG. PULLEY TO POWER STG. PUMP BOLT M 8 2.5
ASSY. IDLER TO SLIDER (A / C COMPR. BELT TENSIONER) 2.5
NUT M 10
IDLER FOR ALT. TENSIONING ARRANGEMENT TO IDLER 2.5
SHAFT NUT M 10
24 ENGINE SUPPORT FRONT TO FRONT MTG. PAD BOLT M 12 x 1.5 7
ADAPTOR TO REAR MTG. PAD NUT M 10 4
25 RADIATOR MTG. SCREW 3.5 ± 0.2 kgm

7
2.2 L Dicor Engine
DICORSYSTEM
INTRODUCTION
1) The DICOR engine uses DELPHI high-pressure
pump and a common rail for supplying all the
cylinders with high-pressure diesel through the
electronically-controlled fuel injectors. High
pressure results in better atomisation which leads
to complete combustion.
2) Common-rail is key to better diesel engine
performance, since more accurate high pressure
injection results in more efficient fuel combustion.
It also injects the fuel only when it is required
there by increasing fuel efficiency. It helps the
engine to create a perfect blend of power and
fuel economy.
3) The brain of the DICOR engine is the ECU
(Electronic Control Unit) which keeps the DICOR
engine functioning at its optimal capacity. It
continuously receives signal from various sensors
to calculate the timing and quantity of fuel
required by the engine with complete flexibility.
Besides the ECU also controls Engine cooling
electric fans,A/C,fault diagnosis etc.,
4) In addition to the other sensors, the ECU also
receives continuous inputs from the rail pressure
sensor which monitors fuel pressure. The ECUcan
thus keep the system pressure at an optimal value
as per the engine speed and load. For example, if
the pedal is pressed, depending on the amount of
pedal pressed, the accelerator pedal sensor
immediately sends a signal to the ECU. DICOR has
“Drive by wire” technology where in Driver
demand translation is done through ECU.
5) The ECU determines the load required by the
engine to meet the driver demand. It then sends
a signal to the high pressure pump through the
IMV ( Inlet Metering Valve ) to send the exact
amount of fuel to common rail to meet the
requirement. The Inlet Metering Valve determines
the quantity of fuel required to be pumped to the
rail depending on the engine speed & load and
pressurises the same thus avoiding wastage of
fuel.This helps in improving the fuel consumption.
8
6) The ECU also tells the injectors exactly when and
how much to inject, to produce the amount of
power actually needed.
7) The high pressure pump has an internal lift pump
to draw the fuel from the fuel tank. (In case, the
pedal is released abruptly the excess fuel is
recycled back into the fuel tank via the injectors,
through the venturi and fuel return lines).
8) The desired amount of fuel is pumped into the
common rail after taking into account the current
fuel pressure (as detected by the rail pressure
sensor and sent to the ECU).
9) The fuel gets distributed through the rail to the
individual electronically controlled injectors into
the cylinders.
10) The fuel is injected into the combustion chamber
at the specified time and pressure. As aresult it
increases the power output and vastly enhances
the fuel efficiency.
11) In addition the ECU commands the injectors to
inject a small amount of fuel in to the cylinder
before the main injection happens. This pilot
injection helps to reduce the instantaneous
combustion which causes the traditional Diesel
‘Knock’. As a consequence there is far less noise,
vibration and harshness that is conventionally
associated with DI diesel engines.
12) This entire process happens in tiny fractions of a
second.
13) Finally to control the emission, the EGR (Exhaust
Gas Recirculation) valve along with EGR cooler
does its bit to reduce nitrogen oxides and
particulate matter content in the emissions by
effectively managing exhaust gas and unburned
fuel by returning it to the combustion chamber
for further combustion events.
14) DICOR is equipped with Fuel filter & water
separator (Sedimenter with water sensor)
designed to filter out external particles in filter &
separate water from Diesel. The water sensor in
sedimenter gives an alarm to the Driver through
a Dashboard indicator when the water level
2.2 L Dicor Engine
DICORSYSTEM
increases which indicates presence of water in
fuel
Distinct features of DICORSystem
DICOR is powered by 2.2 L DICOR engine which
uses contemporary Delphi 1600 bar fully-electronic
Common Rail Injection system.
In case of engine getting overheated, ECU reduces
the power of the engine as a precaution from
getting damaged.
Fault detection – ECU constantly monitors the
functioning of various sensors & actuators and
detects the faults generated in the system &
indicates the status of fault via the check engine
(CHECK ENGINE) & Malfunction Indicator (MIL)
Lamp.·
Corrections for different environmental conditions
such as hot climate, cold climate & altitude.DICOR
engine adjusts automatically to suit variation in
external environment conditions.
Accelerometer Pilot Control (APC)strategy: The
performance of the engine is constantly
monitored via the knock sensor and adjustments
are made to the injectors so that the vehicle runs
under optimum condition at all times.
Cylinder balancing: The engine speed is well
balanced by reducing cyclic variations in the
engine as all the injectors/Injection parameters
are precisely controlled by ECU.
Anti-Oscillation Strategy (AOS): Jerks during
sudden accelerations on DICOR has been
minimized by using this strategy.The engine
speed, vehicle speed & gear change is
continuously monitored & adjustments are made
in such a way to enhance driving pleasure.
Advantages of a DICOR Technology:·
! Electronically controlled fuel injection system
! High pressure injection(1600bar) for better
emissions & pilot injection for good NVH.
! Improved Power and Torque throughout engine
speed range
! Excellent drivability.
! Improved Gradeability /Restart ability·
! Excellent cruising ability Lower fuel consumption
! Improved noise characteristics during cruising
! Smoother running & enhanced driving pleasure
! Cleaner exhaust
! Less CO and particulate emissions
ECU:
The Electronic control Unit is a 32 bit microprocessor
which controls the injection parameters as well as some
of the vehicle related outputs such as Fan, AC drivability
in gears, variable geometry turbocharger, EGR etc. The
ECU receives input from various sensors located on
the engine and the vehicle, and decides the injection
quantity, injection timing, number of injections best
suited for the engine to
work with maximum efficiency and safety. Input to the
ECU is received from Crank sensor, Cam sensor,Vehicle
speed sensor, Pedal sensor, Rail Pressure Sensor, Fuel
Temperature sensor, Coolant temperature sensor, Air
mass flow sensor, Boost Pressure and atmospheric
pressure sensor, Knock sensor and water-in-fuel sensor,
pump mounted sensor such as fuel temperature sensor.
Based on all these inputs, the ECU controls all the
injectors directly. It also controls the Inlet metering
valve on the High pressure pump, Engine cooling Fans,
Air conditioning and Exhaust Gas Recirculation (EGR)
valve,Turbocharger etc.
The injection parameters are corrected for various
atmospheric conditions like cold and hot climates and
different Altitudes. Corrections are also applied
considering engine safety in case of faults and any
abnormal overheating.Fault detection is made simple.
Faults are recorded in the ECU which makes it easy to
be read with the help of a diagnostic tool and to find a
solution.
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2.2 L Dicor Engine

DICORSYSTEM

EMSSENSORS:

1. Crank Angle sensor: (Fig. 1)

The crank angle sensor is fitted on the Clutch Housing.

