89 4 DLT ENGINE 3. Remove the locking pin from the flywheel (Refer figure 173) and rotate the crankshaft anticlockwise (as seen from the front) by about 30 degrees till dial gauge on FIP shows the minimum reading and set the dial gauge to zero. Refer figure. 174. 4. Loosen the FIP mounting nuts and also the screw for rear support for FIP. 5. Rotate the crankshaft clockwise as seen from the front to TDC position and lock it by inserting the locking pin in the flywheel. 6. Rock the FIP till, dial gauge on FIP reads 0.90+0.02 mm and tighten the FIP mounting fastners. 7. Remove the locking pin and rotate the crankshaft anticlockwise by maximum2 (two) revolutions. (DO NOT rotate clockwise, to avoid damage to timing spindle and dial gauge). Recheck the timing by rotating clockwise and refitting locking pin at TDC position. If timing is not within 0.90 ‘“ mm, repeat the procedure (from points 3 to 6) till this is achieved. 8. Remove the locking pin from the cylinder block, timing bracket with dial gauge and timing spindle from FIP. Refit the sealing plug and tighten to 0.5" ‘ mkg, and connect high pressure lines. Refer figure. 162 (DO NOT overtighten to prevent damage to adaptor and its setting). Bleed the system before starting the engine. NOTE: DO NOT interchange the assembly banjo bolt fitted at fuel return line on FIP, to avoid changes in fuel delivery values & timing advance settings. Fig. 173 Fig. 174 Fig. 175
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