Operation and Maintenance Manual for WD615 Series Euro II Engine

WD615 Series Euro II Diesel Engine

Operation Manual

China national heavy duty truck Jinan technical centre Co., CNHTC
 Operation and Maintenance Manual for WD615 Series Euro II Engine

Special attention
1.In order to protect legitimate right and interests of users, please DO NOT change the engine structure without

our permission, otherwise free service for replacement and repairing of our sold products is void.

2.Please ensure the airtightness of the intake system and clean or replace the air filter cartridge according to

state of the air filter and intake resistance. And ensure the effectiveness of the rubber dust ejector of the air

filter; it should be replaced promptly when it is no longer effective.

3. Maintain the oil filter according to the manual and use high quality oil and oil filter, replace them according

to scheduled regularity. When oil filling, please closely follow the marks of the oil stick gauge. No more, no

less.

4. Use high-quality anti-freezing fluid according to the manual, DO NOT USE NATURAL WATER

DIRECTLY. Coolant should be filled to the lower edge of the expansion tank filling port. DO NOT OPEN

THE RADIATOR CAP WHEN THE ENGINE IS HOT to avoid scald.

5. Please check the level of oil, coolant and the airtightness of the intake system before starting the engine.

6. When the engine starts, it should be run idle for 3~5 min to warm it up. Do not take load before the coolant

temperature reaches 60. Also idling the engine for 3~5 min before shutting off the engine.

7. Operate, check, maintain and repairing the engine in accordance with the manual. Only qualified personnel

can perform the repair work. Please carry out maintaining and repairing work in CNHTC Service stations

when possible.

8. IMPORTANT: the connecting rod bolt can be used ONCE ONLY, it cannot be reused again after dismantled.

9. IMPORTANT: All the important bolt such as the connecting rod bolt, cylinder head bolt and main bearing

bolt should be tightened according to the specified procedures listed in the manual.

10. Please consult the after service staff of CNHTC if there is anything unclear.
 Preface
This manual describes the main technical data, performance parameters, construction features, operation

and maintenance procedures of WD 615 series diesel engine. If users follow the advice of this manual in

operating the engine, the service life of the engine can be extended greatly. There could be some differences

between the exploded views in this manual and the actual components because of the continuous

improvements of their structures. The manual is offered just as a general guideline and there will be no notice

for further improvements.

This manual is aiming at helping the users understand the features of operation procedures and structures

of WD 615 series diesel engines. During the maintenance, assembling or disassembling of the engine, the users

should refer to this operation Manual and to Parts Catalogue of WD 615 series diesel Engines if any order

for spare parts or components is to place.

The WD 615 series diesel Engines described in this manual are basic models, that is, for automotive

applications. For other applications, such as for construction equipments, ships and gen-sets, etc., there will be

some modifications in structures and technical requirements, so those users are required to read relevant

supplemental manuals.

Comments and suggestions are welcome; please send your letter to Jinan Technical Centre of CNHTC.

December.2010
 1. Model number of EURO II basic engine

WD 6 15. XX

Characteristic number (two digits)

About 1.5 liters displacement per cylinder

Number of cylinders

Water cooled diesel engine

2. Main technical characteristics of WD615 EURO II engines

Table 2-l Main technical characteristics of WD615 EURO II engines

Model WD615.87 WD615.69 WD615.47

Type 4 strokes, water-cooled, in-line, boost intercooler ,
Number of 6
cylinders
Borestroke 126*130
mmmm
Displacement L 9.726
Rated Power/Speed
kW/rpm 213/2200 247/2200 273/2200
Max. Torque/ Speed 1160/1100-1600 1350/1300~1600 1460/1300~1600
Nm/rpm
Compression ratio 171
Firing order 1-5-3-6-2-4
Valve
clearance 0.30
s (cold)
mm Intake
Valve
clearance 0.40
Exhaust
s (cold)
mm
Idle speed r/min 65050
Emission level Euro II
Net weight (kg) 850

3 Technical specifications of main systems and accessories of

WD615 EURO II series engines

3.1 Technical specifications of main systems and accessories
3.1.1 Lubricating system
 a) Oil Grade: 15W/40 CF-4
b) Oil capacity:

Filling Volume of Oil L

Item
HOWO series truck
First filling for new engine: 25

Change oil and filter: 24

c) Oil pressure range at normal working stateOil temperature>80100600kpa

3.1.5 Start system

Starter:
Starter type: 24V, 7.5kW
Power: 7.5Kw
Voltage: 24V
Alternator:
Power: 1.5kW
Voltage: 28V
Battery: 212V, 165Ah