The crank sensor is a magnetic field sensitive
transducer and generates a voltage output proportional
to the rate of change of the magnetic field near a
“Missing tooth”configuration. It monitors the rotating
speed (rpm), the position of crankshaft/ piston and
speed fluctuations of the engine and gives continuous
feed back to the ECU.In other words it gives engine
speed and piston position signal to the ECU. The sensor
gap should be 1±0.5 mm & should be measured using
feeler gauge. If the gap between the flywheel and
crank angle sensor is not correct, the engine will not
start.

(Fig. 1)

2. Vehicle Speed Sensor: (Fig. 2)

This sensor is located on the Transfer case / Gear box

based on the application which gives vehicle speed
information to the ECU.It also helps the ECU in
determining in which gear the vehicle is driving and
ensures smooth driving at all gears.

Note : In case of 4 x 4 Vehicles the VSS is located on

transfer case.

(Fig. 2)

3. Cam sensor: (Fig. 3)

The cam sensor is fitted on the bearing frame. The cam

sensor is a magnetic field sensitive transducer and
generates a voltage output proportional to the rate of
change of the magnetic field near a “camshaft
lobe”configuration. The cam sensor senses the position
of the flag on the Exhaust camshaft and gives feed
back to the ECU regarding the cylinder No.1 (90ºBTDC).
The sensor gap should be 1±0.4mm. If the gap is not
correct and also the position of camshafts with respect
to crank shaft (set during assembly), the engine will
not start. While the engine is running & the cam sensor
fails then the engine will continue to run till the engine
will stop & will not start again. (Fig. 3)

10
2.2 L Dicor Engine

DICORSYSTEM

4. Knock sensor (Accelerometer): (Fig. 4)

The knock sensor is fitted on the cylinder block. The

knock sensor is a mechanical vibration sensitive
transducer mounted on engine block and generates a
voltage proportional to the mechanical vibration in a
pre determined location. It senses the knocking in the
cylinders during combustion. It is a wide brand sensor
gives high output and flat response. The injector
performance is optimally controlled over the life of
engine based on knock sensor output.

Note : While assembling the knock sensor, ensure that

it has to be inclined 30 ± 5 as shown in the fig.
(Fig. 4)

5. SIMAF Sensor (Fig. 5)

This sensor is mounted between air filter and turbo

charger. It gives Information about the amount of air
quantity & temperature entering the engine. This input
is used by the ECU for corrections of fuel quantity based
on amount of air availability for optimization of exhaust
gas circulation & the turbocharger control. While
assembling, the AMF sensor the point of the arrow
should be towards theTurbo charger.

(Fig. 5)

6. Coolant Temperature Sensor: (Fig. 6 & 7)

A semi conductor material changes its resistance when

exposed to variable temperature source. Resistance
decreases as temperature increases.There are two temp
sensors fitted on water box. White coloured sensor
provides engine operating temperature input to the
Instrument cluster and the brown coloured sensor
provides engine operating temperature input to the ECU.
Corrections for injection parameters are done by the ECU
based on coolant temperature to run the engine with
maximum efficiency at all temperatures.

(Fig. 6) (Singal to Instrument Cluster)

11
2.2 L Dicor Engine

DICORSYSTEM

(Fig. 7) (Signal to ECU)

7. Venturi: (Fig. 8 - 1 )
3
It is an integral part of High pressure pump. It has inlet
& outlet connections. One connection comes from
injector back leak circuit & the other connection goes
to the fuel tank (return Line), in between there is a “T”
connector which goes to the fuel filter.
1 2
8. Inlet Metering Valve (IMV): (F ig
ig.. 8 -2)
(Fig
This controls fuel flow into pumping element in
order to control rail pressure.This sensor is in built with
HP Pump.
Fig. : 8 - 1. Ven tur
turii
entur
9. Fuel Temperature Sensor (FTS): (Fig. 8 - 3)
Fig. : 8 - 2. IMV
Fig. : 8 - 3. FTS
This sensor monitors the temperature of fuel
entering in the HP pump. The fuel temperature
sensor measures fuel temperature on the pump
hydraulic head in the low pressure circuit, between
the transfer pump outlet and the inlet to the HP
pumping stage. This sensor information isused to
modify rail pressure control, injection etc.

10. TMAP Sensor : (Fig. 9)

This sensor provides accurate air pressure value to ECU.

This is located on the inter cooler unit.

(Fig. 9 )

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2.2 L Dicor Engine

DICORSYSTEM

11. Rail Pressure Sensor: (Fig. 10)

This sensor is fitted on the fuel rail and gives a

closed loop control of the rail pressure. Fuel is
maintained at a high pressure in the fuel rail
depending on requirement of the engine.

(Fig. 10 )

12. Throttle Pedal sensor: (Fig. 11)

This sensor tells the ECU about the position of the

accelerator pedal. This input is used to determine
the torque required to drive the vehicle which in
turn determines the requirement of fuel quantity.
This is a dual potentiometer sensor for the safety &
correct inputs (Driver’s request/Throttle position)
toECU.
(Fig. 11 )

13. Water in fuel sensor: (Fig. 12)

It Measures water percentage in fuel and gives

indication on the instrument cluster. The water
collected to be drained when the indicator glows in
Instrument panel (Refer sedimenter section).

