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products>3 Cylinder 3/152

Introducing the D3.152 engine

No. Type

Application

RPM

Power

kw(bhp)

1 3.152 Generator 1500 25(33.5)
2 3.152 Pump 1500 25(33.5)
3 3.152 Tractor 2250 34.5(46)
4 3.152 Roller 2250 34.5(46)

 

Options
. Selection of  fan positions
. Wide range of lubricating oil
  sumps, induction manifolds, exhaust manifolds and other         basic options
. Housings, flywheels, etc. for a large amount of the common    applications
. Two positions for power take­
  off
. Large selection of accessories

Characteristics and advantages
The D3.152 diesel engine gives reliable performance for all applications.
. Strong construction
. Engine in a small pack
. Gear driven timing
. Dry cylinder liners 

Bore.................................  91.4 mm (3.6 in)

Stroke..............................  127,0 mm (5.0 in)

Swept volume..................  2,5 litres (152.7 in3)

Number of cylinders   ......  3

Cylinder arrangement......  Vertical, in-line

Cycle................................  4 stroke

Compression ratio        ....  18.5:1

Combustion system      .....  Direct injection

Firing order.......................  1, 2, 3

Rotation.............................  Clockwise, viewed from front

Basic thread form         .....  Unified

Dry weight (1).....................  210 kg (463 Ib)

Overall dimensions (2):

                                     Height   798,1 mm (31.43 in)

                                     Length   616,9 mm (24.28 in)

                                     Width     508,9 mm (20.04 in)


Basic technical data
 
General specification
Engine core components
Cylinder head and valves
The cylinder head is of high duty cast iron which is fastened to the cylinder block by studs and setscrews. The joint is made by a gasket with a steel core.
Each cylinder has an inlet valve and exhaust valve which operate in cast iron valve guides in the cylinder head.
Each valve seats directly into the cylinder head.
The valves are of a special steel and made hard by a special process. 
 
Cylinder block and crankcase
The cylinder block and crankcase are made as one unit from high duty cast iron. The cylinder liners are machined from high duty cast iron with a flange at the top of each one. Cylinder liners are an interference fit in the cylinder bores. The water jacket is the full length between the cylinder bores.
Valve rocker assembly
The rocker lever assembly is fastened to the top of the cylinder head and is given protection by a steel cover.
The valves are operated by tappets in the cylinder head and rocker levers with separate bushes. Valve stem clearance adjustment is by a hard screw and locknut in the tappet. Lubricating oil passes through drilled holes and pipes from the camshaft centre bearing to the valve rocker assembly.
Piston and gudgeon pins
The pistons are made from a high silicon aluminium alloy. The gudgeon pins are fully floating and are kept in axial location by circlips.
Each piston has five piston ring grooves. The top ring is a cast iron chromium plated compression ring and the second compression ring is cast iron phosphated. The third groove has a four segment laminated compression ring. The fourth ring is a lubricating oil control ring and the bottom ring below the gudgeon pin is a scraper ring.
Connecting rods
The connecting rods are machined from 'H' section molybdenum steel forgings with the connecting rod cap divided at 90 degrees to the connecting rod axis. The cap is fastened by two bolts and nuts. The bolts are a fit in the cap. The small end bush has a steel back and a content of high tin, lead bronze.
Crankshaft
D3.152
The crankshaft is machined from a heat treated chromium molybdenum steel   forging with a large flange at the rear to support a flywheel. The big end journals and main bearing surfaces are fillet rolled and a thrust surface is machined at the rear of the crankshaft.


The axial movement and thrust is controlled by thrust washers with steel backs installed in the cylinder block and rear bearing cap. The crankshaft pulley is of cast iron or SG iron and fastened by a setscrew and washer.
The crankshaft palm is machined for the installation of a lip type 'Viton' rubber oil seal in an aluminium housing. The front lip seal is installed in the timing case cover.


The front of the crankshaft is serrated for the installation of the pulley for constant speed and material handling applications. It has a key, or is serrated, for agricultural, earthmoving and industrial applications. The crankshaft pulley is of cast iron or S.G. iron with a plain face and is secured by a setscrew and washer.
 
Main bearings
The four main bearings are ofthe thin wall replacement type. The bearing caps are of strong cast iron and each cap is fastened to the crankcase by two steel setscrews.
 
Timing drive gears
The camshaft and fuel injection pump are driven from the crankshaft through a gear arrangement. The timing gears are inside a timing case and cover. A small steel cover gives access to the fuel injection pump drive gear.
 
Camshaft
The camshaft is made from high duty cast iron and is high on the induction manifold side of the engine so that push rods are not needed.
The camshaft is supported in three bearings, the front one is bushed when a high Powertake off is needed. On some applications above 17 h.p. Power take off, pressure lubrication to this bush is available.
Lubrication system
Lubricating oil is pumped at a pressure by a rotary type pump which is fastened to the front bearing cap and driven through gears from the crankshaft gear.
The delivery of lubricating oil is through a full flow filter to a passage which is the length of the cylinder block. A relief valve controls the maximum pressure and a gauge or switch can be connected at the left hand side of the cylinder block.
The lubricating oil filler tube can be installed on the rear ofthe cylinder head or on the front, top or side of the timing case. The position of the lubricating oil filter  can be either vertical or horizontal.
 
Engine systems
Fuel system
A fuel lift pump is installed on the induction manifold side of the engine. It is operated by an eccentric on the camshaft and pumps fuel from the tank through a filter to a rotary type fuel injection pump installed on the exhaust manifold side of the engine. The fuel injection pump is driven by the timing gears.
Combustion system
Direct fuel injection into the toroidal combustion chamber in the top of the piston through an
atomiser in the cylinder head.
Cooling system
The water circuit is through the cylinder block and head from a water pump installed on the cover of the timing case. The pump is belt driven from the crankshaft pulley.
There is a water passage in the left hand side of the cylinder block and water comes out of a connection on the front of the cylinder head. There is a thermostat directly below this connection. Water can come out of this connection in either a vertical or horizontal direction.

Crankcase breather system

The open breather pipe is connected to the rocker cover and is extended down the front R.H.S. of the timing case. A baffle plate inside the cover prevents oil mist beinlJ released.

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