3.2 Fit Tolerances of main parts

Tab. 3-1 Fit Tolerances of Main Components

No. Description Tolerance

1 Cylinder liner/Cylinder 0.020.023
2 Liner flange extrusion beyond block top face 0.05 0.10
3 Main bearing bore/main bearing 0.06 0.136
4 Axial play of crankshaft 0.102 0.305
5 Connecting rod bearing/crank pin 0.049 0.126
6 Crank pin length/connecting rod big end
width 0.15 0.35

7 Connecting rod bush/piston pin 0.04 0.061

8 Piston pin bore/piston pin 0.005 0.018

Top piston ring end gap 0.35 0.55

9 No. 2 piston ring end gap 0.40 0.60
Oil ring end gap
0.20 0.40

Top piston ring thickness/groove

10 No.2 piston ring thickness/groove 0.080 0.115
Oil ring thickness/groove
0.040 0.085
 11 Liner bore/piston skirt 0.121 0.164
12 Bushing/cam shaft journal 0.04 0.12
13 Cam shaft axial play 0.1 0.4
14 Tappet bore/tappet 0.025 0.089
15 Gear backlash 0.15 0.33
16 Inlet valve guide/inlet valve stem 0.03 0.060
17 Exhaust valve guide/exhaust valve stem 0.05 0.080
Relief depth in cylinder bottom surface 1.0 1.40
18 Inlet valve
Exhaust valve 0.75 1.15
19 Rocker arm bush/rocker axle 0.012 0.066
Valve clearances Inlet 0. 3
20
Exhaust 0.4

3.3Tightening torque and tightening method of main bolts and nuts

Table 3-3 Tightening torque and tightening method of main bolts and nuts

Specification of
Description Tightening torque + turning angle (N.m) ()
Nut (mm)

30
250 0 Follow the instructions for tightening
Main bearing bolt M18
sequence, and smeared with engine oil

Connecting rod bolt M14l.5 120+(905), smeared with engine oil

Cylinder head bolt Ml 6 200+290, smeared with engine oil

Cylinder head nut M12 100+290, smeared with engine oil

20
Flywheel bolt M14l.5 60 0 +2(905), smeared with engine oil

20
Flywheel housing bolt M12 40 0 +2(1205), smeared with engine oil

5
Oil pump idle gear axle bolt Ml 0 60 0 , with Loctite 242

Camshaft gear bolt M8 32, with Loctite 242

Intermediate gear clamping bolt M10 (605)+90, with Loctite 242

10
Crankshaft pulley bolt M10 60 0

5070+ (905), with anti-seize Loctite

Exhaust manifold bolt Ml 0
 10
Rocker arm pedestal bolt Ml 2 100 0
Clamping nut for air compressor
M18l.5 200, with Loctite 242
gear

Belt tensioner bolt Ml 6 195

Note: l. The superscript numbers show its tolerance. 2. The angle value is the turning angle after being
tightened to the required torque. 3.The figure before the angle is the number of times of angle turning. 4.
The strength grades of the bolts and nuts of various parts of the engine are designed to meet their own
requirements. They should not be replaced by those with same configuration but different strength
grades.

Look in figure 3-3 for tightening sequence of main bearing bolts.

Tightening method :
Smear the thread and the matching face of the bolts with oil. At first tightening to 50 N m, then
retightening to 250 Nm following the sequence shown in Fig. 3-3.
Look in figure 3-4 for tightening sequence of cylinder head bolts and nuts
 Tightening sequence:
a. Smear the 7 bolts and nuts with Loctite 262 and insert them into the cylinder
block, then tighten to 20 +10 Nm
b. Oil the threads and matching surfaces of bolts and nuts, then tighten to
30 020 N m
b. Tighten the bolts to 200 Nm following the sequence shown in Fig. 3-4.
c. Tighten the nuts to 100 Nm following the sequence shown in Fig. 3-4.
d. Turn the bolts for 90 following the sequence shown in Fig. 3-4.
e. Turn the nuts for 90 following the sequence shown in Fig. 3-4.
f. Turn again the bolts for 90 following the sequence shown in Fig. 3-4.
g. Turn again the nuts for 90 following the sequence shown in Fig. 3-4.