(Fig. 12 )

13
2.2 L Dicor Engine
DICORSYSTEM
Follow the below recommended cleanliness
procedures before removal of any common rail
system components : This is to prevent dust entry in
the system and to avoid damage to the accurately
machined common rail system components·
! Wash hands before the work. If necessary wear
new plastic gloves.
! Plug all resulting fuel system openings
immediately. All plugs and packaging are
disposable and should be discarded after
single use.
! As soon as there is an opening into the system,
it must be blocked using special cap. After
removal and plugging, each component of the
injection system must be stored in a new
hermetically sealed bag.
! Before disconnecting the battery make sure
that no data is required from the electronic
control unit (ECU), as battery cable
disconnection will erase any fault codes and
idle / drive values held in the keep alive
memory (KAM). It is not necessary to
disconnect or remove electronic control
modules. Disconnect the battery ground
cable.
! Follow the cleanliness and safety inst-ructions
and use the correct tightening torques. Clean
the HP connector nuts using a clean brush.
Remove particles with a vacuum cleaner.
! Once the engine stops wait for 5 mins then
start working on the CR system. Do not work
on the injection system with the engine
running.
! After opening the injection circuit itis strictly
forbidden to use any tools/equipment made
of a material which may cause a risk of
shedding particles or fibres (wood, cloth,
cardboard…). In the same way, the use of a
blower, brush or bristles is banned because
these tools are liable to introduce
contaminants into the system.
14
! Avoid cleaning of the injectors, even with an
ultrasonic cleaner. Use of leak detection cycle
can be done to purge system after having
changed parts & check there is no leaks.
! The packaging for the spare parts should be
opened just before use.The special caps must
not be removed until the final connection/
installation. The plugs and bags must be
discarded after use.
! Any part dropped must not be used. Before
installing the injector, it is essential to ensure
that the wells are clean.
! Before connecting the harness, check the
cleanliness of the connectors, particularly any
fluids near electrical connections.
! Before removing any CR components, vacuum
external area with the help of
vacuum cleaner to avoid possible conta-
mination.
Don’ts
! HP pipes are one time use only avoid
unnecessary removal and do not reuse.
! Do not leave open inlets and outlets of CR
components– Capthem immediately
! Flushing of CR components should be avo-
ided.
! Do not remove battery, sensor & Actuator
connections when key is ON
! Do not spray water on the ECU
! Sensor connections should not be removed
unnecessarily
! HP pipe lines should not be bent and force
should not be applied; Follow the fitment
procedure.
! Failed or broken CR components should not
be used.
! leakage may cause injury
! Don’t let ECU body touch any metallic part
while the ECU is powered ON (Ignition key
switched “ON”).
! Never try to dismantle any engine part while
the ECU is powered ON.
! Don’t keep any sensor branch hanging / loose
2.2 L Dicor Engine

DICORSYSTEM

while assy. Fix them properly using clips ! If engine does not start check the respective fuses
provided in W/H. related to CR components.
! Don’t try to crank the engine without ! When Injectors are replaced/Changed Injector
connecting any of the sensors in production I2C values must be loaded correctly as per
line. cylinder order.
! Don’t remove any sensor /injector connector ! Plug the port of Common rail system compo-
once fitted and locked properly. nents when ever any pipe connections are
! Never drive the vehicle without proper removed.
“CHECK/MIL Lamp” using diagnostic ! If the fuel tank is dry (no diesel) fill diesel and
procedure. use priming pump to suck the diesel till fuel filter.
! Don’t drive the engine if ‘Check engine lamp’ ! Tighten the mounting nuts / capnuts etc. only to
inside the cluster is glowing. the specified torque values.
! Do not run the vehicle with ‘Check Engine’/’MIL ! Always remove the Injectors before dismantling
lamp’ ON. the cylinder head. This to avoid damage to the
! Do not remove back-leak pipes unless the injector nozzle tips which protrude out of
Injectors have to be removed. cylinder head. In case of HP pump removal handle
! Do not bleed the air by removing or loosening the pump with proper care to avoid any damage
the HP pipes. to inlet pipe, leak-off pipe and connectors.
! Do not push vehicle or start if battery voltage is
low. The ECU gets tripped if the battery voltage
is below 6 volts. Replace the battery and then
start the engine.
! Do not remove the rail unnecessarily. The rail
can perform maximum 10 assembly/
disassembly cycles of pipes without any damage.
! Do not clean the Injectors with pressurized water.
The injector isnot designed to be washed with
pressurised water.
! Do not clean the HP pipes with compressed air,
oil or water. Cleaning may dirt HP pipes and CR
system.
! Do not use any failed/ broken water sedimenters
/ fuel filters, even if there’s no external sign of
damage.

Do’s:·
! Monitor battery voltage continuously – recharge
battery if voltage drops below 10 Volts
! Drain water from sedimenter at regular intervals
! Fix the rubber cap to the ECU to prevent dust /
moisture entry inside ECU.
! EMS W/H to be properly routed as specified using
clamps / clips and brackets.
! Do check for any faults /mal functioning in
the system using diagnostics tool before
cranking the engine (after any repair).
! Do fix ECU connector branch properly while
transporting engine.

15
2.2 L Dicor Engine

DICORSYSTEM

DIG

1. Vacuum Modulator for EGR

(Fig. 13) 2. Vacuum Modulator for Turbo Charger
3. Vacuum Modulator for Throttle body
4. Crank Angle Sensor
5. Boost pressure Sensor
6. Cam phase sensor
7. Coolant Temperature Sensor
8. Knock sensor
9. Vehicle Speed Sensor (VSS)
10. Pedal Module (TPS)
11. Air mass flow and Air Temperature Sensor
12. Throttle Body
13. Rail Pressure Sensor
14. Water in fuel Sensor
15. Clutch Switch
16. Brake Switch
SA—Swirl Actuator
A/C.Compressor-AC
GP—Glow plug
CD—Condenser Fan
FAN—Radiator Fan
FTS—Fuel temperature sensor
IMV—Inlet Metering Valve
DIG—Diagnostic connector

16
2.2 L Dicor Engine

DICORSYSTEM

VACCUM SYSTEM LAYOUT

(Fig. 14)

17
2.2 L Dicor Engine

DICORSYSTEM

COMMON RAIL: It is a fuel reservoir, and having an Mounting

integrated rail pressure sensor. (Fig: 15 ) Brackets
Rail Pressure
NOTE: Do not reuse the same set of HP pipes. Inlet sensor

outlets

(Fig: 15 )
INJECTOR
Solenoid operated Injectors capable of fuel injection
HP pipe connection
at very high pressures with desired quantity and with
desired injection advance. Injector is clamped with a
Back leak passage
claw. (Fig: 16)

NOTE: I 2C Code
Electrical connection
Injectors not to be inter changed in field during service
since individual injector characterization is different
and I2C no. of each injector is fed to the ECU during
engine assembly.

