New Holland 6010 Service Manual page 29

Engine - Overview DESCRIPTION AND OPERATION
6510
7510
The engine is a 3 cylinder engine with Turbo Charger and a inter‐cooler. This engine features cross flow cylinder
heads, with the inlet and exhaust manifolds on opposite sides of the cylinder head. The fuel and air combustion
process, takes place in the specially designed bowel in the crown of the pistons
CYLINDER HEAD ASSEMBLY
The cylinder head consists of valves and springs, with the valve rocker arm shaft assembly bolted to the cylinder
block through the cylinder head. Cylinder head retaining bolts are evenly spaced with a six‐ point pattern around each
cylinder; this ensures an even clamping load across the cylinder head. The intake and exhaust manifolds are bolted
to the head; the intake manifold is mounted on the right side of the engine, with the diesel injectors mounted outside
the rocker cover. The exhaust manifold is mounted on the left side of the engine. Water outlet connections and
thermostat being attached to the front of the cylinder block directly behind the radiator Valve guides are inserted into
the cylinder head, and replaceable. Special replaceable cast alloy valve seats are pressed into each valve port during
manufacturing. No oversize valve seats on guides are available. All valves are fitted with positive value rotators; valve
clearance is maintained by adjustment of the self locking adjusting screw, mounted in each of the rocker arms.
CAMSHAFT ASSEMBLY
The camshaft runs in 3 replaceable bushes. The camshaft drive gear is in mesh with and driven by the camshaft idler
gear which is driven by the crankshaft timing gear. Camshaft end thrust is controlled by a thrust plate bolted to the
block, and located between the camshaft gear and the front camshaft journal. A helical gear is integral on rear of cam
shaft, and drives the engine oil lubrication pump mounted forward of the flywheel.
Cylinder block assembly
The cylinder block is an alloy cast iron with deep cylinder skirts & water jackets for cooling the cylinders. The cylinder
bores are machined integral with the cylinder block, during the manufacturing process. Cylinders are inline and vertical
and numbered from 1 to 3 from front of the engine to the rear. The oil sump, which is attached to the bottom of the
cylinder block, is the reservoir for the engine oil lubrication system. A cast iron engine front cover and front plate is
attached to the front of the engine and covers all of the timing gear assembly.
CRANKSHAFT ASSEMBLY
The crankshaft is supported in the cylinder block by 4 main bearings. The crankshaft is manufactured from steel with
machined finished crank webs, End thrust is controlled by a thrust bearing. A dynamic balancer is fitted and driven by
crankshaft to ensure smooth running operation. Front and rear crankshaft oil sealing is affected by one piece seals
that are designed for long and durable service life.
CONNECTING RODS
The "Wedge" shaped at the small end of the connecting rod has been designed to reduce the reciprocating weight at
the piston end. The connecting rods have a heavy beam construction and are assembled as a matched set to each
engine. They are attached to the crankshaft, by means of insert type bearings. They are retained in position by the
connecting rod big end cap and secured by two bolts per rod. The small end of the connecting rod is fitted with a
replaceable bronze bushing, through which the free floating piston pin is fitted. The steel pin being held in place within
the piston by two snap rings.
PISTONS
Pistons are constructed of an aluminium silicon alloy with notch type combustion chamber being recessed in to the
piston crowns.
Each piston has two compression rings and one oil control ring, to reduce the friction and increase positive seating.
All rings are located above the piston pin.
Engine - Engine and crankcase
APAC
APAC
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