Tab3-4 Tightening requirements of the bolts and nuts tightened by "torque and

angle" method

Tightening procedure Final torque after

Description (Manually) tightening Permissible
Initial tightening Turning Mkmin Mkmax times of reuse
torque (Nm) angle() (Nm) (Nm)
Connecting rod
120 905 170 250 0
bolts
Cylinder head
200 290 300 400 3
bolts
Cylinder head
100 290 130 170 2
nuts and studs
Flywheel bolts 20
60 0 2905 230 280 2
Flywheel 20
40 0 1205 110 140 2
housing bolts
Idle gear
605 90 100 125 3
clamping bolts
4. Brief description of the structure of WD615 EURO II engines
WD615 EURO II engines are robust, compact, reliable, and durable as well as

environmentally friendly and economical. The engines meet well the requirements for series

trucks, other vehicles and construction machinery, etc.

Features of the structure:

a. Separate cylinder head with two-valve design features high reliability and easy to mount
or dismantle. Built-in oil cooler, safe and reliable. Rear-located turbocharger features a
compact layout. All the engine models are little different in their overall dimensions.
b All the engines in the WD615 family are in-line 6-cylinder with
high commonality to facilitate their adaptation for various applications.

4.1 Cylinder block, Bedplate and Flywheel housing

See fig 4-1 for Assembly Illustration of Cylinder block, bedplate and flywheel housing,
Cylinder block and bedplate:
They are made from high strength gray cast iron and separated at the centerline of the
crankshaft. The upper part is cylinder block, and the lower is bedplate. There is no gasket
between the two parts.
Their matching surfaces should be carefully cleaned and smeared with sealing adhesive
(Loctite 510) before fitted together and clamped tightly with 14 main bearing bolts (M18),
then 27 M8 bolts. The tightening of main bearing bolts should be carried out following
the procedure in Tab.3-3 and Fig.3-3. The two parts rigidly form a single block and
contribute greatly to its reliability and durability.
There are seven main bearings with same width. The thrust bearing plates are placed on two
opposite sides of No.2 main bearing boss.
Dry liners are used, which are transitionally fitted in the cylinder block. The thin liner (2mm
thick), made from wear resistant high boron or copper-boron cast iron, should be measured
with special measuring device. The inner surface of the liner is plateau honed, featuring
perfect running-in property and high wear resistance.
The timing gear housing is bolted on the front end of the cylinder block and the
flywheel housing on the rear end. The matching faces should be smeared with sealing
adhesive (Loctite 510). A main oil gallery is in the right side of the cylinder block, an
auxiliary oil gallery in the left side of the cylinder block, which delivers oil for six oil jets,
effectively cooling the pistons.
 Fig 4 1 Cylinder block, bedplate, flywheel housing
Seven bored holes for camshaft bushes are inside the right side of the cylinder block. A water cavity
for housing oil cooler is outside the right side of the block. In the lower part of the cavity are six passages
for water to enter into the water jacket. On the lower part of the block is a mounting face for oil filter (see
Fig. 4-1), which is tightened with 4 M8 bolts. Don't forget to smear the surfaces with adhesive (Loctite
510) before mounting.

4.2 Timing gear housing

Made from high-strength gray iron, the timing gear housing is rigid and robust. The water pump is
mounted on the upper part of the housing. The vortex housing of the water pump is cast integrated in the
timing gear housing. At the back of the timing gear housing is the pump outlet opening, which aligns with
the water inlet opening of the block. Two mounting faces are on both sides of the timing gear housing
used for the front mounting brackets of the engine. When mounting the timing gear housing, Loctite 510
should be applied on matching faces of the housing and the cylinder block.
The air compressor is installed at the back face of the left side of the timing gear housing. The
matching faces of the compressor and the gear housing should be applied with Loctite 510 when
mounting.

4.3 Gear train

Refer to Fig. 4-2.
 The gear

train of WD 615 Euro II engines is composed of eight gears. The

number of teeth of these gears is shown in Fig. 4-2. The camshaft

gear has a mark on it, which should be positioned between two

corresponding marks on the timing gear housing when the No.l

piston is set at TDC, which means 0mark on the flywheel aligns

with the relevant mark on the flywheel housing. Air compressor gear

is installed on the compressor crankshaft and hydraulic steering

pump gear on the upper comer of the camshaft gear.

Idle timing gear rides on a sliding bearing, which is composed

of idle gear axle (3) and bush (4), see fig 4 4. The gear axle not

only serves as an oil passage, but also more importantly serves to position the idle gear mechanism.