The Injectors have to be removed in case of the

following reasons

! Compression pressure in each cylinder needs to

be checked for any possible reason like high engine
oil consumption, high blow by, low power and Nozzle
pickup.
! In case cylinder head has to be removed and
disassembled. (Fig: 16 )
! If Injectors are damaged due to dust entry in the
high pressure fuel system. In this case replace the
injectors.

NOTE
! Replace the clamp mounting screw and washer
every time it is removed.
! Remove the injectors with sealing copper washer
one by one. If the Injector is stuck in the bore do
not use a pulling tool as it may damage the nozzle
holder.
! If the sealing washer is still in the injector holder
well, use extractor to remove it.
! Vacuum clean the Injector bores.

18
2.2 L Dicor Engine

DICORSYSTEM

! Plug the Injector Bores with a cloth or apply a

sticking tape to avoid entry of foreign particles in
the combustion chamber.
! The injector must not be dismantled or cleaned,
even with an ultrasonic cleaner. If the injector is
faulty in any way, it must be replaced.

Injector Installation Instructions:

! Record the injector code from the new injector to

enable the system to be correctly calibrated for use.
! Check the condition of the injector holder contacts
(2 pins).
! Check the condition of the vehicle harness
connector (2-way, grey).
! Check there is no sealing washer in the injector
well (old washer).
! Clean the injector holder.
! Insert new copper washers on all the Injector
nozzles every time it is removed.
! Unplug the Injectors bores and insert the Injector
in the bore. Orient the injectors in such a way that
the claw can be inserted in the injector smoothly.
! Discard all used protection plugs.
! Using the diagnostic tool configure the ECU using
the code recorded above – take care to change the
value against the correct cylinder. Also, if fitted,
modify the injector identification label to show the
revised CODE for the appropriate injector.
! Ensure that no fuel leakage is observed from any of
the HP line coupling nuts and joints after starting
the engine at idle and at maximum speed.
! Check visually that there are no excessive vibrations
on the rail and HP pipes. Inlet Metering
! Ensure there is no combustion leakage after Pump Valve Connection
refitting the Injectors. Inlet

IMV
HIGH PRESSURE PUMP (H.P Pump): (Fig. 17)

NOTE:
! Do not bend or apply any force on the HP line while Venturi
fitment.
! Ensure that no fuel leakage is observed from any
where after starting the engine at idle and at Fuel temp.
maximum speed of engine after accelerator pedal Sensor
Pump Outlet
is pressed.

(Fig: 17 )

19
2.2 L Dicor Engine

DICORSYSTEM

SEDIMENTER (Fig. 18)

Fuel sedimenter is the equipment fitted in Fuel From Tank
To Filters
System to separate Water contents in Diesel and to
prevent water from entering in the Fuel System. A
water sensor is fitted in the sedimenter to indicate to
the driver that the sedimenter has to be drained.
Check if water in fuel sedimenter indicator lamp in
instrument cluster is ‘ON’. Drain the water from the
sedimenter.
Note: Water ingress in Fuel System can result in system
failure

Location : This is fitted to the chassis frame, near feel

tank & below the vehicle.

Water in fuel sedimenter indicator lamp: Water sensor /

Drain plug
(Fig: 19)
This light comes ON when there is excess water in the
Water sedimenter. In the event of this lamp glowing (Fig: 18 )
continuously, drain the water from the sedimenter.

Procedure for Draining Water from Sedimenter:

! Stop the engine, and wait until pressure stabilizes.

! Unclip one of the hydraulic connections (either inlet
or outlet) and the electric connector of the water
sensor. (Vehicle on Pit) (Fig: 19 )
! Place a container underneath the sedimenter.
! Unscrew the water sensor about 2 turns.
! Wait until all the water has drained out of the water from Venturi
sedimenter.
To HP Pump from
! As soon as the flow is free of water, screw back the
water sensor to the required torque.
! Clip the hydraulic connector and the electric
connector to the water sensor.
! Use hand primer pump to refill the fuel line before
restarting.

FUEL FILTER (Fig: 20) This is located at RH side of the

engine compartment.

Function
1. Particles filtration: to separate and store particles
from the fuel and allow clean fuel into the CR
System, since CR System is very sensitive to foreign
particles in supply fuel.
2. Water separation: to separate and store water Drain Plug
naturally found in the fuel.
3. Air management: to manage the air naturally found (Fig: 20 )

20
2.2 L Dicor Engine

DICORSYSTEM

in the fuel such that the CR system can handle it

(due to a patented Bubble breaker tube).

Water draining procedure from fuel filter

(Fig. 21)
1. Stop the engine and wait until pressure stabilizes.
2. Unclip one of the hydraulic connectors (either inlet
or outlet)
3. Place a small container underneath the filters.
4. Unscrew the waters sensor about 2 turns.
5. Wait until all the water has drained out of the water
sedimenter.
6. As soon as the flow is free of water, screw the water
sensors to the required torque.
7. Use hand primer/pear pump to refill the line before
restarting.

Note:

! The water sedimenter and fuel filter must be

drained when dashboard indication appears. It is (Fig: 21)
recommended to drain at every service interval.

! Ports of the fuel filter and sedimenter to be plugged

with caps once the pipes are removed

PRIMING PUMP/PEAR PUMP

If the performance of the engine is affected due to

the presence of the air in the fuel system (commonly
known as air lock), the detect can be removed by
bleeding the fuel system.This can be done by pumping
the Priming pump. (Fig: 21a)

Note: Do not loosen the HP lines of DICOR for bleeding

the air from the fuel system. Bleeding of the fuel
system should be done only using priming pump and
engine should be started.