To ensure reliable lubrication of the bush, pressurized oil is led in through the gear axle, and an oil

hole leading to the bush is drilled in the 1st main bearing seat of the cylinder block.

When installing idle gear axle (3), remember to smear the running surface of the axle with oil. Notice
one of the bolt holes is asymmetric with the others. The threads of bolts (5) should be carefully cleaned

and smeared with Loctite 242. After that the bolts are tightened evenly to 605 N-m, then turned for

905. A cover (7) and an O-ring (6) on the timing gear housing seal the front end of the idle gear.

Fig. 4-4 Intemediate gear mechanism

1. Cylinder block 2. Gear housing 3. Axle 4. Bush 5. Bolt 6. 0-ring 7. Cover 8. Idle gear 9.Bolt, Washer

4.4 Crank mechanism

See fig. 45 for crank mechanism.

Crankshaft

The crankshaft of WD615 Euro II engine is made of drop forged 42CrMo or 45 steel. The crankshaft

has 12 balancing weights. The main journal diameter is 100 mm, and crank pin diameter 82 mm. The

lengths of all main journals and crank pins are 46mm. The crankshaft is nitrated so that they have perfect

fatigue strength and wear resistance.

On front end of the crankshaft, there is a flange (item 6 in Fig.4-5), whose cylindrical surface

matches with crankshaft front seal. There are 8M10 screw holes on the flange, used for fitting vibration

damper and belt pulley. Before mounting onto the crankshaft, the crankshaft gear should be heated to

180 and the flange heated to 290. The front seal of crankshaft is a reinforced rubber seal

(9511512), and the rear one is also reinforced rubber seal(labyrinth) (1514012).

Vibration damper

It is a reliable viscous damper, whose diameter is280 mm. It reduces the torsional vibration amplitude

of the crankshaft to within 0.2.

 Fig. 4-5 Crank mechanism

1.Crankshaft 2.Crankshaft gear 3. Key 4,5. Dowel pin 6. Flange 7. Vibration Damper 8. Belt pulley 9. Bolt 10. Main

bearing 11. Thrust plate 12. Connecting rod 13. Connecting rod bolt 14. Connecting rod bearing

15. Piston 16. Piston ring 17. Circlip 18. Piston pin 19. Circlip 20. Bush 21. Flywheel 22. Gear ring
Flywheel

It is a SAE1 flywheel with 136 teeth gear ring,3.5module.

Note: SAE1 flywheel is clearance-fitted with its gear ring.

Piston

The piston is made of Mahle 142 aluminum alloy, which can stand higher thermal load. And the wedge

structured smaller end of the connecting rod improves the strength of the piston. The piston head has an

oil gallery to reduce thermal load. There are two compression rings and one oil ring. The top ring groove

is cut into a ferrous insert, which is cast in the piston with metallurgical bonding. It offers high bonding

strength and good heat-dissipation. The keystone top ring is barrel-shaped and with inner cut at the top,

and the chrome-based ceramic coating of its working surface can improve wear and scratch resistance.

The second ring is a tapered ring, which is made of phosphorized multi alloy iron. The height of No.2

ring is 3mm and its side clearance in groove is 0.08-0.115mm. The oil ring is 4mm in height, chrome-

platted cast iron ring, with two scraping rails and backed with an expansion spring; its side clearance is

0.04-0.075mm. The diameter of piston pin bore is 50 mm. The piston skirt is designed with a

sophisticated profile to assure a perfect contact with the cylinder bore. The surface of the piston skirt is

sprayed with a 0.02mm layer of graphite, which has the function of speeding breaking-in and reducing

friction.

The compression height of the piston is 78 mm, and there is a bowl-shaped combustion chamber on

the top of the piston. The clearance between piston top and cylinder head bottom face is 3 mm. The piston

is effectively cooled by an oil jet.

Piston pin

It is cylindrical with a diameter of 50mm. Its inner and outer surfaces are carbonized and hardened to 57-

65 HRC.

Connecting rod

Drop-forged, capable of sustaining a combustion pressure of 160 bar, the connecting rod is 219mm in

length. Big end width is 46mm and small end is wedged with a minimum width of 29mm .The parting

face of the big end is at an angle of 45 from the center line of the connecting rod shank. The big end cap

is located in position by a structure of 60 serration, secured by two bolts of M14l.5 which are made of

42 CrMo and with a strength grade 12.9, required to be tightened with the required "torque and angle"

method (ref. to Tab.3-3 and 3-4).

Note: The connecting rod bolts are allowed to use only once and must be replaced the next time.

Otherwise it may cause bolt failure and therefore engine damage.

The 2.5mm thick small end bush is scrolled from copper-aluminium alloy with steel back. It has a T-type
oil groove at the upper part, leaving more area in the lower part to carry the load.

All the connecting rods in one engine should be in the same weight group. That means the weight

differences between these rods are within 29g.

Connecting rod bearing

The connecting rod bearings have a layer of new special material provided by Miba and the upper and

lower connecting rod bearings are made of different materials. The upper half can carry high combustion

peak pressure, so please make sure they are placed in the right position during assembly.

Main bearing

The bearing is made of steel baseplate with bearing material and a layer of new plated material, which

can stand higher combustion peak pressure. The 7 bearings are of the same width and they are

interchangeable.

Thrust bearing

Made of steel backed low-tin aluminium alloy, with a hardness of 35-45 HV.

4.5 Cylinder head and Valve train

Cylinder head

The cylinder head is made of Ni-Cr pearlitic cast iron, one separate head for each cylinder. The 2-valve

per cylinder design is to achieve higher volumetric efficiency and reduced emission. The intake and

exhaust manifolds are positioned separately at opposite sides of the cylinder head. Valve seats made of

special cast iron are inserted at the inlet and exhaust valve ports.

Seals are fitted on the upper part of the valve guides in order to prevent oil from entering the ports

through the guides clearances.

Each cylinder head is installed on the block by 4 bolts (M 16), and the 2 adjacent cylinder heads are

held down by studs (M12) with lock nuts and clamping blocks. The bolts and the nuts should be tightened

up by the torque and angle method according to table 3-3 and fig.3-4.
 Fig 4-6 Cylinder head

Valves

The valve is made of 21-4N, nitrated, and the diameter of the inlet valve head is 46.2 mm and the

exhaust valve head diameter is 40.6 mm

Valve train

The camshaft is made of medium carbon steel, having seven journals with the diameter 60mm. The

profiles of intake and exhaust cams are designed by multi polynominals calculation. Rocker arm shaft

integrated with its pedestal provides high rigidity for the whole valve train. Oil from main bearing bosses,

flows through small inclined holes in the block, to tappet bores. When a groove on the tappet cylindrical

working surface aligns with the oil hole opening during its reciprocating motion, the oil flows through a

center hole at the bottom of the tappet, the hollow push rod and hollow screw of rocker arm to lubricate

rocker arm bushing, where a part of oil runs down on the top of rocker arm to lubricate the pad of the

rocker arm.
 Fig.4-7 Valve train

1. Camshaft gear 2.Camshaft 3,12. Valve bridge 4.Circlip 5.Valve spring 6. Valve spring seat 7. Valve

cone 8,9 . Intake/Exhaust valve 10,11. Intake/Exhaust rocker arm 13. Rocker arm support 14. Tappet 15.

Push rod

Valve timing
See section 3.18. Before checking the valve timing, adjust the valve clearances to 1mm. The timing
should comply with the specifications in Fig.3-1. After checking, readjust the valve clearances to their
normal values. Valve working clearances (cold state): Intake valve 0.3 mm, Exhaust valve 0.4 mm.
The adjust of valve clearances, which are between cylindrical surfaces of rocker arm pads and bridge
pieces, can be carried out through the adjusting screws of rocker arms.
After dismantling and rebuilding or in maintenance, the valve clearances should be checked as
scheduled. Be sure that the valve under checking is completely closed. There are two ways of carrying
out valve clearance check:
a. Spin the crankshaft to set the piston at compression TDC one by one successively in the sequence of
the engine's firing order (1-5-3-6-2-4). At this time the intake and exhaust valves of this cylinder are
fully closed and adjustment can be correctly carried out. One by one, all the valve adjustment can be
completed after the crankshaft has been turned round for 720.
b. When the piston of No. 1 cylinder is set at compression TDC with both its valves closed, adjust the
intake and exhaust valve clearances of No.l cylinder, ' the intake valve of N0.2 cylinder, the exhaust
valve of No.3 cylinder, the intake valve of No.4 cylinder and the exhaust valve of No.5 cylinder.
Then spin the crankshaft to set the No.6 cylinder at its compression TDC with both its valves closed.
Adjust the valve clearances of No.6 intake and exhaust, No.2 exhaust, No.3 intake, No.4 exhaust, and
No.5 intake. In this way the adjustment can be achieved in just one revolution of the crankshaft.
Cylinder no. 1 2 3 4 5 6
Valve be adjust Both Intake valve Exhaust valve Intake valve Exhaust valve
When the piston of No. 1 cylinder is set at compression TDC