(Fig: 21a)

21
2.2 L Dicor Engine
DICORSYSTEM
COMMON RAIL CLEANLINESS INSTRUCTIONS :
! The pressure levels developed and the high
technology of the system require absolute respect
for the cleanliness rules during every intervention
on the injection system.
! Due to particulate contamination (eg 0,2 mm) the
nozzle can get locked in the open position. As the
injector is directly linked to the pump via the rail,
the fuel is continuously injected into the cylinder.
In this case, the cylinder pressure rises dramatically
leading to damage the engine.
Parts Storage
Ambient Conditions
0 0
! -30 to +60 C.
! Humidity between 0 to 80%
Magnetic fields
The nozzle holder body (NHB) must not be placed in
or near a magnetic field source above 400 A/m.
Packaging.
All system components must be thermetically sealed in
plastic bags and any openings sealed with special caps.
The part reference must be clearly labelled on the
exterior of the packaging in such a way that the part
can be clearly identified without opening the
packaging. All unnecessary contamination is thus
avoided.
The operators must wash their hands before and
during the work as and when necessary. The wearing
of new plastic gloves as well as protection glasses is
recommended.
For obvious cleanliness and safety reasons, it is
absolutely forbidden to smoke in the workshop where
work is carried out on the injection system.
Cleaning of the engine and the injection system
Before cleaning, protect all other electric units from
splash risks (starter, alternator).
22
Cleaning the engine is imperative before opeinig the
fuel circuit and the removal of its components.
The cleaning of the zone around the engine and the
injection system must be carried out using a new brush
and degreasing agent. The brush must be cleaned
while in use if necessary to maintain a clean condition.
Carefully clean each connection to be opened, the
joints and all external surfaces of the injection system.
Use a vacuum cleaner to collect the contaminants. The
use of a high pressure washer and blowers is forbiden
because there is a risk of forcing contaminats into
inaccessible areas.
For accessible surfaces it is possible to use new lint
free non flocking cloth.
the cleaning is to be considered satisfactory when the
work on the injection system can be carried out without
risk of contaminating the fuel circuits.
Cleaning the work station and tools before starting
work
The work station(s) and tools must be carefully cleaned
with a new brush and a diluent to be defied (The virgin
diluent used must be distributed in absolutely clean
containers and never returned to the original
container) Blow dry the cleaned areas with a clean
blower.
The work station must be constructed out of materials
which do not present a risk of fibres or particles liable
to contaminate the injection system (eg wood is
banned). Delphi Diesel Systems recommend covering
the work surfaces with stainless steel sheet.
Characteristics of the workplace
All interventions on the injection system must be
carried out in a clean workshop. This means that the
workshop
! must be regularly cleaned to prevent the
accumulation of dust.
! must not contain machine tools, tools and welding
equipment which may be capable of generating
swaf or metallique or other particles.
2.2 L Dicor Engine

DICORSYSTEM

! Entry into a dedicated repair workshop : ! Do not use any external starter to start the engine.

! Room closed without air movement with ! Do not use the ECU metal box as a Ground.
clean surfaces from floor to ceiling.
! Disconnect the ECU when using an arc welding
! clean, smooth workbench or equivalent station.
(stainless steel type, no wood, cardboard or
paint),

! no eating or smoking.

Delphi Diesel Systems additionally recommend the

separation of the injection system workshop from areas
where general work is carried out on vehicles in order
to avoid contamination by, for example, glass fibres or
dust from brake pads.

General remarks

The operators working clothes must be clean. This

means that they must not carry dust or metal particles
liable to contaminate the injection and must be
manufactured from lint free, non flocking material to
avoid contamination of the injection system by fibres.

Safety recommendations

! Disconnect the battery before any intervention

on the system

! As a fuel spray can lead to heavy wounds, it is

highly recommended : not to intervene on the
system with engine running

! It is forbidden to power system components

directly with an external 12V power sypply.

! Pump or injector opening / unfitting is prohibited.

HP sensor and limitor removals are forbidden.

! Injector decarbonisation & ultrasonic cleaning are

forbidden.

! Any intervention on the system must be achieved

by qualified and trained agent.

! It is forbidden to work on the system when flames

or sparks are close to it.

! Never start the engine if battery is not well

reconnected.

23
2.2 L Dicor Engine

ENGINE REPAIR DATA

Cylinder Block (Dimensions):

Height of crankcase(Dimensions A & B) 311 ± 0.1 mm

Maximum permissible unevenness of cylinder block Lenghtwise ‘c’ 0.03 mm

mating surface with cylinder head 150 x 150 Crosswise ‘D’ 0.015 mm

Maximum permissible out off parallelism between cylinder block top &
bottom machined surface 0.03 mm

Maximum permissible shift in perpandicularity of cylinder bore from crank

shaft axis when checked at 200mm from crank shaft centre line. 0.04 mm

Maximum permissible circularity 0.01 mm

ovality of cylinder bore (cylindricity) 0.01 mm

C
D

24
2.2 L Dicor Engine

ENGINE REPAIR DATA

Piston & Cylinder bore sizes:

Stage Grade Cylinder bore dia. mm Piston stamped dia. mm
Standard A 84.995/85.005 84.921/84.931
B 85.005/85.015 84.931/84.941
C 85.015/85.025 84.941/84.951
Piston to bore
clearance(mm) 0.084-0.064
Weight variation in each set of 4 piston to be within 5gm

Piston Rings:
Type of ring Rings Axial clearance in Butt clearance in cylinder
thickness piston groove (mm) bore (mm)
(mm)
1st Compression 2.5(nominal) 0.25/0.45
Ring
2nd Compression 1.99/1.97 0.04/0.08 0.4/0.6
3rd Oil Control 2.99/2.97 0.03/0.07 0.25/0.45

25
2.2 L Dicor Engine

ENGINE REPAIR DATA

Connecting Rod (Dimensions):

Stage Connecting Rod sall end

Parent bore diameter (mm) Bush Outside diameter (mm)
Standard 34+0.025 34.1+/-0.02

Standard 34.2+0.025 34.3+/-0.02

Max. permissible circularity & ovality of connecting rod 0.005 mm
small end parent bore 0.008 mm
Connecting rod small end bush inside dia. (to be finished
after installation) (Piston pin oiled has thumb push fit in Ø 31.020 - Ø 31.033 mm
small end bush)
Max. permissible out of parallelism (bend) between
connecting rod small end & big end parent bores measured 0.06 mm
at a distance of 50 mm from cenre line of connecting rod
Centre to centre distance between connecting rod small 149 + 0.03 mm
end & big end parent bores.
Maximum permissible twist of connecting rod 0.1 mm

Connecting rod big end parent bore dia. Ø 53.69 H 6

Max. permissible taper & ovality of connecting rod big end 0.008 mm
parent bore cylindericity 0.01 mm

Stage Connecting rod small end

& big end parent bore dia. Crank pin journal dia. (mm)
With bearing shell (mm)
Standard 50.008 50.047 50 -0.005, -0.02
Repair 1 49.758, 49.797 49.75 -0.005, -0.02
Repair 2 49.508, 49.547 49.5 -0.005, -0.02
Bearing shells to be selected such that clearance 0.011-0.065 mm
is maintained as
Pre tension of connecting rod big end bearing shells 0.060-0.090 mm
Max. permissible difference in weight of connecting rods in 3 gms
one enhine
Connecting rod big end axial play 0.1 - 0.35 mm

26
2.2 L Dicor Engine

ENGINE REPAIR DATA

Valve Seat Dimensions

Valve Seat Dimensions Inlet Exhaust

Valve seat angle ‘H’ 450 / 5 0 45 0
Valve seat dia “F” in cylinder head 30.7+0.025 26.8+0.021
Distance “G” between cylinder head mating surface with
crank case to valve seat in cylinder head 7.5 ± 0.1 7.5 ± 0.1

Maximum run out of valve seat in cylinder head with

respect mm to valve guide axis 0.035 0.035

Valve Dimensions

Valve Dimensions Inlet Exhaust

Valve head dia ‘A’ mm 29.8 ± 0.1 25.9 ± 0.1
0+15’
Valve seat angle mm 45 45 0+15’
Valve stem dia ‘B’ mm 5.973 ± 0.007 5.953 ± 0.007
Maximum run out of valve face with
respect to valve stem mm 0.1 0.1
Valve seat dia. ‘C’ mm 27.7 24.5
Valve seat distance from valve face’D’ mm 2.54± 0.08 2.0 ± 0.08
Maximum run out of valve seat with
respect to valve stem mm 0.035 0.035
Distance of valve head from cylinder head
matinng surface with crankcase ‘E’ mm 0.23/-0.18 0.23/-0.18

27
2.2 L Dicor Engine

ENGINE REPAIR DATA

ENGINE REPAIR DATA

Valve guide Dimensions:

Size Valve guide bore in Valve guide OD, mm Valve guide ID,mm Valve guide length,mm
cylinder head
Normal Ø 10 +0.04/ 0.023 Ø 10 x 6 +0.043/+0.034 5.4 45.5(Inlet/Outlet)
Normal 1 Ø 10.25 +0.04/ 0.023 Ø 10.25 x 6 +0.051/+0.040 5.4 45.5(Inlet/Outlet)

Valve seat insert & bore diameter in cylinder head:

Size Valve seat insert bore Valve seat insert outside

dia. In cylinder head dia. (mm)
INLET
NORMAL 30.7+0.025 30.81+0.016
NORMAL 1 30.9+0.025 31.01+0.016
OUTLET
NORMAL 26.8+0.021 26.91+0.013
NORMAL 1 27.0+0.021 27.11+0.013

28
2.2 L Dicor Engine

ENGINE REPAIR DATA

CAM SHAFT JOURNAL & BEARING BORE DIMENSIONS:

Size Cam shaft bearing bore Cam shaft bearing journal

dia.in cylinder head (mm) dia.(mm)
Standard 24+0.021 24+0.041/-0.02
Standard 1 24.1+0.021 24.1+0.041/-0.02
Bore dia in 1st & 3rd cap for
front oil seal(mm) Ø 32 F 7
Max. permissible run out of cam
shaft bearing journal (mm) 0.02
Max. permissible axial play of cam
shaft in installed condition (mm) 0.18 - 0.25
Run out of oil seal mating dia.(mm) 0.02