Cylinder no. 1 2 3 4 5 6
Valve be adjust Both Intake valve Exhaust valve Intake valve Exhaust valve

When the piston of No. 6 cylinder is set at compression TDC

Cylinder no. 1 2 3 4 5 6
Valve be adjust Both Intake valve Exhaust valve Intake valve Exhaust valve
Cylinder no. 1 2 3 4 5 6
Valve be adjust Exhaust valve Intake valve Exhaust valve Intake valve Both

4.6 Lubricating system

Oil sump
The oil sump is made of stamped steel sheet. Its upper edge is rolled into a rigid bead which, working
with a formed rubber grommet, makes a tight seal between the oil sump and bedplate as well as reduces
noise. The sump is hold in position by 12 holding blocks and 12 M8 bolts. The oil sumps in the whole
engine family are essentially identical.
Oil cooler
Plate type oil cooler is adopted for higher cooling efficiency. The reliability of the oil cooler has been
proven through vibration test. In the oil circulation route is a by-pass valve for oil cooler with its opening
pressure 60050 kPa, in order to prevent oil shortage resulting from low oil temperature before engine's
warming up or possibly oil cooler blocked up.
Main oil gallery regulating valve
The regulating valve is at the bottom of the right side of the bedplate, projecting into the oil sump. The
opening pressure of 50050 kPa has been calibrated through adjusting shims before the engine is
delivered and customers are not allowed to deliberately change it.
Oil filter
Big capacity oil filter is used.

Oil pump
The oil pump is of gear type with 10 teeth. The thickness of the pump is 45mm. All the engines use

single-stage pumps except the engines for off-highway all-wheel drive vehicles.
 Fig. 4-7 Oil Circulation route

4.8 Cooling System

Fig. 4-15 Coolant circulation route

l. Oil cooler 2. Radiator 3. Radiator gas releasing pipe 4.Engine gas releasing pipe 5. Expansion
tank water inlet pipe 6. Relief valve cap 7.Relief valve cap 8.Expansion tank 9. Thermostat
l0.Water pump