Assembly Clearances
A Connecting rod clearance (Big End) —— 0.023 TO 0.077mm

A Connecting rod Axial play (Big End) —— 0.1mm TO 0.35mm

A Connecting rod small end bush clearance —— 0.024mm TO 0.04mm

A Camshaft Bearing Clearance —— 0.02mm TO 0.062mm

A Camshaft bearing axial play —— 0.18mm TO 0.25mm

A Valve Stem Clearance (Inlet) —— 0.02mm TO 0046mm

A Valve stem Clearance (Edhaust) —— 0.052mm TO 0.066mm

A Piston Clearance on skirt (Bore to piston thrust side) —— 0.02mm TO 0.04mm

29
2.2 L Dicor Engine
PRELIMINARYINSPECTIONOFENGINE
Before proceeding to carry out actual reconditioning of
engine, it is desirable to have a preliminary inspection of
engine to ascertain whether an engine recondition is
necessary and if so to what extent.
Most common reasons for which engine is reconditioned
are:
1. Loss of power.
2. Excessive engine oil consumption.
3. Extremely low engine oil pressure.
4. Mechanical failures.
To know exact reason and general condition of engine,
proceed as follows:
1.LOSSOFPOWER
Loss of engine power may be due to:
a. Clogged air cleaner / clogged intercooler fins /
loss of charge air pressure / choked exhaust
passage,
b. Loss of engine compression
c. Defective fuel system
d. Clutch slippage
e. Brake binding
f. Faulty ECU
a. CLOGGED AIR CLEANER/LOSS OF CHARGEAIR
PRESSURE/CHOKEDEXHAUSTSILENCER
Loss of power with unusual black smoke from engine
exhaust indicates lack of air or low air charging pressure
to engine cylinders. Clean air filter & inter cooler fins.
Check all joints for air leakage. If power loss with black
smoke is still felt, check exhaust silencer for choking.
Clean and replace silencer if necessary. Check for kink
formation in exhaust piping.
b. CHECKINGENGINECOMPRESSIONPRESSURE
! If loss of power is not on account of defective fuel
system, lack of air, choked exhaust system, clutch
slipping and brake binding, check engine
compression as follows.
! Warm up engine preferably by road drive to get a
o
temperature of about 80 to 100 o C. Stop the
engine.
! Remove the air filter.
30
! Remove the injector back-leak pipes and high
pressure pipes from rail to injector .Disconnect rail
pressure sensor.
! Plug the common rail outlet with suitable caps.
! Remove all injectors.
! Fit adapter (part no 286858900701) in place of one
injector.
! Connect compression tester to adapter and tighten
vent knob.
! Crank the engine with starter motor by 200-350
rpm approximately. Pressure gauge needle will start
rising. Continue cranking till gauge needle stops
rising any further. Note down the reading. Loosen
vent knob to make sure the tester needle returns to
zero. Repeat this operation for remaining cylinders.
! Minimum compression pressure in each cylinder
should be 26 ± 1 bar.
! Low compression pressure may be due to leakage
past valves / piston rings / blown cylinder head
gasket.To ascertain the point of leakage, spray small
quantity of clean engine oil in to cylinder showing
low pressure. If it improves, wear in piston rings /
cylinder bore is indicated. If it does not, leakage past
the valves is indicated. If compression pressure of
adjacent cylinder is also on lower side and equal, it
may be due to blown cylinder head gasket.
c. FUELSYSTEM
Check the Fuel system for fuel flow. If the flow is
restricted change the filter.
d. CLUTCHSLIPPAGE
Clutch slipping can be confirmed by any of the
following two methods:
Drive the vehicle in 1st or 2nd gear at maximum speed
corresponding to that gear. With accelerator pedal fully
pressed, apply brake gradually with left foot. If the engine
stalls it means that the clutch does not slip.
OR
Drive the vehicle with normal load in 3rd gear on level
ground and let the speed drop down to approximately
15 Kmph. Now press accelerator pedal fully. With
slipping clutch the vehicle speed will not pick up and
2.2 L Dicor Engine
PRELIMINARYINSPECTIONOFENGINE
also clutch burning smell will be noticed. If this does not
occur and vehicle picks up speed, it indicates that clutch
does not slip.
e. BRAKEBINDING
During driving apply brakes number of times and then
shift gear to neutral position and check free rolling of
vehicle. Check brake drums/brake discs for overheating
and if necessary jack up the vehicle and check wheels for
free rotation.
f. Rectify the EDC error and check the perfomance of
engine
2. EXCESSIVE ENGINE OIL CONSUMPTION
High engine oil consumption may also lead to overhauling
of the engine but before proceeding to overhauling, check
following points:
1. Make sure that there is absolutely no external oil
leakage i. e. from the camshaft oil seal, crankshaft oil
seal, oil sump gasket, oil pump gasket, cylinder head
cover gasket, turbocharger oil feeder and return lines
etc.
2. Ensure that the oil separator in the cylinder head
cover is properly mounted.
3. If no external leakage is found, determine the exact
engine oil consumption, as per following procedure.
DETERMINING EXACT ENGINE OIL CONSUMPTION:
CAUTION:
Do not make a rough estimate of engine oil consumption
by noting the kilometers covered by the vehicle at any
random stage and finding oil consumed from the topped
up position taking into consideration dipstick level and oil
sump capacity.
PROCEDURE:
1. Once it is doubted that engine oil consumption is
higher, place the vehicle on a level ground.
2. Top up oil sump to its capacity of 7.5 litres.
3. Warm up the engine so that oil temperature is 75º -
80º C.
4. Take a clean vessel, place it below the drain plug of
oil sump.
5. Drain the hot oil into the clean vessel. Drain it fully.
6. Screw in oil sump drain plug and tighten it.
7. Weigh the vessel along with oil. Let this weight be
‘w1’ gms.
8. Refill the weighed oil into the oil sump. Do not spill
any oil. The vessel used for draining should not be
used for any other purposes.
9. Drive the vehicle approx. 200 - 300 km. This drive
should include at least 30 - 40 kms. of highway or
similar road, vehicle running at about 60 kmph. Let
this drive distance be ‘D’ kms.
10. Immediately after the test drive, place the vehicle at
the same spot from where it started.
‘C’ =
11. Place the same previously used vessel below the oil
sump, unscrew the drain plug and drain off oil into
the vessel. Drain the sump fully.
12. Weigh the vessel along with oil, now for the second
time. Let this weight be ‘w2’ gms.
13. Find out standard oil consumption as -
Std. oil consumption (w1-w2) (wt. of oil consumed, gms) x 1000
=
sp.wt of oil(gm/cm3)x ‘D’ (Drive dist. in km.)
w1 - w2
‘C’ = (litres/1000 km
0.88 x D
2. EXTREMELYLOWENGINEOILPRESSURE
Check the following:
a. External leakages.
b. Oil level in sump up to maximum mark on dipstick/
Check oil level.
c. Oil pressure switch / indicator for proper functioning.
d. Functioning of pressure relief valve on oil pump.
e. Oil pump performance using a suitable pressure
gauge. If low oil pressure is not on account of above
factors, wear of journals/bearings is indicated for
which overhaul of engine may be considered.
f. Leakage through oil pump back plate.
4.MECHANICALFAILURES
Defective water pump, idler tensioner, air lock in HLA,
damaged turbocharger, engine mounts or alternator
can be a source of mechanical noise. Defect can be
located by replacing alternator, water pump, engine
mounts, idler tensioner with a new one. Metallic
knocking sound from an engine may be due to faulty
injection, excessive clearance in main and big end
bearings, small end bush, tappets, piston slap, seizing
of piston rings, scored cylinder bore or breakage of
any moving parts. Overhauling of fuel system will set
right Diesel Knock. Dismantling of engine may be
considered if still noise occurs even after attending all
above mentioned problems. Check for EMS problems
if any.
31
2.2 L Dicor Engine

REMOVALOF ENGINE FROM VEHICLE

Remove Bonnet Unscrew and remove engine mounting bolts.

Remove Engine Top Cover Lift the engine & Mount it on work stand.

Disconnect Electrical Cable Connections for:

! ECU INSTALLATION OF ENGINE ON VEHICLE

! Battery
! Starter Motor Check engine mounting pads for wear. Replace them if
! Alternator necessary.
! Oil Pressure Switch
! Water temperature sensors Install the engine in reverse sequence of removal.
! Sedimenter
Tighten engine mounting bolts to specified torque.
Unclip the hose connected between intake manifold and
air filter Connect all pipes, hoses and electrical connections.

Disconnect the hose connected between VGT to Fill specified quantity of oil in engine of recommended
Intercooler grade.

Disconnect the vacuum lines connected to brake booster
and vacuum accumulator.
Disconnect fuel suction line connected to sedimenter
from fuel tank
Fill specified quantity of Power steering oil in reservoir.
Fill coolant in the cooling system through radiator.
Charge the AC system.

Disconnect exhaust pipe connected to Catalytic converter.
Drain the coolant from the cooling system
Drain the engine oil
Crank the engine momentarily. Let oil and coolant
circulate through the system.
Confirm whether oil pressure indicator light is switching
off when engine is started.

Disconnect hoses from and to radiator Check for any leakage, rectify if necessary.

Disconnect pipe from radiator to auxiliary tank
Remove the radiator
Drain the Power steering oil and disconnect the pipelines.
Top up coolant upto FULL mark in auxiliary tank, if
necessary.
Check HVAC system for correct functioning.