Water pump
The pump is mounted on the front end of the engine. The vortex housing of the pump is cast
integrated in the upper part of the timing gear housing. The water flows from the water pump directly into
the water cavity at the right side of the cylinder block. The coolant then goes through the oil cooler, flows
through the passages on the lower part of the cylinder block to the water jacket to cool the cylinders, and
then flows through water holes into water jacket of the cylinder head. After that the water flows out of the
opening of the cylinder head into coolant manifold, at the end of which is a thermostat, which has two
exits: one goes into the radiator and the other to water pump; the latter route makes up the short
circulation. The thermostat starts to open when water temperature reaches 802C and opens fully at
95C, which allows the coolant flows entirely to the radiator to get cooled down, then it is pumped by
water pump again into the cylinder block. The thermostat will cut off the above mentioned circulation
when the water temperature is below 802C, and then the water flows directly back to the water pump
instead of to the radiator in order to raise the temperature as soon as possible to avoid low temperature
wear of the cylinders.
The grease chamber of the water pump is filled with 120 cm 3 grease through ball bearing (SHELL
Ltd.), and it needs replenishing regularly.
Expansion tank.
The expansion tank should be installed on the vehicle by the vehicle manufacturer, as the engine is
delivered without it. The purpose of it is to bleed out the vapor trapped in the cooling system to avoid ga s
chocking-up and to supplement water into the cooling system. The pressure in the expansion tank should
be kept at 50 kPa, and its mounting position should be 400mm above the engine and radiator.
Caps in the cooling system should be kept in good state. Dont leave them open. Keeping pressure in
cooling system at 50 kPa can assure its cooling efficiency and the system not liable to boiling.
Fan
The ring type plastic fan has 10 blades with a diameter of 640 mm or larger.
There are two kinds of couplings, rigid and viscous. The viscous coupling controls the operation of
the fan through a bi-metallic element, which acts as a temperature sensor and an actuator. The viscous
coupling not only saves the energy, but also keeps the engine working at a favorable temperature
condition. The main principle is as follows: A driving wheel is in the coupling housing with a clearance
between them. The engine spins the driving wheel but the fan is fixed on the housing. When the clearance
is fall of viscous silicon oil, the driving wheel drags the housing, therefore the fan, to spin with it. When
the silicon oil flows out of the clearance, the driving wheel loses much of its dragging force, and the fan
will spin at about 25% of the driving wheel's speed. The bi-metallic strip actuates a valve to control the
silicon oil flow. When the air temperature coming through the radiator before the fan is lower than 40 C,
the bi-metallic strip closes the valve of silicon oil reservoir, and the fan just rotates at about 25 percent of
the driving wheel's speed. When the temperature is higher than 60C, the valve is fully opened and the
silicon oil fills up the clearance. The speed of the fan reaches as high as 95 per cent of that of the driving
wheel.
Note:When the viscous fan is dismantled from the engine, it should not be placed horizontally or the
silicon oil will leak out through the clearance of the sensor shaft, leading to failure of the fan coupling.
4.9 Intake and Exhaust System
Intake manifold
The intake manifold is an aluminum casting, with its intake port in the middle.
Exhaust manifold
Made of nodular cast iron, the exhaust manifold is divided into two parts, the front and the rear. One is
telescoped into the other and effectively sealed with steel rings. The rear part has two separate tubes and
double exit ports. The exhaust gas from the front three cylinders and that from the rear three cylinders are
separated from each other, to avoid mutual interference of exhaust processes between cylinders, and
enable the turbocharger to make full use of the impulse energy carried by the exhaust gas.
Air filter
Two-stage air filter is used. The first stage is a cyclone cleaner; the second one is made of a paper outer
cartridge and a safety inner cartridge. The maximum pressure drop of the air filter should be less than 5
kPa. Clean or change it when the maintenance warning indicator lights up, otherwise the clogged filter
will have negative effect on the power and life of the engine.
When customers install the air filter and build up the induction air piping, pay special attention to the
gas tightness and reliability of the piping. Even a slight leak of unfiltered air will result in premature
worn-out of cylinders and significantly shorten its expected service life. Often is it the case, that excess
oil consumption, engine power drop, black smoke, premature wear of liners and piston rings, even broken
piston ring and cylinder seizure can be traced back to air leakage in the induction air piping as their
primary source of trouble.
The filter cartridge should be cleaned in time according to scheduled timetable. After the cartridge is
removed from the air filter, pat it softly to dust off the debris and contaminant, and then blow the
cartridge from inside with compressed air.
 Note:
a. The cartridge must be changed if it is damaged.
b. Don't contaminate the inside of the cartridge during cleaning.
c. Change the cartridge after every time of maintenance, even if its operation period is shorter
than its scheduled maintenance interval.
4.10 Turbocharger and intercooler
Turbocharger
The turbocharger used for WD615 EURO engines is radial turbocharger with waste gate. The
turbocharger can effectively improve the medium-low speed performance and emission of the engine.
The oil lubricating the turbocharger comes from the back end of the main oil gallery of the block and
returns to the lower part of the bedplate.
The turbocharger runs at very high speed (about 80,000-105,000r/min), so before taking load the
engine should run idle after starting for about 5 min. If it has just stopped for a short interval the idle time
may be cut short accordingly. The engine should not shut down abruptly when it has just been taking
heavy load at high speed. The speed and load should be taken off gradually and run the engine idle for 3-
5 minutes, or it may bring harm to the turbocharger bearing. After the turbocharger is dismounted, clean
oil should be added into the oil inlet port before remounting.
Intercooler
The intercooler is an air-to-air type, and its pressure drop should be less than 10.8 kPa (at rated
power). At its bottom is the outlet port of the intercooler with a diameter of 100 mm, and at its upper
part is its 100 mm inlet port.
Note: the gas tightness of the turbocharger piping and good heat dissipation of the intercooler
should be ensured.