Disconnect AC pipe lines and hot water pipe

connections(AC refrigerant should be drained from
system)

Remove the clutch back plate (Dust cover) and disconnect

the clutch housing from the Engine

Fix chain to front and rear engine lifting hooks and hold
chain in position with crane.

32
2.2 L Dicor Engine

DISASSEMBLYOFCYLINDERHEADFORMENGINEBLOCK

! Remove the HP pipes connected between the

common rail & Injectors.(Fig.1) Cover the openings
with suitable caps.

(Fig.1)

! Disconnect the injector back leak tube (Fig.2) & cover

the Openings with suitable caps.

(Fig.2)

! Remove the HP pipe connected between the

common rail & HP pump. (Fig.3 & Fig.4) Cover the
openings with Suitable caps.

(Fig.3)

33
2.2 L Dicor Engine
DISASSEMBLYOFCYLINDERHEADFORMENGINEBLOCK

(Fig.4)

! Disconnect the hoses connected to EGR

cooler.(Fig.5)

(Fig.5)

! Disconnect EGR pipe connection at EGR valve

end.(Fig.6)

(Fig.6)

34
2.2 L Dicor Engine

DISASSEMBLYOFCYLINDERHEADFORMENGINEBLOCK

! Disconnect the EGR tube connected to EGR cooler

(Fig. 7)

(Fig. 7)

! Remove the EGR cooler (Fig.8)

(Fig. 8)

! Remove the upper cooling pipes. (Fig. 9 &

Fig. 10)

(Fig. 9)

35
2.2 L Dicor Engine

DISASSEMBLYOFCYLINDERHEADFORMENGINEBLOCK

(Fig. 10)

! Disconnect the EGR pipe connected at Exhaust

manifold side & Remove the same.
(Fig.11 & Fig.12)

(Fig. 11)

(Fig. 12)

36
2.2 L Dicor Engine

DISASSEMBLYOFCYLINDERHEADFORMENGINEBLOCK

! Remove the oil seal seperator by disconnecting Its

connections to cylinder block, Cylinder head Cover
& Air intake hose. (Fig.13)

(Fig. 13)

! Remove the heat shield -VGT. (Fig.14)

(Fig. 14)

! Remove the oil supply lines of VGT.

(Fig.15 & Fig.16)

(Fig. 15)

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DISASSEMBLYOFCYLINDERHEADFORMENGINEBLOCK

(Fig. 16)

! Remove the oil return line of VGT (Fig.17 & Fig.18)

(Fig. 17)

(Fig. 18)

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2.2 L Dicor Engine

DISASSEMBLYOFCYLINDERHEADFORMENGINEBLOCK

! Remove the turbocharger/VGT assembly. (Fig.19)

(Fig.19)

! Remove the exhaust manifold. (Fig.20)

(Fig.20)

! Remove the common rail assembly (Fig.21)

(Fig.21)

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2.2 L Dicor Engine

DISASSEMBLYOFCYLINDERHEADFORMENGINEBLOCK

! Remove the timing cover front. (Fig.22 & Fig.23)

(Fig.22)

(Fig.23)

! Remove the touch idler. (Fig. 24)

(Fig.24)

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2.2 L Dicor Engine

DISASSEMBLYOFCYLINDERHEADFORMENGINEBLOCK

! Remove the EGR tube connected to the elbow swirl

Actuator/Intake-manifold assembly. (Fig.25)

(Fig.25)

! Remove the Dipstick mounting screw (on swirl

actuator assly) (Fig.26)

(Fig.26)

! Remove the Vacuum pump mounting screws & take

out the assembly. (Fig.27)

(Fig.27)

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2.2 L Dicor Engine

DISASSEMBLYOFCYLINDERHEADFORMENGINEBLOCK

! Lock the exhaust camshaft using the locking tool

(Part no. 2653 5890 06 05)(Fig. 28 & Fig.29)

(Fig.28)

(Fig.29)

! Lock the flywheel using locking pin.

! Loosen the Camshaft gear. (Fig.30)
! Remove the Camshaft locking plate.

(Fig.30)

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2.2 L Dicor Engine

DISASSEMBLYOFCYLINDERHEADFORMENGINEBLOCK

! Using a spanner release the tension load on timing

belt. (Fig. 31)

(Fig.31)

! Remove the timing cover-lower (Fig. 32)

(Fig.32)

! Take out the timing belt. (Fig. 33)

(Fig.33)

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2.2 L Dicor Engine

DISASSEMBLYOFCYLINDERHEADFORMENGINEBLOCK

! Lock the HP pump gear with the help of locking pin

(Part No. 265358900607) & unscrew the mounting
nut using special tool flange. (Part No.
254707137103)
! Remove the HP pump gear.

(Fig.34)

! Remove the camshaft gear. (Fig. 35)

(Fig.35)

! Remove the timing cover –rear. (Fig. 36)

(Fig.36)

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2.2 L Dicor Engine

DISASSEMBLYOFCYLINDERHEADFORMENGINEBLOCK

! Remove the swirl Actuator assembly. ( Fig. 37)

(Fig.37)

! Remove the Cylinder head cover assembly. (Fig. 38)

(Fig.38)

! Unscrew the injector mounting claws. (Fig. 39)

(Fig.39)

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2.2 L Dicor Engine

DISASSEMBLYOFCYLINDERHEADFORMENGINEBLOCK

! Remove all the injectors along with the mounting

claws. (Fig.40)

(Fig.40)

! Remove the bearing frame by loosening the mounting

bolt in a proper sequence (Fig. 41 & Fig. 42)

(Fig.41)

(Fig.42)

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2.2 L Dicor Engine

DISASSEMBLYOFCYLINDERHEADFORMENGINEBLOCK

! Remove the Intake & Exhaust camshafts. (Fig. 43)

(Fig.43)

! Take out the Roller finger followers & hydraulic lash

adjuster assembly by lifting upwards (Fig. 44 & Fig.45)

(Fig.44)

(Fig.45)

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2.2 L Dicor Engine

DISASSEMBLYOFCYLINDERHEADFORMENGINEBLOCK

! Remove the water outlet elbow (Fig. 46)

(Fig.46)

! Unscrew & remove Cylinder head mounting bolts in

a specified sequence. (Fig.47)

(Fig.47)
! Slightly lift the cylinder head to clear locating hallow
dowel in crankcase & place it on a proper table with
care. (Fig.48)

Note : Take proper care while placing the cylinder head

on the table to avoid damage to the cylinder head
surface, valves & glow plugs.

(Fig.48)

48