5. Operation and maintenance procedures of WD615 EuroII engine

5.1 Precautions about engine operation
Check if the levels of coolant and oil meet the requirements before starting the engine.
If the engine fails to start within 15 seconds, wait for at least 2 minutes before start the engine again.
After starting the engine, run the engine at idle speed for 2-3 minutes. The oil pressure should
exceed 100 kPa. Do not speed up the engine abruptly when the coolant temperature is below 60C, for
that is harmful to engine's durability and reliability.
During running-in period (about 3000 km), the engine is not yet ready to take heavy load, and the truck
is not allowed to draw a trailer.
Only after shutting down the engine for 5 minutes, can checking of the oil level give a correct result.
If the engine has been working with load, its load should be taken off and speed should be slowed
down before engine shutting off. Run the engine at idle speed for at least 5 minutes.
 5.2 Maintenance Procedures

Table 5-1 Three working conditions of vehicles

WG I WG WG
Harsh working condition (In

extremely chilly or hot atmosphere, under

heavy dusty environment, short-distance Annual mileage less than 60,

Annual mileage more
transportation, or used in construction 000km, short or medium
than 60,000km, long
field, snow-sweeper, fire-engine and distance transportation (cargo
distance transportation.
municipal engineering vehicles), annual delivery)

mileage less than 20,000km, or annual

service time less than 600 hours.

Table 5-2 First check, routine check and maintenance intervals.

Working condition WG I WG WG
After 1,000-1500km or
First check After 1500-2000 km After 1500-2000 km
30-50 h.
Routine check (P) Every 5,000 km (150 h) Every 10,000km Every 15,000km
First level maintenance Every 10,000km (300
Every 20,000km Every 30,000km
(WD1) h)
Second level maintenance Every 20,000km (600
Every 40,000km Every 60,000km
(WD2) h)
Third level maintenance Every 40,000km (1,200
Every 80,000km Every 120,000km
(WD3) h)
Forth level maintenance Every 80,000km (2,400
Every 160,000 km Every 240,000 km
(WD4) h)

Table 5-3 Oil change frequency recommended for heavy-duty trucks

WG I WG WG
Working Annual mileage less Annual mileage less than Annual mileage not less
conditions
them 20,000km 60,000km than 60,000km
Items
First check After 1000-1500km After 1500-2000km After 1500-2000km
P Every 500km Every 10,000km Every 15,000km
WD1 Every 10,000km Every 20,000k Every 30,000km
WD2 Every 20,000km Every 40,000km Every 60,000km
WD3 Every 40,000km Every 80,000km Every 120,000km
WD4 Every 80,000km Every 160,000km Every 240,000km
Table 5-4 Maintenance procedures of engine

First
Item P WD1 WD2 WD3 WD4
check
Change oil

(Once per year at least)
Change oil filter or filter element Every time changing oil
Check and adjust valve clearances
Change fuel filter cartridge
Change cartridge
Check coolant level and fill it up
Change coolant According to 3.1.3 requirements
Tighten water pipe clamps
Tighten intake pipe and hose connections and

flanges
Check the maintenance warning indicator of

air filter
Clean the dust cup of air filter. (Excluding the

self-scavenging type)
Clean outer cartridge of air filter. When the warning indicator lights.
Change inner cartridge of air filter. After five times of cleaning outer cartridge.
Check and tighten belts.
Check bearing clearance of turbocharger
Check and adjust clutch stroke
Electrical components and harness Check every 250 hours
Note: The sign indicates that maintenance is needed.

5.5 Adhesives and auxiliary materials

Tab. 5-7 Adhesives and auxiliary materials

Adhesives and Color Function Applied area

auxiliary materials

Timing gear housing bolts

Bolts for camshaft thrust plate and gear

Front oil seal seat bolt
Oil filter bracket bolts
Oil cooler bolts
Loctite 242 Sky blue Thread locking Supply pump coupling bolts
Air compressor bolts and nuts
Air compressor gear nuts
Coupling clamping bolts
Bolts for bearing cover of the supply pump driving shaft
Oil strainer bolts
Loctite 262 Red High strength Cylinder head studs
thread locking

Cap plug
Main oil gallery regulating valve and oil cooler by-pass valve

Loctite 271 Red Strong fastening Oil pump relief valve

Idle gear axle cover tightening bolt

Outer race of supply pump drive shaft bearing
Tightening bolt of supply pump drive gear
Oil separator elbow joint

Loctite 609 Green Bonding Connecting pipes for air heating device

Turbocharger oil return pipe joint

Loctite 510 Grey Sealing Between cylinder block and bedplate

Front and rear end of cylinder block
Between air compressor and gear housing
Between Filter bracket and bedplate
Anti-Seize Anit-seizure Exhaust manifold bolt, turbocharger bolt

MoS2 Grey-black Solid Lubricating Matching surfaces of cylinder liner and cylinder block

Note:

Auxiliary materials color may differ from different suppliers.